Fcom V1 RJ R4.0

BAE SYSTEMS
AVRO 146-RJ
Flight Crew Operating Manual

Volume 1
Systems Descriptions
Book 1
Manual Reference Number FCOM : V:l-002
It is important to understand that the FCOM Volume 1 is a global book

and covers all technical data relevant to AVRO 146-RJ aircraft. it is the
users' responsibility to ensure that the appropriate technical data for a
particular aircraft/fleet is used .
BAE SYSTEMS 2009. All rights reserved

BAE SYSTEMS (Operations) Umited , Regional Aircraft
Prestwick International Airport, Prestwick, Ayrshire, KA9 2 RW, United Kingdom
i-v1-00-0000 2
Page Intentionally Blank
BAE SYSTEMS
AVRO 146-RJ

Volume 1
Systems Descriptions
Book 2
Manual Reference Number FCOM : V:l-002
It is important to understand that the FCOM Volume 1 is a global book

and covers all technical data relevant to AVRO 146-RJ aircraft. It is the
users' responsibility to ensure that the appropriate technical data for a
particular aircraft/fleet is used .
BAE SYSTEMS 2009. All rights reserved

BAE SYSTEMS (Operations) Umited , Regional Aircraft
Prestwick International Airport, Prestwick, Ayrshire, KA9 2 RW, United Kingdom
i-v1-00-00004
FCOM Variant Manual - Description
This FCOM variant manual is applicable to the following aircraft type/series, regulatory
authority and modification standard:
Manual Reference Number ............................ FCOM : V1 -002
Aircraft Type and Series ......... ... ..................... AVRO 146-RJ Series 70, 85 and 100
Regulatory Authority ..... ............. ..................... All
FCOM:V1002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
PREFACE
FCOM Variant Description
Chapter 0 - FT
Page2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
FCOM Structure
The FCOM is divided into four volumes:
FCOM Volume 1
Systems Desc ription
FCOM Volume 2
Performance
FCOM Volume 3
Aircraft Operating (further divided into five

parts)
Part 1
Procedures, Handling and limitations
Part 2
Normal Checklist
Part 3
Abnormal and Emergency Checklist
Part 4
Flight Deck Handbook
Part 5
Speed Card
FCOM Volume 4
4A
48
FCOM:V1-002
Differences (two books)

146 to RJ
RJ to 146
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
PREFACE
FCOM Structure
Chapter 0- FS
Page2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
FCOM Volume 1 Contents

The FCOM Volume 1 (Systems Description) provides information and data for an operator
to use, in conjunction with their own material, to create an operations manual as required
by the appropriate regulatory authority.
The FCOM Volume 1 contains twenty-one chapters. The content of each chapter is
summarised below.
Chapter 0 - PREFAC E
The Preface chapter contains elementary information such as the Frontispiece, the FCOM
Variant Manual Description, details of the FCOM Structure and an overview of the Manual
Contents.
Chapter 1 -GENERAL
Contains the Introduction, a list of FCOM Associated Books, the Record of Revisions,
details of Revision Highlights, Abbreviations, Definitions and List of Effective Pages.
Chapter 2 - AIRCRAFT GENERAL
This chapter provides a general overview of the different aircraft systems and
configurations. Topics included are:
The flight deck.
The engines and APU.
Electrical, hydraulic and pneumatic power.
Communication, navigation and flight guidance systems.
The fuel system.
Chapter 3 - AIR CONDITIONING

Describes how the air conditioning syst em pressurizes, ventilates and controls the
temperature of the flight deck and cabin. Topics included in this are:
The two air conditioning packs.
The flight deck control panels.
The air distribution system.
The semi-automatic and automatic pressurization systems.
Chapter 4 - AIR SUPPLY

Describes how the air supply system provides pressurized, heated air to the aircraft's
pneumatic services. The topics covered are:
The engine air supply.
The APU air supply.
The air supply services,
The air supply dueling.
FCOM:V1-002
AVRO 146-RJ Series
Oct 31/13
PREFACE
Manual Contents
AVRO 146-RJ FCOM

Volume 1
Chapter 0- MC
Page2
Chapter 5- APU
Provides a description of the function and configuration of the two types of APU fitted on
the aircraft. The topics included are:
The Garrett 150 APU.
The Sundstrand APU.
The APU generator.
The air, fuel and oil systemse
The APU power supply.
Chapter 6- COMMUNICATION
This chapter covers commu nication items fitted to the aircraft either as standard, or as an
option. These include:
VHF radios and optional HF radios.
Crew intercoms and the passenger address (PA) system.
The Central Audio Unit (CAU).
The Emergency Locator Transmitter (ELT).
The Selective Calling system (SELCAL).
The Video Surveillance system.
The Aircraft Communications Addressing and Reporting System (AGARS).
Chapter 7- DOORS AND STAIRS

This chapter looks at the aircraft's doors and stairs, their operation and security systems.
Topics included are:
Passenger and service doors.
The lower doors.
The airstairs.
The flight deck door.
Chapter 8 - ELECTRICAL SYSTEM

This chapter provides an overview of the aircraft's electrical system. Topics include:
The busbars network.
The normal AC and normal DC supplies.
The standby generator.
The battery or batteries.
The standby inverter.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
PREFACE
Manual Contents
Chapter 0 - MC
Page3
Chapter 9- ENGINES
This chapter contains a description of the aircraft's Textron Lycoming LF 507-1 F engine
configuration. The topics included cover:
The instrument panels.
The FADEC system.
The thrust levers.
The central warning panel (CWP).
The fire protection system.
Chapter 10- EQUIPMENT AND FURNISHINGS

This chapter contains information about the equipment and furnishings fitted in the flight
deck, the cabin and the cargo and freight compartments of the aircraft. Topics include:
The flight deck equipment layout.
The flight deck seating.
The cabin layout and toilets.
Cargo bay layouts.
Chapter 11- FLIGHT CONTROLS

This chapter provides a description and an overview of the primary and secondary flight
controls found on the aircraft. Topics include:
The primary flight controls: pitch, roll and yaw.
The secondary flight controls: flaps, lift spoilers and airbrakes.
The stall protection system.
The take-off configuration warning system.
Chapter 12- FLIGHT GUIDANCE

This chapter provides a description of the functions of the flight guidance system. These
functions include:
The autopilot (AP).
The flight director (FD).
The yaw damper (YD).
Flap Trim Compensation (FTC).
Thrust Modulation Control (TMC).
CAT 3 Approach.
Automatic landing.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
PREFACE
Manual Contents
Chapter 0- MC
Page4
Chapter 13- FUEL SYSTEM

This chapter provides an overview of the aircraft's fuel system. Topics included cover:
The fuel storage tanks.
The fuel pumps and feed valves.
The control panels and gauges.
Chapter 14 - HYDRAULIC SYSTEM

This chapter provides an overview of the hydraulic system on the aircraft. This is
comprised of two systems: yellow and green. Topics in this chapter include:
Reservoirs and accumulators.
Power generation.
The back-up system.
Services supplied.
Chapter 15 -ICE AND RAIN PROTECTION

This chapter provides a description of the ice and rain protection system found on the
aircraft. Topics in this chapter include:
Wing and tail ice protection.
Engine ice protection.
Windscreen protection.
The air data sensors.
Chapter 16 -INDICATING AND RECORDING

This chapter describes the aircraft's indicating and recording system. Topics included
cover:
The master warning system (MWS).
The flight deck clocks.
The cockpit voice recorder.
The flight data recorder.
The maintenance panel.
Chapter 17- LANDING GEAR

This chapter provides an overview of the landing gear and braking system found on the
aircraft. Topics included cover:
The flight deck controls.
Landing gear function description.
Brakes function description.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
PREFACE
Manual Contents
Chapter 0 - MC
Page 5
Chapter 18 - LIGHTS
This chapter describes the aircraft's lighting. Topics included in this chapter cover:
The flight deck lighting.
The cabin lighting.
The lighting in the lower bays.
The external lights.
Chapter 19- NAVIGATION

This chapter provides descriptions for all the navigation systems which can be found on the
aircraft. These topics include:
The attitude and heading systems.
The air data system.
The radio navigation aids.
The flight instruments.
The ATC transponder.
The traffic collision avoidance system (TCAS).
The weather radar.
The enhanced ground proximity warning system (EGPWS).
The navigation or flight management systems (NMS/FMS).
Chapter 20 - OXYGEN
This chapter describes the aircraft's oxygen systems. Topics included are:
Storage and charging.
Flight deck crew oxygen.
The cabin oxygen system.
Chapter 21- WATER AND WASTE

This chapter describes the water and waste system found on the aircraft. Topics include:
Potable water.
Waste water.
The toilets.
FCOM:V1-002
AVRO 146-RJ Series
Sep 30/ 11
AVRO 146-RJ FCOM

Volume 1
PREFACE
Manual Contents
Chapter 0- MC
Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 -Introduction
Foreword ................................. ....................... .............................................................. .

FCOM Overview............................................................................................................
FCOM Content ..............................................................................................................
Pagmat1on ......... .. .......... ... .......... ......... ....................... .. .................... ... ......... ......... ... .....
Manual Reference Number ...........................................................................................
Associated FCOM Volumes and Parts - Overview .. ... ..................... ............. ....... .........
Revision to the FCOM ... ... ................... .... ................... .. ........... ......... ... ......... .......... .. .....
FCOM Bulletins......................... ......................................................... ...........................
Warnings and Cautions ............. ............. ............................................ ............. ..............
FCOM Enquiries - Contact Details ................................................................................
1
2
4
6
7
8
8
9
10
Topic 2- Record of Revisions
Revision Procedure................... ..................... .................................... ............. ..............

Record of Revisions ......................................................................... .............................
Topic 3 - Revision Highlights
Overview ................................. ....................... .................................. ............................ .

Revision Highlights........................................................................................................
Topic 4- Abbreviations
Abbreviations - Listed Alphabetically ...... ......... ........... .............. ....... ... .. ....... .... ......... ....
Topic 5 - Definitions
General ..................................... ............. ........ ....................... ........... .. .......................... .
List Of Effective Pages
LOEP Applicability..................... ..................... .................................... ............. ..............

LOEP ....................................... ......................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Contents
Chapter 1 TOC
Page2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Foreword
The BAE SYSTEMS BAe 146 and AVRO 146-RJ Flight Crew Operating Manual (FCOM)
complements the approved Aircraft Flight Manual BAE 5.1. The approved Aircraft Flight
Manual is the authoritative document.
FCOM Overview
The FCOM is intended to be used as the primary source of information on the flight deck.
The FCOM provides the flight crew with technical, performance and operational information
to enable the aircraft to be safely operated during normal and abnormal/emergency
conditions on the ground and in flight. The FCOM provides the best operating instructions
and advice currently available; it is not intended to provide basic aircraft piloting techniques
or information which is considered good airmanship.
The FCOM provides a framework for the operators to use, in conjunction with their own
material, to create an Operations Manual as required by the appropriate regulatory body.
The FCOM is also intended to be used by flight crews as a study guide and to supplement
other training material for initial and recurrent training.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapter 1 Topic 1
Page2
FCOM Content
The BAe 146 and AVRO-RJ FCOM has been created to produce the least number of
variant manuals. The content of each volume and part is 'global' where possible. The
content of each FCOM volume and part is summarized below:
FCOM Volume 1 (Systems Description) - there are two 'global' volumes:
BAe 146
AVRO 146-RJ
The volumes cover all aircraft series and modification standards for the type.
FCOM Volume 2 (Performance) - variant books are customised to reflect type, series,
regulatory authority and aircraft modification standard. Refer to FCOM Variant Manual Fleet Table for aircraft Constructor Number versus variant manual listing. The variant
performance books of FCOM (Performance, Flight Deck Handbook and Speed Card) are
associated by series, regulatory authority and aircraft modification standard. Refer to
FCOM Associated Books for associated book listing.
FCOM Volume 3 (Aircraft Operating):
Part 1 (Procedures, Handling and Limitations) -there are four 'global' volumes:
BAe 146, EASA
BAe 146, FAA
AVRO 146-RJ, EASA
AVRO 146-RJ, FAA
The volumes cover all aircraft series and modification standards for the type; differences in
regulatory requirements between EASA and FAA are also reflected. The books are
'global', covering all modification standards and limitation ranges. Information specific to
an individual aircraft is referenced out to, and detailed on, the aircraft Flight Deck Placard.
Part 2 (Normal Checklist) - the checklist is customised to an individual aircraft reflecting
series, regulatory authority and modification standard. The aircraft constructor number is
displayed on each card.
Part 3 (Abnormal and Emergency Checklist) - the checklist is customised to an individual
aircraft reflecting series, regulatory authority and modification standard. The aircraft
constructor number is displayed on each page.
Part 4 (Flight Deck Handbook) - variant books are customised to type, series, regulatory
authority and aircraft modification standard. Refer to FCOM Variant Manual- Fleet Table
for aircraft Constructor Number versus variant manual listing. The variant performance
books of FCOM (Performance, Flight Deck Handbook and Speed Card) are associated by
series, regulatory authority and aircraft modification standard. Refer to FCOM Associated
Books for associated book listing.
Part 5 (Speed Card) - variant booklets are customised to reflect type, series, regulatory
authority and aircraft modification standard. The associated variant booklet for an
individual aircraft is detailed in FCOM Volume 2 and FCOM Volume 3 Part 4 - FCOM
Associated Books.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapter 1 Topic 1
Page3
FCOM Volume 4A (146 to RJ Differences) - covers technical and operational differences

for flight crews converting from BAe 146 to AVRO 146-RJ aircraft.
FCOM Volume 48 (RJ to 146 Differences) - covers technical and operational differences
for flight crews converting from AVRO 146-RJ to BAe 146 aircraft.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapter 1 Topic 1
Page4
Pagination
The FCOM Volume 1 pagination is defined opposite in Figure 1.1. The first page of a new
Topic is identified by a header with a black background; subsequent headers of the same
topic have a white background.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapter 1 Topic 1
Page 5
Figure 1.1 - Pagination

AIRCRAFT TYPE
AND VOLUME
CHAPTER
TITLE
NUMBER
HEADER - + +
SlOE
HeADING
CHAPTER
TOPIC
TITLE
NUMBER
TOPIC
NUMBER
Fully A-abe~-...... - P -
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ho 9'ltlf\ FUll OPEN rMIJ,., It! .. .,._....,. - rot .,. PRII.IARY -oncbtn.. 2CON~
A ClfM DISPLAY Ut.A. I
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MA UAL
REFERENCE
NUMBER
FCOM:V1-002
AIRCRAFT
TYPE
REGULATORY
AUTHORITY
REVISION DATE
IY1~1-0000 1
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 1 Topic 1
Page6
GENERAL
Introduction
Manual Reference Number
All FCOM volumes and parts have an identifying Manual Reference Number. The Manual
Reference Number is identified in the Preface (wher-e applicable) and the page footer.
The Manual Reference Number is linked to either the FCOM Book Variant or an Aircraft
Constructors Number:
FCOM Book Variant
FCOM Volume 1 (Systems Description)

FCOM Volume 2 (Performance)
FCOM Volume 3 Part 1 (Procedures, Handling and Limitations)
FCOM Volume 3 Part 4 (Flight Deck Handbook)
FCOM Volume 3 Part 5 (Speed Card)
FCOM Volume 4 (Differences)
An example of a Manual Reference Number linked to an FCOM Book Variant is:
FCOM:V3PS-001
'\
FCOM volume and part

(where applicable)
Variant Reference Number
Aircraft Constructor Number
FCOM Volume 3 Part 2 (Normal Checklist)
FCOM Volume 3 Part 3 (Abnormal and Emergency Checklist)
An example of a Manual Reference Number linked to an Aircraft Constructor Number is:

FCOM:V3P3-EXXXX
/
FCOM volume and part
FCOM:V1-002
AVRO 146-RJ Series
Aircraft Constructors Number
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapter 1 Topic 1
Page 7
Associated FCOM Volumes and Parts- Overview
The following FCOM volumes and parts contain performance data associated by series,
regulatory authority and aircraft modification standard:
FCOM Volume 2 ~ Performance
FCOM Volume 3 Part 4 - Flight Deck Handbook
FCOM Volume 3 Part 5 - Speed Card
The Variant Reference Number for the FCOM Volume 2 , FCOM Volume 3 Part 4 and
FCOM Volume 3 Part 5 will be the same for individual aircraft. The FCOM Volume 2 and
FCOM Volume 3 Part 4 Variant Reference Number may have an A or 8 suffix. The suffix
denotes modification standard differences.
Refer to FCOM Associated Books for a listing of associated FCOM Volume 2

(Performance), FCOM Volume 3 Part 4 (Flight Deck Handbook) and FCOM Volume 3 Part
5 (Speed Card) books.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapt er 1 Topic 1
Pages
Revision to the FCOM

There are two types of revision to the FCOM:
General Revision
Customised Revision
General Revisions are made periodically and are the normal method for updating the
FCOM where the information is applicable to all variants of the volume/part.
Customised Revisions are made as required to reflect changes to an individual variant
book or individual aircraft specific volume/part - for example, changes to an individual
aircraft Normal Checklist or Abnormal and Emergency Checklist resulting from a change to
aircraft modification standard.
The revision number has the following convention:
-X.Y
r----------'--./ "',.:....------------,
where X represents the
General Revision status
where Y represents the

Customised Revision status
Revision 2.4, for example, would indicate that General Revision status was 2, and the
Customised Revision status was 4.
FCOM manuals may be at a different revision standard due to revision history. Refer to the
individual FCOM volume/part Record of Revisions for revision status.
There are no Temporary Revisions within FCOM. Revisions are made by either General
Revision or customised Revision. This ensures that the information contained in the
FCOM is unambiguous, consistent and in-date.
There are no Revision Markings annotated on FCOM pages. Significant changes
introduced at a revision are detailed in the Revision Highlights.
FCOM Bulletins
FCOM Bulletins are located in the FCOM Volume 3 Part 1 (Procedures, Handling and
Limitations). There are two types of FCOM Bulletin:
Red (Alert Bulletin)
Blue (Routine Operational Information Bulletin)
A Red FCOM Bulletin (Alert Bulletin) contains information that must be brought to the
attention of flight crews immediately.
A Blue FCOM Bulletin (Routine Operational Information Bulletin) contains supplementary
operational background information which would not normally fall within the scope of
FCOM.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapter 1 Topic 1
Page9
Warnings and Cautions
Warning or Caution boxes relating to the to the FCOM will be displayed in solid outline
centrally positioned on the page. Examples of both 'Warning' and 'Caution' boxes are
shown below with a description of their category of importance.
WARNING
An operating procedure, technique etc., that may result in personal
injury or loss of life if not followed.
CAUTION
An operating procedure, technique etc., that may result in damage to
equipment if not followed.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Introduction
Chapter 1 Topic 1
Page 10
FCOM Enquiries - Contact Details

The address to which FCOM enquiries and feedback should be sent is:
FCOM enquiries,
BAE SYSTEMS (Operations Limited),
Prestwick International Airport,
Ayrshire,
KA92RW,
Scotland.
Tel: 44 (0)1292 675000
e-mail: RAPublications@baesystems.com
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Revision Procedure
Revisions will be issued as replacement pages. The significant changes introduced by a
revision will be listed in the Revision Highlig hts.
Record the incorporation of each revision in the Record of Revisions.
Record of Revisions
This Record of Revisions is applicable only to this copy of the FCOM. Other FCOM
manuals may be at a different revision standard due to revision history. Refer to the
individual FCOM volume/part for revision status.
Revision Revision
No.
Date
Approval
Reference
Reason for Issue
1.0
Nov09
Initial Issue.
2.0
Sep 11
Chapter 3, Topic
Pressurization.
EASA.21J.047
8
Fully
Automatic
EASA.21J.047
EASA.21J.047
EASA.21J.047
Chapter 6, Topic 2- Flight Deck.

Chapter 11 , Topic 8 - Lift Spoilers.
Chapter 17, Topic 4 - Brakes.
2.1
Aug 12
Chapter 19, Topic 2.5 - Altitude and Airspeed.

Introduction of TCAS II Change 7.1 information
(EASA only).
3.0
Oct 13
Major Revision Incorporating:

Chapter 2, Topic 1 -Configuration
Chapter 14, Topic 5- Backup System.
Chapter 15, Topic 1 -Overview.
Chapter 17, Topic 4 - Brakes.
3.1
Jun 14
Introduction of passenger and service door

locks.
EASA.21J.047
4.0
Jan 15
Major Revision incorporating editorial change to

Chapter 11, Topic 6- Stall Protection
EASA.21J.047
For detailed changes relevant to this aircraft

copy, refer to Chapter 1, Topic 3 - Revision
Highlights.
FCOM:V1-002
AVRO 146-RJ Series
Jan 14/15
AVRO 146-RJ FCOM

Volume 1
GENERAL
Record of Revisions
Chapter 1 Topic 2
Page2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Overview
Revision Highlights will be issued with every revision to this manual. They detail the
significant changes introduced by a revision.
Revision Highlights
These Revision Highlights pages were originally created for a paper-based delivery
method. As this has been superseded by an electronic delivery system, the retention of
pages is no longer an issue. The Revision Highlights will remain in the order of their issue
date. Revision Highlights pages are not accountable pages and therefore do not appear in
the LOEP. Only procedural and other significant changes are recorded here; minor
editorial corrections are not listed.
Revision Highlights, Revision 2.0, Sep 11
Title
Revision Content
Topic Page
Chapter 3 - AIR CONDITIONING

Fully Automatic
Figure 8-5 - System Control Schematic, revised
Pressurization ........... ........ to reflect that DC BUS 2 powers Primary channel
and EMERG DC powers Secondary channel.
Figure 8-6 - System Indication Schematic,

revised to reflect that DC BUS 2 powers Primary
channel and EMERG DC powers Secondary
Channel.
11
11
2.5
1-6
Chapter 6 - COMMUNICATION
Flight Deck ... ............. ........ Audio Selector Panel, revised. Spring loaded
switch information, added.
Chapter 11 - FLIGHT CONTROLS
Uft Spoilers ....................... FCOM
BULl ETIN
Routine
Operational
Information - Blue 3 "Manual Spoiler Fault
Annunciator - Illumination During landing Roll"
information, included.
Chapter 17- lANDING GEAR
Brakes ............................... Editorial corrections to Figure 4.3 - "Green
system pressure" text box corrected (previously
stated "Yellow system pressure").
Chapter 19 - NAVIGATION
Altitude and Airspeed ........ Editorial Change, title changed from "Attitude
and Airspeed" to "Altitude and Airspeed".
Revision Highlights, Revision 2.1, Aug 12

Title
Revision Content
Topic Page
Chapter 19- NAVIGATION

TCAS TAs and RAs .......... Adjust Vertical Speed I Level Off Corrective RA
information introduced.
FCOM:V1-002
AVRO 146-RJ Series
9.4
2, 3
Oct 31/13
AVRO 146-RJ FCOM

Volume 1
GENERAL
Revision Highlights
Chapter 1 Topic 3
Page2
Revision Highlights, Revision 3.0, Oct 13

Title
Revision Content
Topic Page
Chapter 2 - AIRCRAFT GENERAL
Configuration ..................... Danger Zones and Entry Corridors illustration

incorporated to keep consistent with AMM.
10
Chapter 14 - HYDRAULIC SYSTEM
Back-up System ................ Editorial correction, Chapter 14 Topic 5- omitted

in error from previous revision.
1-4
Chapter 15- ICE AND RAIN PROTECTION
Overview ........................... Engine Ice Protection Panel, revised. Engine

valve and intake valve information revised to
provide consistency with Chapter 15 Topic 3, Pg
1.
Chapter 17- LANDING GEAR
Brakes............................... FCOM Bulletin Alert 8 (RJ) "Brake Selection

Pushbutton, Caption Discrepancy" information
embodied. Editorial correction to Figure 4.5 Pushbutton Brake Selector.
Revision Highlights, Revision 3.1, Jun 14

Title
Revision Content
Topic Page
Chapter 7- DOORS AND STAIRS
Passenger and Service

Introduction of passenger and service door locks.
Doors ............................... .
31
Revision Highlights, Revision 4.0, Jan 15

Title
Revision Content
Topic Page
Chapter 11 - FLIGHT CONTROLS
Stall Protection .................. Revised to show that FGS inhibits stick push
during a decreasing performance windshear as
opposed to
an
increasing
performance
windshear.
FCOM:V1-002
AVRO 146-RJ Series
Jan 14/ 15
13
Alphabetical Listing
Abbreviations A - 8
A
aal
above airfield level
AC
Alternating Current
ACARS
ARINC Communication and Reporting System
ADC
Air Data Computer
ADDU(s)
Air Data Display Unit
ADF
Automatic Direction Finder
ADI
Attitude Direction Indicator
AEA
Association of European Airlines
AFGS
Automatic Flight Guidance System
AFM
Aircraft Flight Manual
agl
above ground level
AIL
Aileron
ALT
Altitude
amps
amperes
AMS
Aeronautical Materials Specifications
amsl
Above mean sea level
AOA
Angle of Attack
AP
Autopilot
APP
Approach
APU
Auxiliary Power Unit
ARA
Atmospheric Research Aircraft
arte
above runway threshold elevation
ASI
Air Speed Indicator
ASD
Aircraft Situation Display
ASDA
Accelerate Stop Distance Available
ASDR
Accelerate Stop Distance Required
AfT
Autothrottle
ATA
Air Transportation Association
ATC
Air Traffic Control
ATT
Attitude
Aux
Auxiliary
8
BARO
Barometric Pressure
BATT
Battery
BFL
Balanced Field Length
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviations
Chapt er 1 Topic 4
Page 2
Abbreviations 8- E
B (Cont)
BRK
Brake
BRNAV
Basic Area Navigation
BTl
Brake Temperature Indicator
c
CAA
Civil Aviation Authority
CAS
Calibrated Air Speed
CAT
Category
CAU
Cold Air Unit
CB
Circuit Breaker
CBR
California Bearing Ratio
COL
Configuration Deviation List
CDU
Control Display Unit
CG
Centre of Gravity
CHKD
Checked
CIS
Confederation of Independent States
CLB
Climb
CONFIG
Configuration
CONT
Continuous
CSI
Combined Speed Indicator
CTRL
Control
CVR
Cockpit Voice Recorder
CWP
Central Warning Panel
Dimension
DA
Decision Area
DBI
Distance Bearing Indicator
DC
Direct Current
DG
Directional Gyro
DGAC
Direccion General de Aviacion Civil (Spanish Airworthiness

Authority)
DISC
Disconnect
DISCH
Discharge
DME
Distance Measuring Equipment
DN
Down
DOA
Design Organisation Approval
East
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviation s
Chapter 1 Topic 4
Page3
Abbreviations E - F
E (cont)
EADI
Electronic Attitude Direction Indicator
EAS
Equivalent Air Speed
EASA
European Aviation Safety Agency
ECAC
European Civil Aviation Conference
ECS
Environmental Control System
ECU
Engine Control Unit
EFIS
Electronic Flight Instrumentation System
EGPWS
Enhanced Ground Proximity Warning System
EGT
Exhaust Gas Temperature
EHSI
Electronic Horizontal Situation Indicator
ELEV
Elevator
EDA
Emergency Distance Available
EM ERG
Emergency
ENAC
Ente Nacionale Per L'Aviazione Civile (Italian Civil Aviation

Authority - replaces RAI)
ENG
Engine
EPNdB
Effective Perceived Noise decibel
ESDA
Emergency Stop Distance Available
ESS
Essential
ETA
Estimated Time of Arrival
EXT
External
F
FAA
Federal Aviation Administration
FADEC
Full Authority Digital Engine Control
FCOM
FD
Flight Director
FDE
Fault Detection and Exclusion
FDH
Flight Deck Handbook
FGS
Flight Guidance System
FL
Flight Level
FLEX
Flexible
FMS
Flight Management System
FPI
Flat Panel Flight Instruments
FRH
Flap Retraction Height
ft
feet
fVmin
feet per minute
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviations
Chapt er 1 Topic 4
Page 4
Abbreviations G - J
G
gravity
GA
Go Around
GEN
Generator
GMT
Greenwich Mean Time
GNS
Global Navigation System
GPS
Global Positioning System
GPU
Ground Power Unit
GPWS
Ground Proximity Warning System
GRN
Green
GRND
Ground
GS orGSL
Glideslope
HOG
Heading
HF
High Frequency
HMU
Hydromechanical Unit
HP
High Pressure
HSI
Horizontal Situation Indicator
HYD
Hydraulic(s)
I
lAS
Indicated Air Speed
lATA
International Air Transport Association
ICAO
International Civil Aviation Organisation
IDG
Integrated Drive Generator
IFR
Instrument Flight Rules
IGN
Ignition
ILS
Instrument Landing System
IMC
Instrument meteorological Conditions
IMN
Indicated Mach Number
in
inches
IND
Indicator
INHG
Inches of Mercury
INV
Inverter
IOAT
Indicated Outside Air Temperature
IRS
Inertial Reference System
ISA
International Standard Atmosphere
JAA
Joint Aviation Authorities

FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviations
Chapter 1 Topic 4
Page 5
Abbreviations J - M
J (cont)
JAR
Joint Aviation Requirements
JAR-OPS
Joint Aviation Requirement on Commercial Air Transportation

(UK)
K
kHz
Kilohertz
kg
kilograms
kg/hr
kilograms per hour
km
Kilometers
kt
knots
kVA
Kilo Volts/Amp
L
L
Left
lb
Pounds
lblhr
pounds per hour
lb/min
pounds per min
LBA
Lufthart Bundesamte (German Airworthiness Authority)
LOA
Landing Distance Available
LOR
Landing Distance Required
LED
Ught Emitting Diode
LNAV
Lateral Navigation
LO
Low
LOC
Localizer
LOEP
Ust of Effective Pages
LP
Low Pressure
LTS
Ughts
M
m
metres
Mach Number
MAC
Emergency AC
MAG
Magnetic
MACH
Mach Number
MAN
Manual
MAP
Missed Approach Point
max
maximum
Mb
Millibars
MCP
Mode Control Panel
MCT
Maximum Continuous Thrust

FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviations
Chapter 1 Topic 4
Page6
Abbreviations M- 0
M (cont)
MDA
Minimum Descent Altitude
MDC
Emergency DC
MEA
Minimum En-route Altitude
min
minimum
MIND
Mach Number Indicated
mm
millimetres
MMo
MNPS
Maximum Operating Mach Number

Minimum Navigation Performance Specifications
mph
miles per hour
MAW
Maximum Ramp Weight
MSA
Minimum Safe Altitude
m/s
metres per second
MSTR
Master
MTOW
Maximum Take-off Weight
MWP
Master Warning Panel
MWS
Master Warning System
MZFW
Maximum Zero Fuel Weight
N
N
North
NM
National Aviation Authority
NAT
North Atlantic
NAY
Navigation
NO
Navigation Display
Ni Cad
Nickel Cadmium
NIPS
Not In Position Selected
nm
nautical miles
No.
Number
NOTAMS
Notice to Airmen
NRV
Non Return Valve
NTOFP
Net Take-off Flight Path
Nl
Fan Rotation Speed
NlGA
Fan Rotation Speed for GO-AROUND
N2
High Pressure Shaft Rotation Speed
0
OAT
Outside Air Temperature
OCH
Obstacle Clearance Height
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviations
Chapter 1 Topic 4
Page 7
Abbreviations 0- R
0 (cont)
OVHT
Overheat
OVRD
Override
OXY
Oxygen
p
PA
Passenger Address
PAP I
Precision Approach Path Indicator
PAX
Passengers
PED
Primary Engine Display
PF
Pilot Flying
PFD
Primary Flight Display
PIT
Pitch
PNF
Pilot Not Flying
PRNAV
Precision Area Navigation
psi
pounds per square inch
PTR
Press To Reset
PTU
Power Transfer Unit
PWR
Power
QC
Quick Change
QFE
Atmospheric pressure at specified datum
QNH
Altimeter sub-scale setting to obtain elevation when on the

ground
QT
Quiet Trader
QTY
Quantity
R
R
Right
RA
Resolution Advisory
REDU
Reduced
REF
Reference
Rev
Revision
RLW
Regulated Landing Weight
RMI
Radio Magnetic Indicator
RNAV
Area Navigation
RPM
Revolutions Per Minute
RIT
Receive(r)/Transmit(ter)
RTO
Rejected Take-ott
RTOW
Regulated Take-off Weight
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviations
Chapt er 1 Topic 4
Pages
Abbreviations R - T
R (cont)
RVSM
Reduced Vertical Separation Minima
RVR
Runway Visual Range
South
SAC
Essential AC
S.App
Steep Approach
sec
second(s)
SAT
Static Air temperature
soc
Essential DC
SIGMETS
Significant Meteorological Information
SMC
Standard Mean Chord
SOP(s)
Standard Operation Procedure(s)
SPLR
Spoiler
sq
square
SSR
Secondary Surveillance Radar
STAR
Standard Terminal Arrival Route
STBY
Standby
TA
Traffic Advisory
TAMB
TAS
Ambient Temperature
True Air Speed
TAT
Total Air Temperature
TCAS
Traffic Alert and Collision Avoidance System
TGL
Temporary Guidance Leaflet
TGT
Turbine Gas Temperature
TMS
Thrust Management System
TO
Take-off
TOO
Take-off Distance
TODA
Take-off Distance Availabl e
TODR
Take-off Distance Required
TOFL
Take-off Field Length
TOGA
Take-off Go-Around
TOR
Take-off Run
TORA
Take-off Run Available
TORR
Take-off Run Required
TOW
Take-off Weight
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviation s
Chapter 1 Topic 4
Page9
Abbreviations T - V
T (cont)
TR
Transformer Rectifier
TREF
Reference value of temperature on the TMS to allow the TMS

to calculate the N, for take-off
TRP
Thrust Rating Panel
u
us
United States
Velocity
VAPP
Approach Speed
VER
En-Route Speed
VFE
VFR
Maximum Flap Extended Speed

Visual Flight Rules
VFTO
Final Take-off Speed
VGo
VHF
Minimum Take-off Speed for Runway Available.

Very High Frequency
Maximum Landing Gear Extended Speed
VLE
VLF
Very Low Frequency

Maximum Landing Gear Operating Speed
VLO
VMC
Visual Meteorological Conditions
VMCA
Minimum Control Speed in Air
VMCG
Minimum Control Speed on Ground
VMCL
Minimum Control Speed on Landing
VMO
VNAV
Maximum Operating Speed

Vertical Navigation
VOR
Very High Frequency Omni Directional Range
VR
Rotation Speed
VRA
Rough Air Airspeed
VREF
Landing Speed reference
Vs
VSI
Stall Speed
Vertical Speed Indicator
VsroP
Maximum stop speed from which the aircraft can be brought to

a standstill.
v,
Take-off Decision Speed
V1MIN
Minimum Take-off Decision Speed
v2
Take-off Safety Speed
VA
Manoeuvring Speed
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Abbreviations
Chapter 1 Topic 4
Page 10
Abbreviations W- Z and Symbols
w
w
West
WAT
Weight-Altitude-Temperature
WED
Water Equivalent Depth
y
YEL
Yellow
YO
Ya.w Damper
z
ZFW
Zero Fuel Weight
Symbols
A
Change
t.p
Change in Air Pressure
Degrees
oc
Degrees Celsius
Degrees Fahrenheit
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
General
Refer to individual chapters for definitions.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
GENERAL
Definitions
Chapter 1 Topic 5
Page2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
LOEP Applicability
This List of Effective Pages (LOEP) shows all the pages which should be present in this
publication. This LOEP is only applicable to the FCOM Volume 1 to which the LOEP refers.
This LOEP will be re-issued with every revision.
LOEP
Chapter
Topic
Page
Frontis
Frontis
Frontis
Frontis
FT
FT
FS
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AVRO 146-RJ Series
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
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GENERAL
List of Effective Pages
AVRO 146-RJ FCOM

Volume 1
LOEP
Page2
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Oct 31/13
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AVRO 146-RJ Series
2
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GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page3
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FCOM:V1-002
Nov 01 /09
AVRO 146-RJ Series
2
2
01 /09
01 /09
01 /09
01/09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page4
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Nov 01 /09
9
9
5
5
1
2
Nov 01/09
Nov 01/09
9
9
11
12
10
1
Nov 01/09
Nov 01/09
9
9
9
5
5
6
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
12
12
12
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
12
Nov 01 /09
9
9
9
7
7
7
7
7
7
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
12
12
12
6
7
8
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01/09
12
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
12
12
12
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01 /09
9
9
9
9
5
6
1
9
9
8
9
2
1
Nov 01/09
Nov 01/09
9
9
12
12
13
14
Nov 01/09
Nov 01/09
9
9
9
9
9
9
9
9
2
3
4
5
Nov 01/09
Nov 01/09
12
12
15
16
Nov 01/09
Nov 01 /09
Nov 01/09
Nov 01/09
9
9
9
9
12
12
17
18
Nov 01/09
Nov 01 /09
9
9
9
9
9
9
9
10
6
7
8
1
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
9
9
9
9
12
12
12
12
19
20
21
22
Nov
Nov
Nov
Nov
9
9
9
10
10
10
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
9
9
9
13
13
13
1
2
3
FCOM:V1-002
AVRO 146-RJ Series
01/09
01/09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
Chapter
Topic
Page
9
9
9
13
13
13
13
9
9
9
9
13
13
14
8
9
1
14
9
9
14
14
2
3
4
14
10
10
TOC
TOC
TOC
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
1.1
19
20
10
10
10
10
1.1
1.2
1.2
1.2
21
1
2
3
10
10
10
1.2
1.2
1.2
4
5
6
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
FCOM:V1 -002
1
2
3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
LOEP
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Chapter
Topic
Page
01 /09
01/09
01 /09
10
10
10
1.2
1.2
1.2
01 /09
10
1.2
10
01 /09
01 /09
01 /09
10
10
10
1.2
1.2
1.3
11
12
1
01 /09
10
1.3
01 /09
01 /09
10
10
1.3
1.3
2
3
4
01 /09
1.3
1.3
1.3
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
10
10
10
01 /09
01 /09
01 /09
10
10
10
1.3
1.3
1.3
9
10
01 /09
01 /09
10
10
1.3
1.3
11
12
01 /09
01 /09
01 /09
10
10
10
2
2
2
1
2
3
01 /09
10
01 /09
01 /09
01 /09
10
10
10
2
2
01 /09
10
2
2
5
6
7
01 /09
01 /09
01 /09
10
10
10
3 .1
3.1
3 .1
2
3
01 /09
01 /09
10
10
3 .2
3 .2
1
2
01 /09
01 /09
10
10
3
4
01 /09
01 /09
10
10
3 .2
3 .2
3 .2
3 .2
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
01 /09
01 /09
01 /09
10
10
10
10
3 .2
3 .2
3 .2
3 .2
7
9
10
01 /09
01 /09
01 /09
10
10
10
3 .2
3 .2
3 .3
11
12
1
AVRO 146-RJ Series
6
7
8
1
5
6
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 12
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Date
Chapter
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Date
10
3.3
3.3
3.3
11
11
11
2
2
2
10
10
Nov 01/09
Nov 01/09
Nov 01/09
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
10
3.3
Nov 01/09
11
Nov 01 /09
10
10
10
10
3.3
3.3
3.3
3.3
6
7
8
9
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
11
11
11
2
2
2
5
6
7
11
10
10
3.3
3.3
10
11
Nov 01/09
Nov 01/09
11
11
2
3
3
Nov
Nov
Nov
Nov
1
2
Nov 01 /09
Nov 01 /09
10
10
3.3
3.3
12
13
Nov 01/09
Nov 01/09
11
11
11
3
3
3
3
4
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
11
11
TOC
TOC
TOC
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
3
4
4
6
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
11
1
1
1
2
Nov 01/09
Nov 01/09
11
11
4
4
3
4
Nov 01 /09
Nov 01 /09
11
11
11
1
1
1
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
4
4
5
5
6
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
1
1
Nov 01/09
11
Nov 01 /09
1
1
7
8
9
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
10
Nov 01/09
11
11
11
11
1
1
1
11
12
13
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
11
11
1
1
14
15
Nov 01/09
Nov 01/09
11
11
11
11
1
1
16
17
Nov 01/09
Nov 01/09
11
11
11
11
1
1
18
19
Nov 01/09
Nov 01/09
11
11
11
11
11
11
1
1
1
1
20
21
22
23
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
11
11
11
11
11
11
11
1
1
1
24
25
26
Nov 01/09
Nov 01/09
Nov 01/09
11
11
11
3
4
1
2
3
4
5
6
7
8
9
10
11
12
13
14
1
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
5
5
6
6
6
6
6
6
6
6
6
6
6
6
6
6
7
7
7
7
11
11
11
FCOM:V1-002
AVRO 146-RJ Series
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
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Nov
Jan
Nov
Nov
01 /09
14/ 15
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 13
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Topic
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Date
Chapter
Topic
Page
Date
11
7
7
6
7
12
12
12
11
11
Nov 01 /09
Nov 01 /09
Nov 01 /09
1
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
11
Nov 01 /09
12
Nov 01 /09
11
11
11
7
7
7
9
10
11
Nov 01 /09
Nov 01 /09
Nov 01 /09
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12
12
5
6
7
Nov 01 /09
Nov 01 /09
Nov 01 /09
11
12
Nov 01 /09
12
1
1
1
1
Nov 01 /09
11
11
7
7
13
14
Nov 01 /09
Nov 01 /09
12
12
1
1
11
11
11
7
7
8
15
16
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
1
1
1
11
11
11
8
8
8
2
3
4
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Nov 01 /09
Nov 01 /09
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12
12
1
1
1
11
11
8
8
5
6
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Nov 01 /09
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12
1
1
11
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11
8
8
8
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
2
2
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11
11
10
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8
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11
11
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8
01 /09
30/ 11
01 /09
01 /09
12
11
12
13
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Nov
12
12
12
2
2
14
Nov 01 /09
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2
15
16
17
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
2
3
18
1
Nov 01 /09
Nov 01 /09
12
12
3
3
2
3
4
1
Nov 01 /09
Nov 01 /09
12
12
Nov 01 /09
Nov 01 /09
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12
3
3
3
4
8
9
10
11
12
13
14
15
16
17
18
1
2
3
4
5
6
7
8
9
10
1
2
3
4
5
6
1
4
4
4
5
2
3
4
1
Nov
Nov
Nov
Nov
5
5
5
2
3
4
Nov 01/09
Nov 01 /09
Nov 01 /09
11
11
8
8
8
9
9
9
9
10
11
11
10
10
2
3
Nov 01 /09
Nov 01 /09
12
TOC
Nov 01 /09
12
12
12
12
12
12
12
TOC
TOC
TOC
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
12
12
12
11
11
11
11
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
01 /09
01 /09
01 /09
01/09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 14
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
12
12
5
5
12
Nov 01 /09
Nov 01 /09
12
6
7
8
11
11
12
12
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
13
TOC
Nov 01 /09
12
12
12
12
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
13
13
13
TOC
TOC
1
2
3
1
13
Nov 01/09
Nov 01/09
13
13
1
1
2
3
4
Nov
Nov
Nov
Nov
5
6
7
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
2
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
8
9
10
11
12
13
14
1
2
1
2
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
2
2
2
4
5
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01/09
13
13
2
2
7
8
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
2
2
3
9
10
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
13
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
3
4
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
13
3
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
4
4
4
4
5
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
3
Nov 01/09
Nov 01/09
13
13
4
4
7
8
Nov 01 /09
Nov 01 /09
4
5
6
7
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01/09
13
13
13
13
4
4
4
4
9
10
11
12
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
01/09
01/09
01/09
01/09
13
13
13
13
4
4
4
4
13
14
15
16
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
13
13
13
4
5
5
17
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
6
7
1
2
1
12
12
7
7
7
7
7
7
7
7
7
7
7
7
7
8
8
9
9
9
9
9
9
10
10
10
10
10
10
10
12
12
12
12
10
10
10
11
9
10
1
Nov
Nov
Nov
Nov
12
12
12
11
11
11
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
FCOM:V1-002
2
3
4
AVRO 146-RJ Series
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
AVRO 146-RJ FCOM

Volume 1
GENERAL
LOEP
Page 15
Chapter
Topic
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Date
Chapter
Topic
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Date
13
13
13
Nov 01 /09
13
Nov 01/09
Nov 01 /09
4
5
Nov 0 1/09
Nov 01 /09
13
13
10
10
10
5
6
3
4
1
13
Nov 01 /09
13
10
Nov 01 /09
13
13
13
3
4
5
Nov 01 /09
13
10
Nov 01 /09
Nov 01 /09
Nov 01 /09
14
TOC
Oct 31 /13
13
6
6
6
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
14
1
1
2
1
2
Oct 31 /13
6
6
14
14
TOC
13
13
13
13
13
Nov 01 /09
14
14
14
1
2
3
Nov 01/09
2
2
13
13
13
6
6
6
14
14
14
2
2
2
4
5
6
Nov 01 /09
13
13
6
6
6
6
7
7
7
7
7
7
7
7
7
7
7
7
7
7
8
6
7
8
9
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11
12
13
14
15
16
17
18
1
2
3
4
5
6
7
8
9
10
11
12
13
14
1
14
14
3
3
1
2
Nov 01 /09
14
14
14
3
3
3
3
4
5
Nov 01 /09
14
14
Nov 01 /09
7
8
9
Nov 01 /09
10
Nov 01 /09
13
13
13
13
Nov 01 /09
9
9
9
1
2
3
Nov 01 /09
13
13
13
9
10
10
4
1
2
Nov 01 /09
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
6
6
FCOM:V1-002
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
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Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
14
14
Nov 01 /09
14
3
3
3
3
Nov 01 /09
14
14
14
3
3
4
11
12
1
Nov 01 /09
14
14
4
4
2
3
Nov 01 /09
14
14
14
14
4
4
4
4
4
5
6
7
Nov 01 /09
14
14
14
14
Nov 01 /09
Oct 31 /13
5
5
2
3
Oct 31 /13
14
14
14
5
6
6
4
1
2
Oct 31 /13
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
AVRO 146-RJ Series
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01/09
Oct 31 /13
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 16
Chapter
Topic
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Date
Chapter
Topic
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Date
14
14
14
6
6
3
4
5
Nov 0 1/09
Nov 01/09
Nov 0 1/09
15
15
15
3
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 0 1/09
15
Nov 01 /09
1
2
3
4
Nov
Nov
Nov
Nov
01/09
0 1/09
0 1/09
0 1/09
15
15
15
5
6
7
15
3
3
Nov
Nov
Nov
Nov
14
6
6
7
7
7
7
14
14
8
8
1
2
Nov 0 1/09
Nov 01/09
15
15
14
14
8
8
3
4
Nov 01/09
Nov 0 1/09
15
15
15
4
4
4
15
15
15
TOC
TOC
1
1
2
1
Nov 01/09
Nov 0 1/09
Nov 0 1/09
15
15
15
4
4
4
15
15
1
1
2
3
Nov 0 1/09
Nov 0 1/09
15
15
4
4
15
15
15
1
1
1
4
5
6
Oct 31/13
Nov 0 1/09
Nov 0 1/09
15
15
15
5
5
5
15
1
1
Nov 0 1/09
15
Nov 01/09
Nov 0 1/09
Nov 0 1/09
15
15
15
5
5
5
Nov 0 1/09
15
Nov 0 1/09
Nov 0 1/09
Nov 0 1/09
15
15
15
5
5
5
Nov 0 1/09
Nov 0 1/09
15
15
5
6
Nov 0 1/09
Nov 01/09
15
15
Nov 01/09
Nov 0 1/09
15
15
6
6
6
7
01/09
0 1/09
0 1/09
0 1/09
15
15
15
15
15
15
14
14
14
14
15
15
15
15
1
1
2
15
15
2
2
15
15
2
2
2
2
7
8
9
10
11
12
13
1
2
3
4
5
6
7
15
15
15
15
15
1
1
15
15
15
15
2
2
2
9
10
11
Nov
Nov
Nov
Nov
15
15
15
2
2
2
12
13
14
Nov 01/09
Nov 0 1/09
Nov 0 1/09
FCOM:V1-002
AVRO 146-RJ Series
3
3
7
8
8
8
8
8
8
9
10
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
10
11
12
1
2
3
4
1
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
Nov 01 /09
2
1
2
3
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
4
5
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 17
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
16
16
16
TOC
16
TOC
1
16
16
Nov 01 /09
Nov 01 /09
Nov 01 /09
3
4
Nov 01/09
Nov 01/09
Nov 01/09
16
Nov 01 /09
16
Nov 01 /09
16
16
16
1
1
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
TOC
TOC
1
2
Nov 01 /09
Nov 01 /09
16
Nov 01 /09
17
TOC
Nov 01 /09
16
16
2
2
2
Nov 01 /09
Nov 01 /09
17
17
1
1
1
2
Nov 01 /09
Nov 01 /09
16
16
16
2
2
2
5
6
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
2
1
2
Nov 01 /09
Nov 01 /09
Nov 01/09
16
16
16
2
2
2
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
2
4
5
6
Nov 01 /09
Nov 01/09
Nov 01 /09
16
16
2
2
10
11
Nov 01 /09
Nov 01 /09
17
17
2
2
7
8
Nov 01 /09
Nov 01 /09
16
16
16
2
2
2
12
13
14
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
2
9
10
11
Nov 01 /09
Nov 01/09
Nov 01 /09
16
16
16
16
Nov 01 /09
17
12
Nov 01 /09
2
3
17
17
17
Nov 01 /09
Nov 01 /09
Nov 01 /09
13
14
15
Nov 01 /09
Nov 01 /09
Nov 01 /09
16
Nov 01 /09
17
16
Nov 01 /09
16
16
16
4
5
5
2
1
2
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
2
2
17
18
19
Nov 01 /09
Nov 01 /09
Nov 01/09
16
16
6
6
1
2
Nov 01 /09
Nov 01 /09
17
17
2
2
20
21
Nov 01 /09
Nov 01 /09
16
16
3
4
Nov 01 /09
Nov 01 /09
17
17
5
6
Nov 01 /09
Nov 01 /09
17
17
2
2
2
2
22
23
24
25
Nov 01 /09
Nov 01 /09
16
16
6
6
6
6
16
16
16
16
7
7
7
7
1
2
01 /09
01 /09
01 /09
01 /09
17
17
17
17
2
2
2
Nov
Nov
Nov
Nov
26
27
28
1
Nov
Nov
Nov
Nov
16
16
16
7
7
8
5
6
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
3
3
FCOM:V1-002
4
5
1
2
AVRO 146-RJ Series
2
2
2
3
3
3
3
3
4
Nov 01 /09
Nov 01/09
01 /09
01 /09
01 /09
01/09
Nov 01/09
Nov 01 /09
Nov 01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 18
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
17
17
17
2
2
6
7
18
18
18
Nov 01/09
Nov 01/09
Nov 01/09
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
Nov 01/09
18
Nov 01 /09
17
17
17
3
3
3
9
10
11
2
2
2
6
7
8
3
3
3
12
01/09
01/09
01/09
01/09
18
18
18
17
Nov
Nov
Nov
Nov
18
13
14
Nov 01/09
Nov 01/09
18
18
2
2
2
9
10
11
Nov
Nov
Nov
Nov
17
17
17
3
3
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
2
2
15
16
17
12
13
14
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
17
3
3
3
18
19
20
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
2
2
2
15
16
17
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
3
3
21
22
Nov 01/09
Nov 01/09
18
18
2
2
18
19
Nov 01 /09
Nov 01 /09
17
17
17
4
4
4
1
2
3
Nov 01/09
Nov 01/09
Oct 31/13
18
18
18
2
2
2
20
21
22
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
Nov 01/09
18
23
Nov 01 /09
17
17
17
4
4
4
5
6
7
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
2
2
24
25
26
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
Nov 01/09
18
27
Nov 01 /09
17
17
17
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
4
4
9
10
11
2
2
28
29
30
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
4
4
12
13
Nov 01/09
Nov 01/09
18
18
3
3
1
2
Nov 01 /09
Nov 01 /09
17
17
4
4
14
15
Nov 01/09
Nov 01/09
18
18
3
3
3
3
3
4
Nov 01 /09
Nov 01 /09
5
6
Nov 01 /09
Nov 01 /09
Nov
Nov
Nov
Nov
Nov 01 /09
Nov 01 /09
Nov 01 /09
17
17
2
2
18
TOC
Nov 01/09
18
18
18
18
18
18
TOC
TOC
1
1
01/09
01/09
01/09
01/09
18
18
18
18
3
1
2
Nov
Nov
Nov
Nov
3
3
3
7
8
9
10
18
18
18
1
1
2
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
18
18
18
3
3
3
11
12
13
FCOM:V1-002
AVRO 146-RJ Series
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 19
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
18
18
18
14
19
TOC
14
3
3
15
16
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
1
1
1
2
Nov 01/09
Nov 01/09
Nov 01/09
18
Nov 01 /09
19
Nov 01 /09
18
18
18
4
4
4
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
Nov 01 /09
19
4
5
6
7
Nov 01 /09
Nov 01 /09
Nov 01 /09
18
1
1
1
1
18
18
4
4
6
7
Nov 01 /09
Nov 01 /09
19
19
1
1
8
9
Nov 01 /09
Nov 01 /09
18
18
18
4
4
4
8
9
10
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
1
1
1
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01/09
18
18
18
5
5
5
1
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
1
1
1
13
14
15
Nov 01 /09
Nov 01/09
Nov 01 /09
18
18
5
5
4
5
Nov 01 /09
Nov 01 /09
19
19
1
1
16
17
Nov 01 /09
Nov 01 /09
18
18
18
5
5
5
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
1
2.1
2.1
18
1
2
Nov 01 /09
Nov 01/09
Nov 01 /09
18
18
18
18
Nov 01 /09
19
2.2
Nov 01 /09
5
5
5
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
2.2
2.2
2.2
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
18
13
Nov 01 /09
19
2.2
Nov 01 /09
18
18
5
5
14
15
Nov 01 /09
Nov 01 /09
19
19
19
2.2
2.2
2.2
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01/09
19
19
TOC
TOC
1
2
Nov 01 /09
Sep 30/ 11
19
19
2.2
2.3
9
1
Nov 01 /09
Nov 01 /09
19
19
TOC
TOC
3
4
Nov 01 /09
Nov 01 /09
19
19
TOC
TOC
5
6
Nov 01 /09
Nov 01 /09
19
19
2
3
4
5
Nov 01 /09
Nov 01 /09
19
19
2.3
2.3
2.3
2.3
19
19
19
19
TOC
TOC
TOC
TOC
7
8
9
10
Aug
Nov
Nov
Nov
15/ 12
01 /09
01 /09
01 /09
19
19
19
19
2.3
2.3
2.3
2.3
6
7
8
9
Nov
Nov
Nov
Nov
19
19
19
TOC
TOC
TOC
11
12
13
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
2.3
2.4
2.4
10
1
2
Nov 01/09
Nov 01 /09
Nov 01 /09
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Nov 01 /09
Nov 01/09
01 /09
01 /09
01 /09
01/09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 20
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
19
19
19
2.5
2.5
2.5
19
19
19
5 .1
5 .1
5 .1
2
3
Sep 30/ 11
Nov 01/09
Nov 01/09
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
2.5
Nov 01/09
19
5 .1
Nov 01 /09
19
19
19
19
2.5
2.5
2.6
2.6
5
6
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
19
5 .2
5 .2
5.2
5.2
1
2
3
4
Nov
Nov
Nov
Nov
19
19
3.1
3 .1
Nov 01/09
Nov 01/09
19
19
5 .2
5 .2
5
6
Nov 01 /09
Nov 01 /09
19
19
19
3 .1
3 .1
3.1
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
5 .2
5 .2
5 .2
7
8
9
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
19
3.1
3.1
3.1
6
7
8
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
5.2
5.2
5 .2
10
11
12
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
3 .2
3 .2
Nov 01/09
Nov 01/09
19
19
5 .3
5 .3
1
2
Nov 01 /09
Nov 01 /09
19
19
19
3.2
3.2
3.3
3
4
1
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
5.3
5 .3
5 .3
3
4
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
3 .3
Nov 01/09
19
Nov 01 /09
19
19
19
3 .3
3.3
3.3
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
6.1
6.1
6.1
6.1
2
3
4
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
3.3
Nov 01/09
19
6.1
Nov 01 /09
19
19
19
3 .4
3 .4
3.4
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
6.1
6.1
6.1
6
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
3.4
3.5
Nov 01/09
Nov 01/09
19
19
6.1
6.1
9
10
Nov 01 /09
Nov 01 /09
19
19
2
3
4
5
Nov 01/09
Nov 01/09
19
19
6.1
6.1
11
12
Nov 01 /09
Nov 01 /09
19
19
3 .5
3 .5
3 .5
3 .5
Nov 01/09
Nov 01/09
19
19
6.1
6.1
13
14
Nov 01 /09
Nov 01 /09
19
19
19
19
3 .5
3 .5
3.5
4
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
19
6.1
6.1
6.1
6.1
15
16
17
18
Nov
Nov
Nov
Nov
19
19
19
4
4
4
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
6.1
6.1
6.1
19
20
21
Nov 01 /09
Nov 01 /09
Nov 01 /09
FCOM:V1-002
2
1
2
3
1
7
8
AVRO 146-RJ Series
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
Chapter
Topic
Page
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6 .2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
22
23
24
25
26
27
28
29
30
31
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
FCOM:V1-002
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
LOEP
Page 21
Chapter
Topic
Page
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
19
6 .2
6 .2
6.3
6 .3
6 .3
6 .3
6 .3
6.3
6 .3
6 .3
6 .3
6.3
6 .3
6 .3
6.3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6.3
6.3
6.3
6.3
6.3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6 .3
6.4
6.4
6.4
6.4
6.4
6 .4
33
34
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
1
2
3
4
5
6
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
AVRO 146-RJ Series
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
LOEP
Page 22
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
19
19
19
6.4
19
7 .3
6.4
6.4
8
9
Nov 01/09
Nov 01/09
Nov 01/09
19
19
7.3
7 .3
2
3
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
6.4
10
Nov 01/09
19
7 .3
Nov 01 /09
19
19
19
19
6.5
6.5
6.5
6.5
1
2
3
4
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
7 .3
7 .3
7 .3
5
6
7
19
7.3
Nov
Nov
Nov
Nov
19
19
6.5
6.5
5
6
Nov 01/09
Nov 01/09
19
19
7.4
7 .4
1
2
Nov 01 /09
Aug 15/12
19
19
19
6.6
6.6
6.6
1
2
3
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7.4
7.4
7 .4
3
4
5
Aug 15/12
Aug 15/12
Aug 15/12
19
19
19
6.6
6.7
6.7
4
1
2
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7.4
7.5
7 .5
6
1
2
Aug 15/12
Aug 15/12
Nov 01 /09
19
19
6.7
6.7
3
4
Nov 01/09
Nov 01/09
19
19
7 .5
7 .5
3
4
Nov 01 /09
Nov 01 /09
19
19
19
6.7
6.7
6.8
5
6
1
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7 .5
7 .5
7 .6
5
6
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
6.8
Nov 01/09
19
7 .6
Nov 01 /09
19
19
19
6.8
6.8
6.8
3
4
5
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
7 .7
7 .7
8.1
1
2
1
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
6.8
Nov 01/09
19
8.1
Nov 01 /09
19
19
19
6.8
6.8
6.8
7
8
9
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
8.1
8.1
8.1
3
4
5
Nov 01 /09
Nov 01 /09
Nov 01 /09
19
19
6.8
7.1
10
1
Nov 01/09
Nov 01/09
19
19
8.1
8.1
6
7
Nov 01 /09
Nov 01 /09
19
19
7. 1
7.1
Nov 01/09
Nov 01/09
19
19
8.1
8.1
7.1
7.1
Nov 01/09
Nov 01/09
19
19
8.1
8.2
8
9
10
1
Nov 01 /09
Nov 01 /09
19
19
2
3
4
5
19
19
19
19
7.1
7.1
7.1
7.2
6
7
8
1
Nov
Nov
Nov
Nov
01/09
01/09
01/09
01/09
19
19
19
19
8.2
8.2
8.2
8.2
2
3
4
5
Nov
Nov
Nov
Nov
19
19
19
7.2
7.2
7.2
2
3
4
Nov 01/09
Nov 01/09
Nov 01/09
19
19
19
8.2
8.2
8.2
6
7
8
Nov 01 /09
Nov 01 /09
Nov 01 /09
FCOM:V1-002
AVRO 146-RJ Series
01 /09
01 /09
01 /09
01 /09
Nov 01 /09
Nov 01 /09
01 /09
01 /09
01 /09
01 /09
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
Chapter
Topic
Page
19
19
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8.2
8.2
8.2
9
10
11
19
8.2
12
19
19
19
13
14
15
19
8.2
8.2
8.2
8.2
19
19
8.2
8.2
17
18
19
19
19
8.3
8.3
8.3
1
2
3
19
19
19
8.3
8.3
8.3
4
5
6
19
19
8.3
8.3
7
8
19
19
19
8.3
8.3
8.3
9
10
11
19
19
19
19
8.3
12
8 .3
9.1
9.2
13
1
1
19
9.2
19
19
19
9.2
9.2
9.2
3
4
5
19
19
9.2
9.2
6
7
19
19
19
19
9.2
9.2
9.2
9.2
8
9
10
11
19
19
19
19
9.2
9.2
9.2
9.2
12
13
14
15
19
19
19
9.2
9.2
9.2
16
17
18
FCOM:V1-002
16
Date
LOEP
Page 23
Chapter
Topic
Page
19
20
21
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
19
19
19
9 .2
9 .2
9.2
01 /09
19
9 .2
22
01 /09
01 /09
01 /09
19
19
19
01 /09
19
9 .3
9 .3
9 .3
9.3
1
2
3
4
01 /09
01 /09
19
19
9 .3
9 .3
5
6
01 /09
01 /09
01 /09
19
19
19
9 .3
9 .3
9 .3
8
9
01 /09
01 /09
01 /09
19
19
19
9 .3
9.3
9 .3
10
11
12
01 /09
01 /09
19
19
9 .3
9 .3
13
14
01 /09
01 /09
01 /09
19
19
19
9.3
9 .3
9 .3
15
16
17
01 /09
19
9 .3
18
01 /09
01 /09
01 /09
19
19
19
9 .3
9 .3
9.3
19
20
21
01 /09
19
9 .3
22
01 /09
01 /09
01 /09
19
19
19
9.4
9.4
9.4
1
2
3
01 /09
01 /09
19
19
9.4
9.4
4
5
01 /09
01 /09
19
19
6
7
01 /09
01 /09
19
19
9.4
9.4
9 .4
9.4
8
9
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
19
19
19
19
9.4
9.4
9.4
9.4
10
11
12
13
01 /09
01 /09
01 /09
19
19
19
9.4
10.1
10.1
14
1
2
AVRO 146-RJ Series
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01/09
0 1/09
01/09
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01 /09
01 /09
01 /09
01 /09
01 /09
01/09
01/09
01 /09
01 /09
Jan 14/ 15
AVRO 146-RJ FCOM

Volume 1
GENERAL
LOEP
Page 24
Chapter
Topic
Page
Date
Chapter
Topic
Page
Date
19
10.1
Nov 01/09
20
Nov 01 /09
19
Nov 01/09
20
Nov 01 /09
19
10.1
10.1
Nov 0 1/09
20
Nov 01 /09
19
10.1
Nov 0 1/09
20
Nov 01 /09
19
10.1
Nov 01/09
20
Nov 01 /09
19
Nov 01/09
20
Nov 01 /09
19
10.1
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
Nov 01/09
20
Nov 01 /09
19
10.2
20
Nov 01 /09
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
5
6
7
Nov 01/09
19
Nov 01/09
20
Nov 01 /09
19
10.2
Nov 01/09
20
Nov 01 /09
19
10.2
Nov 0 1/09
20
Nov 01 /09
19
10.2
10
Nov 0 1/09
20
Nov 01 /09
19
10.2
11
Nov 0 1/09
20
Nov 01 /09
19
10.2
12
Nov 0 1/09
20
10
Nov 01 /09
19
10.2
13
Nov 0 1/09
20
11
Nov 01 /09
19
10.2
14
Nov 0 1/09
20
12
Nov 01 /09
19
10.3
Nov 0 1/09
20
13
Nov 01 /09
19
10.3
Nov 0 1/09
20
14
Nov 01 /09
19
19
10.3
10.3
3
4
Nov 01/09
Nov 01/09
20
20
3
3
15
16
Nov 01 /09
Nov 01 /09
19
10.3
Nov 0 1/09
20
17
Nov 01 /09
19
10.3
Nov 0 1/09
20
18
Nov 01 /09
19
10.3
Nov 0 1/09
20
19
Nov 01 /09
19
10.3
Nov 0 1/09
20
20
Nov 01 /09
19
10.3
8
9
Nov 0 1/09
20
21
Nov 01 /09
19
10.3
10
Nov 0 1/09
20
22
Nov 01 /09
19
10.3
11
Nov 0 1/09
20
23
Nov 01 /09
19
19
10.3
10.3
12
Nov 0 1/09
Nov 0 1/09
20
20
3
4
24
13
Nov 01 /09
Nov 01 /09
19
10.3
14
Nov 01/09
20
Nov 01 /09
19
10.4
Nov 0 1/09
20
Nov 01 /09
19
10.4
Nov 01/09
20
Nov 01 /09
19
10.4
Nov 0 1/09
20
Nov 01 /09
20
Nov 01 /09
20
TOC
Nov 0 1/09
20
Nov 01 /09
20
TOC
Nov 01/09
20
Nov 01 /09
20
Nov 0 1/09
20
Nov 01/09
21
TOC
Nov 01 /09
FCOM:V1-002
AVRO 146-RJ Series
Jan 14/ 15
GENERAL
AVRO 146-RJ FCOM

Volume 1
Chapter
Topic
Page
21
21
21
1
2
2
1
21
21
21
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2
2
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3
4
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6
7
LOEP
Page 25
Date
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
Nov
Nov
Nov
Nov
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
01 /09
AVRO 146-RJ Series
Jan 14/ 15
AVRO 146-RJ FCOM

Volume 1
GENERAL
LOEP
Page 26
FCOM:V1-002
AVRO 146-RJ Series
Jan 14/ 15
Topic 1 -Configuration
Role........... ................... ........... ................................. ..... ....... .........................................

Aerodynamic Configuration .......................................................................... .................
Aircraft Dimensions .......................................................................... .............................
Ground Manoeuvring and Flight Deck View............................... ...... .............................
Fuselage .... .......... ... ... ... ... ....... ... ......... ... .......... ......... ............. .......... ... ......... ............ .....
1
2
6
8
12
Topic 2 - Flight Deck
Flight Deck Areas ...................................... ....................................... ............................ .

Primary Flight Controls..................................................................... .............................
Systems Panels .. .. ............ .................. ............ ............. ............ ........ ... ........ .......... ... .....
Circuit Breaker Panel ......................................... ................... ........................................
Master Warning System ............ ........ .... ......... .... ................................ ............ ...............
Rocker Switches ....................... ............. ........ ... .................... ... .......... ........... ................
Rocker Switch Guards ...................... ........ .......................... ............. ..... ............. ...........
Annunciator Shapes....................................... .... .............................. .............................
Annunciator Switches....................................................................................................
Latched-in Faults............................................ .................................. .............................
NIPS Annunciators .................... ......................................................... ...........................
Audible Warnings ......................................................................................... .................
2
3
5
7
9
9
11
11
12
12
12
Topic 3 - Engines and APU
Engine Overview .............................................................................. .............................
Engine Fuel Control ... .......... ............. ........ ............. ............. ............. ..... ............. ...........
Engine Control with the FADEC and the FGC ................................................ ..............
Engine Indicators ............... ...... ....... .. .... ....... .. .... ................... ... ... ..... ........ ...... ...... .........
FADEC Switches and Annunciators...... ............. ............................... ............................
Thrust Levers ... ... ......... .... .......... ......... .............. ............ ........... ........ ... ......... ......... ... .....
Engines Panel ........................................... ............................................ ........................
Engine Fire Protection............................... ....................................... .............................
APU Overview..................................... ..........................................................................
13
APU Panel.....................................................................................................................
15
Power for the Aircraft Systems......................................................... ....................... ......
17
4
5
5
7
9
11
Topic 4- Electrical Power
Power Sources..............................................................................................................
Busbars ................................... ...................................... ....... .........................................
Normal Distribution......................................... .... ................... ........... .............................
Standby Generator.......................................................................... ............. .................
Standby Inve rter............................................................................................................
Electrical System Channels ............ ...... .... ... ...... ...... ................... ..... ............... ...... .. ......
Bus-tie Switches............................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Oct 31/13
3
5
7
8
8
9
AVRO 146-RJ FCOM

Vol ume 1
AIRCRAFT GENERAL
Contents
Chapter 2 TOC
Page2
Topic 4 - Electrical Power (continued)
Batteries .. .... ...... ...... ..... .... .. ..... .. . .. .. .... .. .. .. . ... .. . .... ..... ...... ...... ..... .... .. .. ... ... ... . ..... . .... ...... ..
Electrically Operated Valves .. .... .... ...... ..... ...... .... .. ... .. .... .. ..... .... .. ... .. . ..... . ..... ..... ...... ..... .
Motorised Valve s ............................ ............................................... ..... ...........................
Sole noid Operated Valves ................................................................ ............................
Flight Deck Panel .... ...... ... .. .... .. .. .. .. ..... . .. ... ... .. . .... ..... ....... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
9
10
10
1o
11
Topic 5 - Hydraulic Power
Power Sources.................................................................................. ............................

Hydraulic Services ........ ... .... .. .... ..... ..... ..... ..... .. ... ..... .. ................ .... .. . .... .. .... ..... . ..... ...... .
Hydra ulic Panel................ .............................................................................................
1
3
Topic 6- Pneumatic Power
Power Sources.................................................................................. ............................

Aircraft Air Supply System................................................................ ............................
Aircraft Air Supply Services............ ...............................................................................
Division of the Air Supply Services . .. ... .... .. ................. ...... .. .... . .... . .. .. .. .. .. .. .... .. .... .. .. .. .. ..
Air Supply Panel............................. ................................................... .......... ..................
1
3
5
7
9
Topic 7- Air Conditioning
Function............................................................................................ ............................
Air Conditioning Pane l...... .............. ................................................... ............................
Pressurisation ... ...... ...... ... .. .... ... . .. .. ..... . .. .. . ... .. . .... ..... ....... ..... ...... ....... .... .. .... ..... . ..... ..... ..
1
2
4
Topic 8 - Landing Gear and Brakes
Landing Gear................................................................................................................
Brakes...........................................................................................................................
1
2
Topic 9 - Flight Controls
Ge neral.......................................... ..................... .............................. ......... ...................

Primary Flight Controls...................................................................... .......... ..................
Secondary Flight Controls ................................................................. ............................
1
1
3
Topic 10- Fuel System
Function ........................................................................................................................
Tanks.................................................................. .............................. ......... ...................
Pumps and Feed Valves................................................................... ............................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
1
1
1
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Contents
Chapter 2 TOC
Page3
Topic 10- Fuel System (continued)

Low Pressure Valves....................................................................................................
Fuel Quantity.................................................................................................................
Fuel Transfer....... ..................................................................................................... .....
Fuel Panel . ... ..... .. .... ... .. . ..... . ....... ... .... .. ........ . .. ..... .. .... ... ... .. ... . ..... ..... ...... ..... ...... ..... ... ... ..
1
1
3
5
Topic 11 -Ice and Rain Protection

Protected Items ... .... ... .. . ..... . ..... .. ... .... .. .. ... .. .. .. .. ... .. .. .. ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
Ice Detection ..... .. .... ... .. ...... . .......... ...... .. ..... .. .. .... ... .. .. ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
Ice Protection Panels . ... ...... ..... ...... ... .. .. .... .. . .. .. .. .. ... .. ... ... .. .. .. ... .. . ..... ..... ...... ..... .... .. ... ... .
1
1
2
Topic 12- Oxygen

General ............... ......................................................... .......... .......................................
Flight Deck Crew Oxygen ..................................................... ........................................
Cabin Oxygen System .. ...... ...... ..... ... .. ........ . .. .... ... ..... .. ... .. .... ..... ...... ..... ...... .... .. ... .. .. .... .
1
1
2
Topic 13- Communication

Equipment .................................................................... .................................................
Overview Schematic............................................................. ........................................
CAU Channels . .. . .... ... ... ..... . ...... .... ...... .. ....... .. .... .. ..... ... ... .. .... ..... ...... ..... ...... ..... ...... .. ... ..
Audio Warnings .............................................................................................. ...............
Crew Call............................................................................... ........................................
ASPs and Crew Call Panels..........................................................................................
Static Dischargers ... .. .... ..... . ..... ...... ... .. ...... .. . .. .. .. .. .. ... ... ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
Video Surveillance ... .. ... ...... ....... .... ... .... ...... . .. .... ... . ...... ... . .. ... ..... ...... ..... ...... .... .. ... .. ... ... .
1
2
4
4
4
4
4
4
Topic 14 - Navigation
Flight Instruments......................................................... .................................................
EFIS .......... ................................................................... .......... ......... ........................... ...
Weather Radar..............................................................................................................
NMS and FMS...............................................................................................................
Inertial Reference System.............................................................................................
Radio Altimeter..............................................................................................................
Air Data.........................................................................................................................
Radio Navigation. ..........................................................................................................
Standby Attitude and He ading ... .... ... .... ...... . ...... ... ..... .. .... ..... ...... ..... ...... ...... ... .. ... ... .. ... .
Trans ponder and TCAS .................... ........................... ......... ............................... .... .....
EGPWS ..... ............................................................................. .......................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
1
1
2
2
2
3
3
3
4
4
4
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Contents
Chapter 2 TOC
Page4
Topic 15- Flight Guidance System
Functions.......................................................................................................................
AP and FD Modes.........................................................................................................
1
2
Topic 16 - Lights
Flight Deck Lighting.......................................................................................................

Cabin Lighting .................................................................................... ......... ..................
Bay Lighting ...... ............... ... ... .... .... ...... .... . ..... .. ......... ...... ..... ...... ....... ...... ... ...... . ..... ..... ..
External Lights .. ....... ..... ... ... ... .... .... ...... .... . ..... . ..... ..... ...... ..... ...... ... .. .. .... .. .... ..... . ..... ..... ..
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
1
2
2
3
Role
The Avro RJ is short and medium haul airliner with the ability to operate in and out of
demanding airfields, Examples are shown in Figure 1.1. The aircraft can make steep
approaches at approach angles up to 6.
Figure 1.1 - Demanding Operations
Rough Short Sttilps In Remote Areas
In the Desert
1-'1102-4000 1
FCOM:V1002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page2
Aerodynamic Configuration
The general arrangement is shown in Figure 1.2.

Four engines are suspended from a high wing by pylons. The engines relieve the bending
moment due to the wing lift. The high wing keeps the engines clear of the ground,
minimising the chance of the engines ingesting ground debris or sand. The advantages of
the position of the engines are shown in Figure 1.4.
Four engines yield exceptional short-field performance. The one engine inoperative ceiling
is also considerably higher than that of a twin. Four engines also give inherently larger
take-off handling safety margins. The aircraft may be ferried with one engine inoperative.
The wing section and chord are optimised for the regional jet role. The wing has a
moderate sweep angle of 15. There are no leading edge high lift devices. However, large
trailing edge flaps are fitted.
As the engines are suspended on pylons, the jet efflux is clear of the flaps. Thus each
wing has a trailing edge flap that does not have to be interrupted with jet efflux cut-outs.
The flaps are tabbed Fowler flaps; they increase the area of the wing and the camber of
the wing. The flaps occupy 78% of the span and 30% of the chord. The large flaps allow
low landing and take-off speeds. The flaps are shown in Figure 1.3.
The uninterrupted upper surface of the wing provides up to 4% more lift than a mid or low
wing configuration. The high wing allows the flaps to fit snugly to the fuselage; so the lift
efficiency of the flaps is improved.
The aircraft has aT-tail. The tailplane is thus out of the path of the airflow from the wing
and the engine exhaust. The tail is shown in Figure 1.6.
The fin is swept back resulting in the tailplane being further aft. Consequently it has a
greater moment therefore allowing the tailplane to be smaller than a low set tailplane thus
producing less drag.
The T-tail has an endplate effect on the fin and rudder improving their effectiveness.
There are no thrust reversers. However, excellent stopping performance is provided by lift
spoilers and powerful brakes with electronic adaptive anti-skid.
The lift spoilers are for ground use only. Airbrakes are available for use in the air and on
the ground. The airbrakes are a pair of petals at the back of the fuselage. They increase
drag but have negligible effects on lift and trim.
The airbrakes and lift spoilers are shown in Figure 1.5.
Manually operated elevators provide control in pitch. Manually operated ailerons and
hydraulically powered roll spoilers provide control in roll. A hydraulically powered rudder
provides yaw control.
Stall warning is provided by stick shakers. Identification of the stall is provided by a
pneumatically powered stick pusher.
FCOM:V1-002
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Nov 01 /09
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Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page3
Figure 1.2 - Aircraft General Arrangement

Uninterrupted upper wing surface
T-tail
Moderate sweep of 15
Swept back fin
Flaps retracted beneath

the wing surfaoe
,/
Engines in pods and suspended from the wi ng by pylons
hi 02-<10002
Figure 1.3 - Raps

Fowler flap lncreues wing area
IV1-020000~
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AVRO 146-RJ Series
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AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 4
Figure 1.4 - Engi nes

Tallpl:ano well clear of jet efflux and wing airflow
!
Ult
Lift
l
Engine weight
lntall(es well above the ground
Jet efflux below the Raps
The weight of the engines relieves the bending moment due to lift
1-YI-02-(10004
Figure 1.5 - Airbrakes and Lift Spoilers
Uft spoilers
1l
Airbrakes
11 02-00005
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AVRO 146-RJ Series
Nov 01/09
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Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 5
Figure 1.6 The T -tail

Tallplano well cloar of jGt oHiux an.d wing airflow
Swept back fin
.,
Tailplane further aft than a low set tail

So the tailplane has a greater moment I han a low set tall plane
So the tailplane can be smaller than a low set tall plane
So the tallplane has less drag than a low set tall plane
Tailplane acts as an endplate for the fin and rudder
~ -, -02-00006
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page6
Aircraft Dimensions
The aircraft comes in three sizes: RJ70, RJ85 and RJ100. The only dimension that
changes significantly is the aircraft length. The aircraft dimensions are shown in Figure 1.7
and Figure 1.8. Figure 1.7 shows the side view of all three aircraft. Figure 1.8 shows a
plan view and a front view of an RJ85 together with the changes for RJ70 and RJ100
aircraft.
Figure 1.7- Side Views
At Maximum Weight
The fTont door sill lheight on all RJs Is 1.88 m (6 ft 2 In)
The rear door sill h eight o n all RJs Is 1.98 m (6 ft 6 In)
.., ...
RJ 100
Front door sill height
RJ85
RJ70
&4-- - - - - - - 26.19 m (85ft 11 In) - - - - - - --+1

14-- - - - - - - - 28.60 m (93 flt 10 in) - - - - - - - ---+1
30.99 m (101 ft 8 In)
IVl-02-00066
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Nov 01 /09
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Volume 1
Chapter 2 Topic 1
Page 7
AIRCRAFT GENERAL
Configuration
Figure 1.8 - Plan and Front Views
Helg ht for RJ70 and RJ 100

RJ 70: 8.61 m {28ft 31n)
RJ 100: 8.59 m (28ft 21n)
RJ 85: 8.59 m (28 ft 2 in)
26.34 m (86ft S in)
r .e 'Wingspan Is th e
same for all RJs
____,
'
I
I
I
I
I
'
'~
I
I
RJ 85: 28.60 m (93 ft 10 In)

Length forRJTO and RJ100
RJ70:
26.19 m (85fl111l)
RJ 100: 3099 m (101 It 8 in)
~
__
~ll1~2-0006'
.----F~
CO
_M
_:_
V_
1-002----.--A
-V
_R
_0 14
-6
--~
RJ_
S_
eries
--,-----------.-Nov
-01 /09--,
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page8
Ground Manoeuvring and Aight Deck View

The view from the flight deck is excellent; the wing tip and the outer engine can be seen
from the associated pilot's seat. The pilot's viewing angles are shown in Figure 1.9.
Hydraulically powered nosewheel steering is provided. The nosewheel can be steered
from 70 left to 70 right. The aircraft is extremely easy to manoeuvre on the ground.
The arc swept by the RJ70 wing tip exceeds that of 1he arc swept by the tail (18.03 m (59ft
2 in)). This is illustrated in Figure 1.9.
The arc swept by the tail of the RJ85 and the RJ1 00 exceeds that of the wing tips. The
RJ85 is illustrated in Figure 1.10. The radius of the arc swept by the tail of the RJ 100
(19.7 1 m (64 It 8 in)) is greater than that of the RJ85 (18.34 m (60 It 2 in)).
The minimum Pavement width for a 180 turn is shown in Figure 1.12.
Figure 1.9 - RJ 70 with 70 <> Left Steering
Pilot's lateral view from etralght ahead
f.i 35"
'
,.. PilOt's view includes the wingtip
44" up
')I
T
Wingtlp tractt
in left tum
49 up
J
18 03 m (59ft 2 In)
1e down
...._
Maximum steering angle 70"
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AVRO 146-RJ Series
Oct 31 /13
AIRCRAFT GENERAL
Configuration
AVRO 146-RJ FCOM

Volume 1
Chapter 2 Topic 1
Page9
Figure 1.10 - RJ 85 with 70 Left Steering

3.00 m (9ft 10 In) In an RJ100
Tallplane tip track

In Jefllurn
18.34 rn (60ft 2 1n)
Maximum steering angle 10

19.71 m (64ft 8 In) in an RJ100
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page 10
Figure 1 .11 - Danger Zones and Entry Corridors

Dimension A
ft. in. metre
BAe 146-300 series/ Avro RJ1 00/115 14-2 4.76
BAe 146-200 series/ Avro RJ85
9-9 2.92
BAe 146-100 series/ Avro RJ70
6-2 1.87
AIRCRAFT
WARNING:
Checks or adjustments to inboard
engines should only be carried out
when outboard engines are at idle
power or shut down.
Entry corridor
DANGER AREA
"'
Front cowling door

leading edges
Rear cowling
door trailing
edges
200ft
(60.96m)
~v 1 -02-00 094
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AVRO 146-RJ Series
Oct 31 / 13
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Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 11
Figure 1-12 - Minimum Pavement Width for a 180 Tum
Mini mum Pmment Width lo R.J
20.1 m (66ft 0 in)
Minimum Pavement Width for RJ 70 and RJ 100
RJ 70:
19.1
m (62ft 91n)
RJ 100: 22.25 m (73ft 0 in)
FCOM:V1-002
AVRO 146-RJ Series
i-v1-0l-000611
Oct 31/13
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Volume 1
AIRCRAFT GENERAL
Configuration
Chapt er 2 Topic 1
Page 12
Fusel age
The fuselage is shown in Figure 1.13. The fuselage has a circular cross section. The flight
deck is separated from the passenger cabin by the front vestibule. A rear vestibule is
behind the passenger cabin. An entry aisle leads from the front vestibule to the flight
deck. The flight deck has a security door is in the entry aisle.
There are two cabin doors in each vestibule: one the left and one on the right. The doors
are shown in Figure 1.14. The left doors are the passenger doors; the right doors are the
service doors. The service doors are a little smaller than the passenger doors. This
configuration allows passenger boarding and replenishment activity to take place at the
same time. The four cabin doors also function as emergency exits. There are no other
passenger emergency exits. Each door has an emergency escape slide.
The passenger cabin seating can be up to six abreast. There is provision for toilets and
galleys in both the rear and the front vestibules.
There are six bays in the lower fuselage: two cargo bays, an avionics bay, a hydraulics
bay, an air conditioning bay and an APU bay. Each bay has an external door. The doors
are shown in Figure 1.15. An entrance hatch to the avionics bay is in the flight deck entry
aisle.
The flight deck, the cabin, the cargo bays, the avionics bay and the hydraulics bay are all
pressurised. The air conditioning bay and the APU bay are not pressurised.
A portable water tank is in the hydraulics bay. It supplies water to the toilets and galleys.
Figure 1.13 - Fuselage
Flight Deck
Front vestibule
Rear vestibule
Passenger
APU bay
Avionics bay
Hydraulics bay
Fo rward cargo b ay
FCOM:V1 -002
Air conditioning bay
Rear cargo bay
AVRO 146-RJ Series
l-v1~2.000t2
Oct 31 /13
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 13
Figure 1.14- Cabin Doors
There are foor cabin doors:

,.
Two full SIZed PilUenger doOrs on lhe lett.
,.
Two smaller serviCe doors on the right.
Rear left
passenger door
FOMiard right
service door
passenger door
i-vl -1-00013
FCOM:V1-002
AVRO 146-RJ Series
Oct 31 / 13
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 14
Figure 1.15 - Lower Bay Doors
Rear cargo bay door
Avionics bay door
Air conditioning bay door

Hydraulic bay door
Forward cargo bay door

11 02-00014
FCOM:V1-002
AVRO 146-RJ Series
Oct 31/13
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Volume 1
AIRCRAFT GENERAL
Configuration
Chapter 2 Topic 1
Page 15
FCOM:V1-002
AVRO 146-RJ Series
Oct 31 / 13
Flight Deck Areas

The flight deck areas are shown in Figure 2.2.
There are three instrument panels: left, centre and right. The left and right panels are
principally for flight instruments. The centre panel contains the engine instruments, a
central warning panel (CWP) and a central status panel (CSP).
An overhead panel contains the system control panels and circuit breaker panels. The
system control panels contain switches, indicators and annunciators. A typical panel is
shown in Figure 2. 1.
A digital flight guidance system is fitted. The centre of the glareshield contains a mode
control panel (MCP) for the flight guidance system. The left and right portions of the
glareshield contain annunciators.
There are three consoles: left side console, centre console and right side console. The
centre console is subdivided into the forward centre console and the aft centre console.
The consoles contain navigation and communication control panels and display units. The
centre console also contains, the thrust levers, wheel brake selectors, the flight controls
trimmers, the flap selector and a combined airbrake and lift spoiler selector.
Figure 2.1 - Hydraulic Sy stem Panel
Indicators
Switch baulk
Three...position s.wit ch
Two-position switch
W102.()0011!
FCOM:V1 002
AVRO 146-RJ Series
Oct 31 /13
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 2
Figure 2.2 - Flight Deck Areas

Ci rcuit breaker panels
Overhaad
panel
System
panels
ight Instrument
pan of
Forward
console
Left side
~onsolt
Centro
console
~~ ~
Aft console
Centre Instrument panel
Right side
c-
~onsolt
I
..
1-Vt -02-40070
Primary Flight Controls
A floor mounted control column is provided for each pilot. The column provides control in
pitch. A control wheel is mounted on each column for control in roll.
A pair of rudder pedals is provided for each pilot. They move fore and aft to apply the
rudder in the natural sense.
The rudder pedals are hinged at the bottom. When the top of the pedal is deflected,
pressure is applied to the wheel braking system. The left pedal of each pair applies
pressure to the left wheel brakes; the right pedal of each pair applies pressure to the right
wheel brakes.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page3
Systems Panels
The layout of the systems panels on the overhead panel is shown in Figure 2.3.
An avionics panel is at the top left of the overhead panel. It contains the master switches
for the flight guidance system and many of the other avionics.
Below the avionics panel is an area for the lift spoilers and anti-skid system. The brakes
have cooling fans; the area also includes a switch for the fans. Each engine has two
igniters. The area also includes a switch to select the required igniter for ground starting.
The hydraulic power control panel is below the anti-skid and lift spoilers panel. There are
two hydraulic systems: yellow and green.
The fuel system panel is below the hydraulic panel.
The electrical system panel is to the right of the fuel panel.
To the right of the electrical panel is an area for the APU and the engines. The engines
panel is divided into two parts. The top part is for engine starting and ignition; the bottom
part is for engine ice protection. Above the engines panel is the APU control panel. Above
the APU panel, there is an area for engine fire protection.
The airframe ice protection panel is to the right of the engines panel.
Air is taken from the engines and APU for the aircraft systems. The air supply panel is to
the right of the airframe ice protection panel.
The air from the engines and APU supplies two air conditioning packs. The air conditioning
control panel is immediately above the air supply panel.
The air from the packs leaves the aircraft via two outflow or discharge valves. A
pressurisation system controls the position of the valves. The pressurisation control panel
is to the left of the air conditioning panel.
A lights and notices control panel is above the air conditioning panel.
A ground test panel is to the left of the lights and notices panel. The panel contains system
test switches for use only on the ground.
Some aircraft have a cargo smoke system. These aircraft have a cargo smoke panel at
the top of the overhead panel.
A crew call system is used to attract the attention of a crewmember or the ground crew.
The system uses annunciators, lights, chimes and a horn. The flight deck annunciators
and switches are on the bottom left of the overhead panel on most aircraft. This area also
includes light switches. On some aircraft, the crew call annunciators and switches are on
the centre console.
The overhead panel lighting and overhead annunciator dimming controls are on the bottom
right of the overhead panel.
An extension below the overhead panel contains lighting and windscreen controls.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 4
Figure 2.3 - Overhead Systems Panels

Centre console Rood light
Panel for optJonal cargo smoke system
Avionics
Lights
and
notices
Antlskid and
lift spoilers
Hydraulics
Pres.surlsatlon
Air supply
Airframe
ice protection
Engine
Ice protection
Ughts ,.;nose'"""'
Crow call and lights
Overhead annunciator control and lights

i vl -0200071
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page 5
Circuit Breaker Panel

The overhead circuit breaker panel is broken down into system circuit breaker panels. The
layout of the ci rcuit breaker panels on the overhead panel is shown in Figure 2.4.
There are panels for:
The landing gear and brakes.
The electrical system.
Navigation equipment and flight instruments.
The c<>mmunications system.
APU and engine starting.
The fuel system.
The hydraulic system.
Controls and Flight Warnings.
Engine indication.
Fire.
Ice and rain protection.
Air and pressurisation.
Lights.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page6
Figure 2.4 - Circuit Breaker Panels

'TI
c:
ID
-0
::s
Cll
::
- ...z
co
~<
-c
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-Cll -
.. 0
c :I
3""
CD :I
~
il
Q.
0
0
3Cll
1-v1-0:2-000'f2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page 7
The elements of the master warning system (MWS) are shown in Figure 2.5.
A central warning panel (CWP) is on the centre instrument panel. The panel contains:
Red warning captions.
Amber caution captions.
White fault captions.
A central status panel (CSP) is immediately below the CWP. The CSP contains white fault
captions, white status captions and green status captions.
The MWS is controlled from an MWS panel on the right instrument panel.
The MWS has attention getting lamps on the glare shield: two red and two amber lamps.
The red lamps fl ash to provide attention getting for a red warning on the MWP. The amber
lamps flash to provide attention getting for an amber caution on the MWP.
The MWS also provides attention getting audio warnings:
A single chime.
A triple chime.
A fire bell.
A take-off configuration intermittent horn.
All the amber annunciators on the overhead panel are part of the MWS. Whenever an
amber annunciator illuminates on the overhead panel:
The amber attention getting lamps flash.
A single chime sounds.
A "collector" caption illuminates on the CWP indicating which overhead panel

contains the amber annunciator that has illuminated.
There are also collector captions for engine indications on the centre instrument panel.
Collector captions have an arrow pointing to the overhead panel or to the engine
instruments.
A control panel for the overhead annunciators is on the bottom right corner of the overhead
panel.
The attention getting lights on the glareshield are also switches. Pressi ng any one of the
attention getters cancels the MWS attention getting with two exceptions:
The fire bell can only be cancelled by pressing a red attention getter.
The configuration warning horn cannot be cancelled by pressing the attention

getters.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Pages
Figure 2.5 -The Elements of the Master Warning System
Loft Attention
Getting lamps
Right Al1ontion
Getting Lamps
0
All tho amber system
annunciators on tho
oVOfhoad panel
Tho Overhead
Ann uncia tor
Control Panol
Tho MWS Control Panel

MWS
DIM
{U>
CtJtl
HQRIII
f'\i ...,. ftSt
()
0-
I"\\U,.QN OC.
Au dio Warnings
,.
Wl.02.00073
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Flight Deck
Chapt er 2 Topic 2
Page9
Rocker Switches
Most of the switches on the systems panels are rocker switches. They are mainly two
position switches: for example, the ENG PUMP switches in Figure 2.1. .A few are three
position switches: for example, the AC PUMP switch in Figure 2.1.
Some of the rocker switches have baulks: for example, the DC PUMP switch in Figure 2.1.
The baulk prevents the switch being inadvertently moved to the baulked position. Only one
position of a rocker switch will have a baulk: either the top or the bottom position. The
centre position of a three position switch will not have a baulk.

A red baulk operating control is next to the baulked switch position. The baulk is removed
by sliding the control away from the switch. The baulk control is spring-loaded to the
baulked position. Removing the baulk is shown in Figure 2.6.
To select the baulked position, the baulk must be removed. If the switch is at the baulked
position, the switch can be moved away from the baulked position without operating the
baulk control.
Figure 2.6 - Removing a Rocker Switch Baulk
Baulk engaged
Release the baulk control
Slide the baulk control away from the switch

Hold the baulk control and select the switch
i-v1 -02-00024
Rocker Switch Guards

Two rocker switches have guards: an APU fire extinguisher switch and an ice detector
switch. The guards are spring loaded flaps. The fire extinguisher switch is shown Figure
2.7; the ice detector switch is shown in Figure 2.8 .
The fire extinguisher guard is a simple flap that normally covers almost the whole switch.
The guard prevents the inadvertent discharge of the extinguisher. The guard is hinged on
its right side. The guard must be raised to press the switch to the DISCH position.
The ice detector switch guard is a flap that normally covers the bottom part of the switch.
The guard prevents the switch being inadvertently moved to the OFF position. However,
the switch can be moved to the ON position without raising the guard. The guard is hinged
on the left side. The guard must be raised to select the OFF position.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 10
Figure 2.7 - APU Fire Extinguisher Switc h
Switc h
Switch
Guard up
i-v1-02-00025
Figure 2.8 - Ice Detector Switch

Guard hinge
Guard down
The guard must be raised to select OFF
Guard up
ON can be selected with the guard down

i-v1..()2~02e
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Flight Deck
Chapter 2 Topic 2
Page 11
Annunciator Shapes
Warning and status annunciators are on the overhead panel, the glareshield, the
instrument panel and the consoles.
Annunciators come in two different shapes: oblong and square. The two shapes are
shown in Figure 2.9.
The oblong annunciators are not used as switches. The square annunciators may be used
as switches.
Figure 2.9 - Annunciator Shapes
Oblong annunciator
Square annunciator
~
HI TEMP
Oblong annunciators
will not be switches
Square annunciators
1-v1-02-00027
may be switches
Annunciator Switches
There are two sorts of annunciator switch: momentary action switches and latched
switches.
A momentary action switch is spring-loaded to the out position. When the switch is
pressed in, the status of the appropriate system is changed. As soon as the switch is
released, the switch springs out. The annunciation on the switch indicates the status of the
system. The status of the system cannot be determined by looking at the switch position.
Latched switches remain in when they are pressed in and released. When pressed a
second time, the switch springs out. The annunciation on the switch indicates the status of
the system. The selected status can also be determined from the position of the switch.
Some of the annunciator switches have guards. The guards are clear plastic flaps. The
guard is hinged on one side. The flap is spring-loaded to the guarded position. The guard
must be raised to operate the switch.
A flap warning override switch is fitted to the right instrument panel. It is used when a
landing must be made at an abnormal flap setting. The switch contains an annunciator
with the legend FLAP WARN OVRD. The switch has a guard. The switch is shown in
Figure 2.1 0.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Right Deck
Chapter 2 Topic 2
Page 12
Figure 2.10 - Flap Warning Override Switch
Guard up
Guard hinge
Press the swit ch to select override
Lower the guard
Guard down
The annunciator can be seen through the guard
i-v1-02-00028
Latc hed-in Faults

We sometimes talk about a fault being latched-in.
If a fault is latched in, the system behaves as if the fault were still active when the fault
goes away. For example, some generator faults will be latched in and take the generator
off-line. The generator will remain off-line if the actual fault goes away. However, the
latched in fault may be reset by setting the generator switch to a reset position.
The latch:
Cleanly shuts down the system element associated with the failure.
Prevents nuisance recurrence of the associated warning.
NIPS Annunciators
Some valve fault annunciators work on the not in position selected principle. They are
known as NIPS annunciators.
The NIPS annunciator for a valve will illuminate if the valve is not in the position selected
on the associated switch. A valve will take a short time to move from one position to
another. While the valve is not in the selected position, its NIPS annunciator will
illuminate. So a valve's NIPS annunciator will illuminate for a short time when a new
position is selected. The input from a NIPS annunciator to the CWP and the MWS
attention getting is delayed by a few seconds to ensure that nuisance warnings are not
given while the valve moves from one position to another.
Audible Warnings
The aircraft has an audible warning system. The system generates the MWS audio
warnings and other system audio warnings. The system also takes speech inputs from the
avionics and transmits them to the speakers and headsets on the flight deck.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Engine Overview
The aircraft is powered by four Textron Lycoming (Honeywell) LF 507-1 F engines. The
engines are numbered 1 to 4 from left to right.
The engine has a high bypass ratio; so the fan develops the bulk of the engine thrust. The
bypass ratio is 5.3 :1.
Each engine is enclosed by a pod and supported by a pylon attached to the wing. The pod
contains a bypass duct. The bypass duct directs fan bypass air through the pod. The
bypass air then passes around the engine jet pipe.
There are two spools: a low-pressure (LP) spool and a high-pressure (HP) spool. The
speed of the LP spool is designated N1 and the speed of the HP spool N2 . The
temperature of the gas at the outlet to the low-pressure turbine is designated EGT.
The HP spool drives an accessory gearbox. The gearbox provides drives for the engine
sub-systems. Additionally, each outboard engine gearbox drives an electrical generator
and each inboard engine gearbox drives a hydraulic pump.
Each engine has an electric starter motor. The starter motor turns the HP spool through
the accessory gearbox. The starter motor is used on the ground but not in the air.
Windmilling rpm is sufficient for in-flight starting.
HP compressor bleed air supplies the aircraft air supply system. HP compressor bleed air
also provides engine and intake ice protection.
The HP compressor has a bleed band to prevent engine surge. When the bleed band is
opened, air is bled from the HP compressor.
Igniters are provided for engine starting and flameout protection.
Engine starting, ignition and ice protection are controlled from an ENGINES panel on the
flight deck roof panel.
A fire detection system detects high temperatures ~rvithin the engine pod. Each pod has a
fire extinguishing system. Fire handles for each engine are at the top of the overhead
systems panel. The fire handle is used to:
For engines 1 and 4 it is used to cut off the supply of fuel to the engine pod, trip the
engine driven generator, close the engine bleed isolation valve and to discharge the
fire extinguishers.
For engines 2 and 3 it is used to cut off the supply of fuel to the engine pod, close
the engine hydraulic pump isolation valve, close the engine bleed isolation valve
and to discharge the fire extinguishers.
Two electronic displays containing indicators for engine vibration, N1, N2 , EGT and fuel flow
are on the flight deck centre instrument panel. Above these indicators, are four oil
indicators: one for each engine. Each oil indicator displays oil quantity, oil temperature and
oil pressure.
FCOM:V1-002
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 2
Figure 3.1 - Engine Section

LP compressor
Airflow splitter
Fan exit guide vanes
HP compressor
Axial
Centrifugal
Combustor
Bleed band
Accessory
gearbox drive
Fan
Reduction gearbox
tank
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapt er 2 Topic 3
Page 3
Engine Fuel Control

Engine Control is shown schematically in Figure 3.2 . Mounted on each engine are a hydro
mechanical unit (HMU) and a full authority digital electronic control (FADEC) electronic
control unit (ECU).
A fuel pump, driven by the accessory gearbox, passes high pressure fuel to a metering
valve inside the HMU. From the metering valve the fuel passes to the combustors. The
metering valve controls the speed of the engine. The valve position can be controlled
electrically by the FADEC or hydro mechanically by the hydro mechanical control section of
the HMU.
The thrust levers are connected to the HMUs by cables and rods. The thrust lever position
drives the hydro mechanic control and a position sensor on the HMU. The position sensor
electrically sends the thrust lever position to the FADEC ECU.
The hydro mechanical control can be turned on and off by the FADEC. When the FADEC
is on and serviceable, the hydro mechanical control is turned off. When the FADEC fails or
is turned off, the hydro mechanical control is turned o n.
Normally, the FADEC is in control. If the FADEC fails , its engine will be under manual or
FADEC OFF control.
With the FADEC in control, the bleed band is controlled by the FADEC. In hydro
mechanical control, the bleed band is controlled hydro mechanically as a function of N2 .
Figure 3.2 - Engine Fuel Control
High pressure fuel
On the engine
One for each engine
Thrust
lever
Hydro Mechanical Unit

Hydro
Mechanical
Control
Metering
Valve
Metered fuel
to
combustors
Position
Sensor
Electrical off signal
Electrical valve control
I
Electrical .---<lllo~
position signal
.
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FADEC
ECU
On the engine
One for each engme
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 4
Engine Control with the FADEC and the FGC

The FGC has a thrust control function beside its AP and FD functions. If two FGCs are
fitted, the selected FGC provides thrust control. Engine control with the FGC available is
shown schematically in Figure 3.3. The FGC communicates with the TRP and each
engine's FADEC. The FGC trims the thrust lever command to the FADEC.
The FGC provides two levels of control: thrust modulation control and autothrottle.
In thrust modulation mode, the pilot sets the thrust levers in approximately the required
position and the FADEC trims the thrust lever signal to give the engine speed demanded
by the FGC.
With the autothrottle engaged, the FGC commands an autothrottle servo. The one servo
drives all four thrust levers via clutches: one for each engine. The auto throttle picks a lead
thrust lever and drives the thrust levers so that the lead engine is at the correct speed; the
FADEC trims the other engines to the lead engine to compensate for thrust lever stagger.
If a manual input is made to a thrust lever, its clutch automatically disengages. So it is
always possible to override the autothrottle.
Figure 3.3 - FGC Control
The one NT servo drives all four

thrust levers via clutches
Thrust
lever
One clutch for each thrust lever
Position
Sensor
Electrical
position signal
Thrust
Control
FADEC
ECU
Flight
Guidance
Computer

Metering
Valve
TRP
i-v1-02-00076
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 5
Engine Indicators
The engine indicators are on the centre instrument panel. They are shown in Figure 3.4.
There are two electronic displays: the primary engine displays (PEDs). One PED is for
engines 1 and 2, the other is for engines 3 and 4. The PEDs contain indicators for:
Engine vibration .
N1 .
EGT.
N2 .
Fuel flow and fuel used .
Fuel quantity.
Each N1 indicator has a bug. The numerical value of a bug is written above its N1
indicator. Each bug has a knob at the bottom of its PED. The knob can be pulled out.
When the bug is in, the bug is automatically set to the N1 limit for the rating selected on the
TRP. When a knob is pulled out, the associated indicator's bug can be manually set.
Above the PEDs are four analogue oil indicators: one for each engine. Each oil indicator
has three indicators: one for oil quantity, one for oil pressure and one for oil temperature.
A VIBN TEST button is above the oil indicators. It is used to test the vibration indication
circuits.
A FUEL QTY button is above the oil indicators. When no generated power is available,
and the button is pressed, the fuel quantity system and the PED fuel indicators are
powered from the battery 1 busbar.
FADEC Switches and Annunciators
The FADEC switches and annunciators are above the PEDs and are shown in Figure 3.4.
There are blue and white FADEC trim arrows for each engine above the PEDs. The
arrows indicate that the FADEC is out of trim authority. If a blue arrow is illuminated, the
associated thrust lever must be moved forward for the FADEC to regain authority. If a
white arrow is illuminated, the associated thrust lever must be moved aft for the FADEC to
regain authority.
Each FADEC has a switch containing two annunciators: a white OFF annunciator and an
amber FAULT annunciator. The switches are above the PEDs.
Each FADEC defaults to on when the aircraft is powered up. Subsequent presses on a
FADEC's switch toggle the FADEC between on and off.
If a FADEC fails, its amber FAULT annunciator illuminates together with a FADEC
caption on the CWP. If the failed FADEC is switched off, the FAULT annunciator
extinguishes and the OFF annunciator illuminates.
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page6
Figure 3.4- Engine Indicators and FADEC Annunciators

FADEC fault annunciator
FADEC trim arrows
FAOEC o ff annunciator
,uo_ Q!'t
Yll3'1 I Elf
wt-02-ooon
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 7
T hrust Levers
The thrust levers are on the centre console. They are shown in Figure 3.5.
Each thrust lever has:
Two stops: FUEL OFF and IDLE. At FUEL OFF, the high pressure fuel flow to the
combustors is cut off. IDLE is the position for starting, ground idle and flight idle.
The engine's FADEC in conjunction with the FGC control the idle speed.
A trigger at the back of the thrust lever. The trigger is spring-loaded to up.
Pressing a trigger down allows its thrust lever to move aft of the IDLE stop and
forward of the FUEL OFF stop.
A red light above its trigger. The red light illuminates if a fire is detected in the
engine's pod or an overheat condition is detected in the engine's pylon.
A FUEL ON detent. The detent is only used when the engine is started with its
FADEC off.
Each outboard thrust lever has an autothrottle disconnect button. A brief press on either
button disconnects the autothrottle. If either button is pressed and held for more than three
seconds, the TMC is also turned off. Control is then directly through the FADECs.
Each inboard thrust lever has a TOGA button. The TOGA button is used:
To activate the take-off thrust mode and to engage the autothrottle for take-off.
To select the FGS go-around mode. The TOGA buttons are inactive above 2 000 ft
radio altitude.
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Pages
Figure 3.5 - The Thrust Levers
Autothronle - - disconnect bunon

IDLE stop - - - FUEL ON detent ---4
FUEL OFF stop
--i~,.,..
TOGA buttons
Autothrottle disconnect button
Red lamps
wt -02-00078
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page9
Engines Panel
The engines panel is shown in Figure 3.6. The panel is on the centre of the overhead
panel.
The START PWR switch selects the electrical source of power for engine starting on the
ground. The START SELECT switch is used to select the engine to be started for both
ground and flight starts.
The START MASTER is only used for ground starts and for engine motoring on the
ground. When the switch is at ON, power is supplied to a start busbar. The engine starter
motors are powered via the start busbar. The START PWR ON annunciator indicates that
the start busbar is powered.
Each engine has two igniters: an A igniter and a B igniter. Just one of the igniters or both
the igniters may be used for ground starting. The igniters are automatically turned on and
off in the ground start sequence. A GRND IGN switch, on the AVIONICS overhead panel,
is used to select the igniters to be used for a ground start. The switch does not affect a
flight start. Both igniters are always used for a flight start.
The ENG IGN A annunciator indicates that the A igniter for the selected engine is being
used for flight or ground starting. The ENG IGN B annunciator indicates that the B igniter
for the selected engine is being used for flight or ground starting.
The STARTER OPERATING annunciator indicates that voltage is sensed at the input to an
engine starter motor.
The ENGINE switch initiates a ground start sequence or ground motoring. The switch has
three positions: START, RUN and MOTOR. It is spring-loaded from START to RUN and
from MOTOR to RUN. A momentary selection to START, initiates a ground start. A
momentary selection to MOTOR, initiates a ground motoring cycle. The difference
between a motoring cycle and the start cycle is that the igniters are powered during the
start sequence but are not powered during motoring.
The FLT START switch is used for in-flight starting. When the switch is at ON, both the
igniters for the engine selected on the START SELECT switch are powered.
The igniters can also be used continuously. The CONT IGN A switch selects all the A
igniters on; the CONT IGN B switch selects all the B igniters on. The ENG IGN A and
ENG IGN B annunciators do not illuminate when continuous ignition is being used.
Each engine has an ENG ANT ICE switch at the bottom of the panel. Each switch controls
two valves: an intake valve and engine anti-ice valve. At ON, both the valves are open.
The intake valve takes hot air from the HP compressor to the intake; the engine anti-ice
valve takes hot air from the HP compressor to the engine itself.
Above each switch there are three annunciators: INTAKE HI PRESS, INTAKE LO PRESS
and ENG VLV NOT SHUT.
An INTAKE HI PRESS annunciator indicates that the pressure is higher than normal in the
associated intake. An INTAKE low pressure annunciator indicates that the pressure in the
associated intake is too low for adequate ice protection when the associated switch is ON.
An ENG VLV NOT SHUT annunciator, indicates that the associated engine anti-ice valve is
not shut.
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 10
Figure 3_6 - The Engines Panel
t-YI-02-00079
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 11
Engine Fire Protection
The engine fire protection panel is at the top of the overhead panel. The fire protection
panel is shown in Figure 3.7.
All aircraft have a fire detection loop A for each engine. An optional second loop is
available: loop B. If two loops are fitted for each engine, then four ENGINE FIRE DETECT
switches are fitted: one for each engine. Each switch selects the loop to be used for its
engine. There is a LOOP FAULT caption for each engine on the CWP. The caption
illuminates if the in-use loop fails. If two loops are fitted, then the other loop is selected.
Each engine has two fire extinguishers: extinguisher 1 and extinguisher 2. An engine's
extinguishers cannot be shared with another engine. Each extinguisher has an EXT USED
annunciator on the fire protection panel.
Each engine has a fire handle on the fire protection panel and a white FIRE HANDLE
caption on the CWP. Each fire handle is held in place by a detent. A strong pull is
required to pull the fire handle out of the detent; the handle then stops at a baulk. The
associated FIRE HANDLE caption illuminates when the handle is at the baulk. Rotating
the handle clockwise clears the baulk. The handle can then be pulled all the way out; the
handle straightens as it is pulled fully out. When the handle is fully out:
The low-pressure fuel supply to the associated engine is cut-off.
The air, and electrical or hydraulic supplies from the engine are turned off.
When the fire handle is fully out:
Rotating it go o anticlockwise discharges the associated extinguisher 1.
Rotating it go o clockwise discharges the associated extinguisher 2.
Warning of an engine fire is given by:
A fire bell.
An ENG FIRE caption for the associated engine on the CWP.
A red lamp on the associated fire handle.
A red lamp on the associated thrust lever.
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 12
Figure 3-1 - Engine Fire Protection Panel
,.--.,,-. ,.~
f I J!. t!l
H~~-.r) r
t;
'I!Y!
FUEL OFF
AIR OFF
GEN OFF
FUEL OFF
AIR OFF
HYOOFF
EXT....__..EXT
, ....----. 2
EXT....__.. EXT
1...----. 2
iY1.0200080
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AVRO 146-RJ Series
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 13
APU Overview
A Garrett 150 APU or a Sundstrand APU is fitted. The flight deck placard states which
APU is fitted.
The APU is a single shaft gas turbine engine. A single stage radial turbine drives a single
stage compressor and an accessory gearbox. The APU runs at constant speed: around
60,000 rpm. Figure 3.8 is an overview schematic.
The flight deck APU panel contains:
A START/STOP switch and a FIRE EXT switch.
All the APU annunciators.
An RPM indicator and an EGT indicator. The Garrett EGT indicators are labelled
TGT.
An APU OVSPD test button is on the flight deck GRND TEST panel. An APU STOP switch
is in the air conditioning bay; an APU EM ERG STOP switch is at the refuel station.
The APU is housed in a fireproof compartment at the rear of the aircraft, just aft of the air
conditioning bay.
A fire detection system detects high temperature in the fireproof compartment. A fire
extinguisher, in the air conditioning bay, can be discharged into the fireproof compartment.
A fire warning annunciator is on the APU panel; the warning is repeated on the CWP.
The APU provides power in two ways:
Shaft power to drive an AC generator. The generator supplies 115/200 V 3-phase

power at 400HZ to the aircraft main AC busbars.
Pneumatic power, in the form of compressed air, to the aircraft air supply system.
The generator is controlled by an APU GEN switch on the ELECTRIC panel.

The APU air is supplied via an APU air valve controlled by an APU AIR switch on the
AIR SUPPLY panel. Below the switch is an APU VLV NOT SHUT annunciator.
An APU NRV LEAK annunciator, on the APU panel, indicates that air from the main engine
air supply ducting is leaking into the APU air supply ducting.
A green APU PWR AVAILABLE annunciator indicates that the APU is ready to deliver
generated and pneumatic power (the ready to load signal).
In addition to the generator, the accessory gearbox drives:
An oil pump to pre-ssurise the accessory gearboxJs self contained oil system!
A fan to blow air through an oil cooler.
A fuel pump to supply fuel to the APU fuel system.
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 14
The APU has a DC starter motor which is used for both ground and in-flight starts. The
starter motor turns the turbine shaft through the accessory gearbox.
Many APU functions are electronically controlled: for example, starting and automatic shut
down. Electronic control of the APU is managed by an electronic control unit (ECU); the
equivalent in the Sundstrand APU is the electronic sequencing unit (ESU). The ECU and
ESU are located in the rear of the air conditioning bay.
Figure 3.8 - APU Overview Schematic
APU bay
fireproof compartment
Main ac
busbars
APU
Single shaft
gas turbine
.S!
g.
0
0
&;;
....
Fire
ext
EGT
Start & ruo
+_
RPM
_+
Pressure
switch
ELECTRONICS
Start
RPM TGT/EGT
APU OVSPO
START
run n -Open/shut
---u
STOP
APU fuel
vaJve
Aircraft Fuel
System
Valve not
in position
selected
1-vl.o:l-00036
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 15
APU Panel
The APU panel is shown in Figure 3.9; the panel is drawn with the Sundstrand standard of
annunciators, EGT indicator and RPM indicator.
The only difference between the annunciator configurations is that the Garrett APU has an
OIL LO PRESS annunciator rather than an AUTO SHUTDOWN annunciator.
The APU FIRE annunciator indicates that a fire has been detected in the APU bay;
automatic shutdown will take place on the ground but not in the air. A repeat of the fire
warning is given on the CWP.
The LOOP FAULT annunciator indicates that a fault has been detected in the APU fire
loop.
When the APU FIRE TEST button on the GRND TEST panel is pressed, the APU fire loop
is tested; a successful test is indicated by all the fire warnings being given and the
LOOP FAULT annunciator illuminating.
The APU EXT USED annunciator indicates that the fire extinguisher has been discharged
by the FIRE EXT switch circuit.
The FIRE EXT switch just discharges the fire extinguisher. The switch is guarded by a
flap.
The APU PWR AVAILABLE annunciator indicates that the APU is ready to take loads from
the generator and the air supply system.
The APU OIL LO PRESS annunciator indicates that the Garrett accessory gearbox oil
pressure is less than 31 psi.
The AUTO SHUTDOWN annunciator indicates that the Sundstrand APU has been
automatically shut down by its electronic controller.
The APU FUEL LO PRESS annunciator indicates that pressure is low at the input to the
APU fuel system.
The APU FUEL VALVE annunciator indicates that the valve is not in the demanded
position. The valve is demanded closed if the START/STOP switch is at STOP or an
emergency shutdown occurs. The valve is demanded open if the START/STOP switch is
at START and an emergency shutdown signal is not present.
The APU NRV leak annunciator indicates that engine air is leaking into the APU air supply
duct.
Setting the START/STOP switch to START, powers the electronic controller and initiates
the start sequence; the switch remains at START during running. Selecting STOP, stops
the APU and removes power from the electronic controller. On some Sundstrand APUs,
power remains on the electronic controller for 60 seconds after STOP is selected.
A baulk prevents inadvertent selection of START.
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 16
Figure 3.9 - APU Panel
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 17
Power for the Aircraft Systems
The power taken from the engines and APU to supply the aircraft systems is shown
schematically in Figure 3.1 0.
The outboard engines drive electrical generators. Engine 1 drives generator 1 (GEN 1)
and engine 4 drives generator 4 (GEN 4). The APU also drives a generator (APU GEN).
The inboard engines drive hydraulic pumps. Engine 2 drives
(ENG 2 PUMP). Engine 3 drives engine 3 pump (ENG 3 PUMP).
engine 2
pump
The engine driven generators and pumps are numbered according to the driving engine.
Each engine supplies hot pressurised air to the aircraft air supply system. The APU also
supplies hot pressurised air to the aircraft air supply system.
The electrical system has two channels: channel 1 and channel 2. GEN 1 normally
supplies the main AC busbar in channel 1: AC BUS 1. GEN 4 normally supplies the main
AC busbar in channel2: AC BUS 2. The APU GEN acts as an auxiliary power source for
the main AC busbars.
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Volume 1
AIRCRAFT GENERAL
Engines and APU
Chapter 2 Topic 3
Page 18
Figure 3.10 - Power for the Systems

Yellow Hydraulic System
Green Hydraulic System
Electrical system
channol1
1r..i'
r---0
Eledrical system
channel 2
ENG2
PUMP
ENG3
PUMP
II
lyuyl
-1.
GEN1
" ()----,
GEN4
~--------------------~ APUGEN ~--------------------~
Electrical power from the outboard engines and the APU ]
!P neumatic power from all four engines and the APU
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Powe-r Source-s
The electrical power sources contained within the aircraft are shown in Figure 4.2. The
external power sources are shown in Figure 4.1 .
The outboard engines drive electrical generators. Engine 1 drives generator 1 (GEN 1);
engine 4 drives generator 4 (GEN 4). The APU drives the APU generator (APU GEN). All
three generators are the same; they provide three-phase AC at 115/200 V and 400 Hz. An
external AC source (EXT AC) can be connected to the aircraft. The connection point is on
the right side of the aircraft's nose. EXT AC provides three phase AC at 115/200 V and
400 Hz. The three generators and EXT AC are the main sources of AC power.
A standby generator is in the hydraulic bay. The standby generator is driven by a hydraulic
motor. The hydraulic motor is powered by the green hydraulic system. The standby
generator provides AC and DC power. The AC output is three-phase at 115/200 V and
400 Hz. The DC output is 28 V. The standby generator is intended for use when all the
main AC power sources have failed.
A standby inverter is in the avionics bay. The inverter is DC powered and supplies single
phase AC . There are two outputs: 26 V and 115 V.
One or two batteries are in the avionics bay: BATT 1 and BATT 2. The batteries are lead
acid or nickel-cadmium.
A 28 V external DC source (EXT DC) can be connected to the aircraft. The connection
point is on the right side of the aircraft between the hydraulic bay door and the forward
cargo bay door. The EXT DC is only used for engine starting and APU starting. However,
either EXT AC or the APU GEN is normally used to start the engines.
Figure 4.1 - External Power Sources
0
External DC Connection
Only used for:
,. Engine starting
AND
Extemal AC Connection
3-phase AC
,. APU starting
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 2
Figure 4.2 - Aircraft Electrical Power Sources

Generator4
Driven by engine 4
3-phase AC
'
APU Generator
Driven by the APU
3-phase AC
Onoor two
batteries
Generator 1
Driven by engine 1
3-phase AC
Standby Inverter
Single phase AC
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AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page3
Busbars
The aircraft services are supplied via a network of busbars. The busbars are shown in
Figure 4.3. Some busbars supply DC power, others supply AC power. There are eight
principal busbars:
Four main bus bars - AC BUS 1 & 2 and DC BUS 1 & 2.
Two essential busbars - ESS AC & ESS DC.
Two emergency busbars- EMERG AC and EMERG DC.
Each of the principal busbars has an OFF amber annunciator on the ELECTRICS panel.
A start busbar supplies power to the APU and engine electric starter motors. Whenever
the start busbar is powered, a START PWR ON white annunciator illuminates on the
ENGINES panel.
A ground service busbar allows domestic servicing and maintenance to be carried out with
all other busbars unpowered. The ground service busbar is a sub-busbar of AC BUS 2.
However the ground service busbar can be connected directly to the EXT AC supply
leaving the rest of the aircraft busbars unpowered. There is no indication of the status of
the ground service busbar on the flight deck.
A battery 1 bus bar is directly connected to BAn 1. A battery 2 busbar is directly
connected to BATT 2. The battery busbars do not have fail annunciators on the flight deck.
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 4
Figure 4_3 - Busbars
AC BUS 2
OFF
The essential AC busbar

The ground services busbar
GROUND SERVICES BUS
The emergency AC busbar

. - - - - - Two main DC busbars - - - - - - - ,
The emergency
DC busbar
The essential
DC busbar
The battery 1 bus bar

BATT1 BUS
BATT 'II
The battery 2 bus bar

BATT2 BUS
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AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 5
Normal Distribution
The normal electrical distribution is shown in Figure 4.4.

The two main AC busbars are supplied, via a bus-tie and transfer system, by one or two of
the following : GEN 1, GEN 4, the APU GEN, EXT AC.
The engine generators are the preferred supplies; the APU GEN and EXT AC are auxiliary
supplies. Only one auxiliary supply can be used at a time. The APU GEN takes priority
over the EXT AC.
AC BUS 1 normally feeds ESS AC; ESS AC normally feeds EMERG AC.
Transformer rectifiers (TRs) convert the main ACto DC. The TRs power the two main DC
busbars. AC BUS 1 powers DC BUS 1 via TR 1. AC BUS 2 powers DC BUS 2 via TR 2.
The main DC busbars are normally connected by a bus-tie.
DC BUS 2 normally supplies the ESS DC BUS. The EMERG DC BUS is normally supplied
by DC BUS 1 and the ESS DC BUS.
The batteries are directly connected to their respective battery busbars. The battery
busbars are connected to EMERG DC. The batteries are normally charged through
EMERG DC via the individual battery busbars.
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Volume 1
A IRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page6
Figure 4-4 - Normal Distribution

There are four sources of power for the main AC bus bars
GEN 1
APUGEN
EXTAC
The power Is connec.ted to the main AC busbars by a bus-tle and transfer system
,
I
,,
I
.....
The main AC busbars
ACBUS1
3-phase AC, 1151200 volts, 400Hz
ESSAC BUS
-!'":EMERG AC BUS I
3-phaseAC
1151200 volts
400Hz
I GRND SERVICES BUS I
Single phase AC
11 5 volts
400Hz
3-phase AC
1151200 volts
400Hz
,,
Transformer reetifiers convert the 3-phase AC

to
28 volt DC
TR1
AC BUS2
-AC BUS 2 supplies:-
AC BUS 1 supplies:
TR2
1-
DC BUS 1
The TRs supply the main DC busbars
The main DC busbars are

normally connec.ted by a bus-tle
DC BUS2
Ji
DC 2 supplies the essential DC busbar

The emergency DC busbar is supplied by
DC BUS 1 and the' essential DC busbar
EMERGDCBUS
BATT 1 BUS
II
BATT 2 BUS
BATT1
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BATT2
I
I
ESSDC BUS
The battery busbars are supplied

by the emergency DC busber
The batteries are charged
via the battery busbar
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapt er 2 Topic 4
Page 7
Standby Generator
The standby generator is shown schematically in Figure 4.5.
The standby generator is driven by the green hydraulic system. It supplies both AC and
DC power. The standby generator provides a backup source of power for the essential
and the emergency DC busbars.
If both the main AC busbars fail, the standby generator automatically starts and powers the
essential and emergency busbars; the battery is automatically disconnected from the
emergency DC busbar; so the battery is not being charged. This condition is known as the
essential power level. Although the battery is not being charged, there is no flight time
limitat ion because the loads on the battery are low or of short duration.
At the essential power level, the services available are limited but adequate.
Figure 4.5 - Standby Generator
Green Hydraulics
3-phase AC, 115/200 volts, 400 Hz
-----1:
AC
I STBY GEN I
28 volt DC
DC
!- ---...
,
IQe~s~s~A~c~B~u~sor-.....=~: EMERGAc Bus 1
,~
I EMERG DC BUS I ,,____~'--E_s_s_o_c_'e_u_s_,

The standby generator supplies the essential and the emergency busbars
BATI 2 BUS
BATT 1
The battery busbars are not connected to emergency DC

So the batteries are not being charged
The loads on the battery busbars are small or of short duration
There is no flight time limitation
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Pages
Standby Inverter
The standby inverter is shown schematically in Figure 4.6.
The standby inverter supplies single phase AC. The standby inve rter is powered from the
emergency DC busbar. The standby inverter is normally not powered.
Normally, the emergency AC busbar is supplied from the essential AC busbar. If the
essential AC busbar fails, the standby inverter automatically starts and powers the
emergency AC busbar.
Figure 4.6 - Standby Inverter
Normally, the emergency AC busbar is supplied from the essential AC busbar
-IJIIII EMERG AC BUS I
rl"EeissS.AA<c;!BiluiSs~
l
If the essent ial AC busbar fails, the s tandby inverter automatically starts
and supplies th e emergency AC busbar
The standby inverter is powered by the Emergency DC busbar
ESSAC BUS
IEMERG AC BUS I
~
ESS AC
O FF
AC
STBYINV
EMERG DC BUS
iV10200044
Electrical System Channels

The electrical system has two channels: channel 1 and channel 2.
The following are in channel 1:
AC BUS 1 and DC BUS 1.
The ESS DC BUS and the ESS AC BUS.
The EMERG DC BUS and the EMERG AC BUS.
GEN 1, TR 1, the STBY GEN, the STBY INV and the batteries.
The following are in channel 2:
AC BUS 2 and DC BUS 2.
GEN 4 and TR 2.
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapt er 2 Topic 4
Page9
Bus-tie Switches
Bus-tie switches on the ELECTRICS panel allow the system to be split into channel 1 and
channel 2. The APU and the EXT AC are not confined to either channel and so are still
able to power both main busbars when the AC bus-tie is open.
Batteries
The batteries are shown schematically in Figure 4.7.

The batteries are normally connected to the emergency DC busbar.
The emergency DC busbar is normally supplied from the TRs via the main DC busbars.
The emergency AC busbar is normally supplied from the essential AC busbar.
If both the main AC busbars fail, the TRs will be lost; so the main DC busbars will also be
lost. If the standby generator also fails, both the essential busbars will also be lost. The
batteries then power the emergency DC busbar. The emergency DC busbar powers the
emergency AC busbar via the standby inverter. This condition is known as the emergency
power level. If one battery is available, it will last for at least 30 minutes. If two batteries
are available, they will last for at least 60 minutes.
The services available at the emergency power level are extremely limited.
Figure 4.7 - Batteries
IIEMERG AC BUS I
~
AC
STBY INV
1!.
BATT 1 BUS
BATT 2 BUS
BATT1
BATT 2
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 10
Electrically Operated Valves
There are two types of electrically operated valves: motorised valves and solenoid
operated valves.
Motorised Valves
A motorised valve is turned by an electric motor. Power is supplied to the valve from a DC
busbar via a switch. When the valve reaches the selected position, power is automatically
removed from the valve and the valve remains at the selected position.
If electrical power is lost, the valve remains in its position at the time power was lost. If the
valve was open when the busbar was lost, the valve remains open regardless of the
position of the switch. If the valve was shut when the busbar was lost, the valve remains
shut regardless of the position of the switch.
The abnormal and emergency checklist uses the phrase "valve fails in position at time of
power loss" for motorised valves.
Solenoid Operated Valves
Solenoids are two-position devices. They are powered from the DC busbars via switches.
The solenoids operate the valves mechanically.
The solenoids are spring-loaded to the power off position. So the valve automatically
moves to the power off position when power is lost.
Some solenoids move the valve to the valve shut position when power is lost. Others
move the valve to the open position when power is lost.
If a valve is powered to the open position, it will fail to the shut position when power is lost
regardless of the position of the switch. If a valve is powered to the shut position, it will fail
to the open position when power is lost regardless of the position of the switch.
If the valve is powered to the open position, the abnormal and emergency checklist uses
the phrase "valve fails to the shut position".
If the valve is powered to the shut position, the abnormal and emergency checklist uses
the phrase "valve fails to the open position".
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 11
Flight Deck Panel
A panel for an aircraft with nickel-cadmium batteries and a Garrett APU is shown in Figure
4.8.
The bottom part of the panel contains:
A switch for each main generator.
Fail annunciators for the main generators.
Ammeters for the main generators.
A switch for the main AC power to the galleys.
Above the fail annunciators for the generators there is a row of switches. The row
contains:
A switch for the external AC.
A switch for the AC bus-tie.
A switch for the DC bus-tie.
A switch for the standby inverter.
A switch for the standby generator.
Above the row or switches is a bank of annunciators containing:
The eight busbar OFF annunciators.
Battery no charge and battery high temperature annunciators.
An external AC power available annunciator.
A standby generator on annunciator.
Above the annunciators are two AC meters: voltage and frequency. Between the meters is
a switch to select the source for the meters.
Above the AC voltmeter is a DC voltmeter. To the right of the voltmeter is a switch to
select the source for the DC voltmeter.
The battery switches are to the right of the DC voltmeter switch.
There are three ammeters at the top of the panel: one for each TR and a battery ammeter.
The TR ammeters are always connected to the TR. The battery ammeter indicates the
current through the battery selected on the DC voltmeter switch. The battery ammeter has
a negative and a positive sector. The negative sector indicates that the battery is
discharging. The positive sector indicates that the battery is being charged.
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Volume 1
AIRCRAFT GENERAL
Electrical Power
Chapter 2 Topic 4
Page 12
Figure 4.8 - Flight Deck Panel
;. .,, -02-0008 '
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Po w e-r Source-s
The hydraulic power sources are shown in Figure 5. 1.

There are two hydraulic systems: yellow and green.
The two inboard engines drive hydraulic pumps. Engine 2 drives ENG 2 pump. Engine 3
drives ENG 3 pump. ENG 2 pump is the normal source of hydraulic power for the yellow
system. ENG 3 pump is the normal source of hydraulic power for the green system.
Each hydraulic system has an auxiliary pump.
The auxiliary pump for the yellow system is a pump driven by an AC powered electric
motor. The pump is called the AC pump; it is powered by AC BUS 1. The AC pump is
available provided any main AC power source is available. At the essential and
emergency power levels, the AC pump is not available.
The auxiliary pump for the green system is a power transfer unit (PTU). The power
transfer unit is a hydraulic motor mechanically driving a hydraulic pump. The motor is
driven by the yellow system ; the pump is in the green system. The PTU can only function
as the auxiliary pump for the green system if the yellow system is serviceable.
ENG 2 pump and the AC pump can power all the services in the yellow system. The
yellow system has one more pump: a pump powered by a DC powered electric motor. The
pump is called the DC pump; it is powered by EMERG DC. The DC pump only supplies
two services: a yellow brake system and a gear emergency lowering assister strut.
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Volume 1
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page 2
Figure 5.1 - Hydraulic Power Sources
Hydraulic Bay
.
ENG 3 Pump
Driven by engine J
Powered by
AC BUS 1
Green System
ENG 2 Pump
Driven by engine 2
Powered by
EMERG DC
ACPump
DC Pump
Powers the
yellow system
Powers part
of the
yellow system
Yellow System
l==e!
Yellow brakes and gear

emergency lowering
l-'1 10200047
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Volume 1
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page3
Hydraulic Services
The hydraulic services are shown in Figure 5.2.

The rudder is hydraulically powered. The rudder has two hydraulic actuators. One is
powered by the yellow system; the other is powered by the green system. Either actuator
provides adequate control of the rudder.
The roll spoilers are hydraulically powered. Each roll spoiler has a hydraulic actuator
powered by the yellow system.
The flaps are driven by two hydraulic motors. One motor is powered by the yellow system;
the other motor is powered by the green system. Normally both motors are used. If only
one motor is available, the flaps can still be operated over their full range, but they operate
at half their normal speed.
The flaps are monitored for faults; for some faults, it is important that the flaps are locked in
position. The outboard end of each flap shaft can be locked by a hydraulic brake. The
brakes are operated to the on condition by yellow hydraulic power.
There are three lift spoiler panels on each wing: inner, centre and outboard. Each panel is
operated by a hydraulic jack. The inner spoiler jacks are powered by the yellow system;
the centre and outer spoiler jacks are powered by the green system.
The fuel system uses jet pumps to transfer fuel. The motive flow for these jet pumps
normally comes from AC driven electrical pumps. If the electrical pumps fail, standby
pumps provide the motive flow for some of the jet pumps. There are two standby pumps.
One pump is in the left wing; the other pump is in the right wing. The standby pumps are
driven by hydraulic motors. The motors are powered by the yellow system.
Each leg of the landing gear has a hydraulically powered jack that is used for normal
extension and retraction. These jacks are powered by the green system. Power is
directed to the jacks by an electrically operated valve. The valve is powered by
DC BUS 2. There is also an emergency lowering system. The emergency lowering of the
main gear is hydraulically assisted by an assister strut. The strut is operated by a hydraulic
jack powered by the yellow system.
The nose wheel has a steering actuator. It is powered by the green system.
There is one set of hydraulically powered wheel brakes. The wheel brakes can be
powered by the yellow system or the green system. The required system is selected by a
switch on the centre console. Either system provides adequate braking to stop the aircraft.
The yellow system is used to set the brakes for parking. The green system cannot be used
to set the brakes for parking. When engine 2 is not running and the main busbars are not
powered, the DC pump is the only source of power to set the parking brake.
The standby generator is in the hydraulic bay. The standby generator provides AC and DC
power. The standby generator is driven by a hydraulic motor powered by the green
system. Whenever the standby generator is signalled to run, power to the other green
services is automatically turned off by a green system isolation valve.
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Volume 1
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page 4
Figure 5.2 - Hydraulic Services

When the standby generator is running,
the rest of the green system ls turned off
Electrical standby generator
Standby fuel pump
[ Flap motor
Contra and outer lilt spoiler
~ Inner lift spoiler
Roll spoiler
Rudder actuator
One set of wheel brakes
Green brake system
Nosewheel steering
[Emergency gear loweri~

Either brake system can stop the aircraft
Either ruddet' actuator provides adequate control of the rudder
If only one ftap motor Is available, the ftaps run at half speed
but can be openrteod over the full normal range
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Volume 1
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page 5
Hydraulic Panel
The hydraulic panel is shown in Figure 5.3. Yellow system switches, indicators and
annunciators are on the left; green system switches, indicators and annunciators are on the
right.
At the bottom of the panel, there is a row of pump switches: one for each pump. There are
five switches: ENG 2 PUMP, DC PUMP, AC PUMP, PTU and ENG 3 PUMP.
Each system has a reservoir in the hydraulic bay. A quantity indicator for each reservoir is
at the top of the panel.
There is a pressure indicator for each system at the top of the panel.
There are two rows of annunciators in the middle of the panel.
Each system has the following annunciators: LO QTY, HI TEMP, AIR LO PRESS and
LO PRESS.
A LO QTY annunciator means that the level of fluid in the associated reservoir is too low.
A HI TEMP annunciator means that the temperature of the fluid leaving the associated
reservoir is too high.
Each reservoir is pressurised by air. An AIR LO PRESS annunciator means that the air
pressure in the associated reservoir is too low.
A LO PRESS annunciator means that the associated system hydraulic pressure is too low.
Each ENG PUMP switch controls a valve. Each valve has an ENG VALVE annunciator.
The ENG VALVE annunciators are NIPS annunciators.
There are two annunciators for the AC pump: AC PUMP HI TEMP and AC PUMP FAIL.
AC PUMP HI TEMP means that the temperature of the electrical motor driving the pump is
too high.
The AC PUMP FAIL annunciator means that the pump is not doing what it is commanded
to do.
The PTU is turned on and off by a valve in the line from the yellow system to the PTU's
hydraulic motor. The PTU valve is controlled by the PTU switch. A PTU VALVE
annunciator is above the PTU switch. The annunciator is a NIPS annunciator.
The yellow brake system has a brake accumulator. The brake accumulator:
Provides a store of energy for the yellow braking system.
Is used to hold the parking brake on when all the yellow system pumps are off.
A BRK ACC LO PRESS annunciator is above the DC PUMP switch. The annunciator
indicates that the pressure in the brake accumulator is too low.
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Volume 1
AIRCRAFT GENERAL
Hydraulic Power
Chapter 2 Topic 5
Page6
Figure 5_3 - Hydraulic Panel
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Po w e-r Source-s
The pneumatic power sources are shown schematically in Figure 6.1 .

Each engine supplies air from three outlets on the engine's HP compressor. Two outlets
are dedicated to protecting the engine from ice accretion; one of these takes hot air to the
engine intake; the other takes air to the engine's LP compressor and splitter lip. The
splitter divides the air leaving the engine's fan between the core flow and the bypass flow.
The third outlet is for the aircraft systems. The APU also supplies air to the aircraft
systems.
The aircraft air supply system has a left air supply system and a right air supply system.
The APU supplies both the left and the right system.
The air from the left engines supplies the left air supply system via non-return valves
(NRVs). The air from the right engines supplies the right air supply system via NRVs. The
NRV in each engine air supply prevents the engine compressor being back-fed by another
engine or the APU.
The supplies from the two left engines join together behind the left wing rear spar and then
pass through the spine of the aircraft to the air conditioning bay. The supplies from the two
right engines join together behind the right wing rear spar and then pass through the spine
of the aircraft to the air conditioning bay. The supplies from the engines meet the supply
from the APU in the air conditioning bay. The supply from the APU comes via three
NRVs. The NRVs in the APU supply:
Prevent the engines back-feeding the APU
AND
Divide the aircraft air supply into the left and the right systems.
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 2
Figure 6.1 - Power Sources
Engine Ice protection
Left air supply system
Intake Ice protection
Right air supply system
APU air supply
i-v 1..Q2-00060
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page3
Aircraft Air Supply System
An overview of the aircraft air supply system is shown in Figure 6.2.

Air, from each engine compressor, passes to the services via the engine's pylon. The
pylon contains an engine air valve; the valve regulates the pressure of the air and acts as a
shut-off valve.
The hot air from the engine compressor is cooled in a precooler just downstream of the
engine air valve. The cooling medium for the precooler is engine fan air from the engine
bypass duct.
A temperature control system regulates the temperature of the compressor supply by
controlling the amount of fan air that passes through the heat exchanger.
Some services are supplied from upstream of the valve: the upstream services. The
remainder are supplied from downstream of the valve: the downstream services.
A non-return valve (NRV) downstream of each temperature regulator, prevents air from
another engine entering the pylon bleed system.
The air supply system downstream of the engine air valves is divided into two parts: left
and right.
The sides are normally isolated from each other. Engine 1 and engine 2 normally feed the
left side; engine 3 and engine 4 feed the right side. The APU air is supplied to both sides.
The tail ice protection system has two on-off valves. When both are open, the left and right
sides are connected.
An engine's upstream services will function regardless of the position of its engine air
valve, provided the engine is running.
Air from the APU compressor is supplied via an APU air valve; the valve acts as a shut-off
valve.
Engine air is prevented from entering the APU supply duct by two NRVs. If either NRV
fails, a third NRV prevents engine air reaching the APU compressor.
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 4
Figure 6.2 - Airc raft Air Supply System Overview

Each engine air valve acts as a pressure regulator and a stlut-()ff vat~
.--EN
- G
_ 1 _H_P-.,
...
ENG 2 HP
ENG 3 H P
~\-~~
-~G4_
H_
P ___,
compressor
ressor
ENG2AIR
VALVE
Precooler
Precooler
Precooler
Precooler
NRVs prevent cur from

another engtne Of ltle
APU entering the
engine supply dLICls
When both tail ant ioe valves are open.

the left and right sides are connected
Tail ant-ice valve 1
Tail ant-ice val ve 2
left air supply
Right a1r supply

downsweam
service~
downsiJeam
s-ervices
NRV:s A and B
p~event engine air enteri ng the APU supply du~
L--------{~
- ~--~--~~~======~
B
Engme a1r supply

APU
rur Sllpply
left air supply
APUAIR
VALVE
Right air supply
NRV C prewnts engine a r from

reaching the APU compressor if
either A or B leaks.
--,
APU air 11alve acts as a J)(essure

regulator and a shut-()ff valve. ____.
NRV
~Y1 Q2.000St
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 5
Aircraft Air Supply Services
A summary of the aircraft air supply services is shown in Figure 6.3.

The prime users of the aircraft air supply system are the air conditioning packs and the
wing and tail ice protection system.
Hot high pressure air enters the air conditioning packs. Temperature controlled air leaves
the packs for air conditioning and pressurisation.
The air from the air conditioning packs leaves the aircraft via discharge valves. On some
aircraft, these valves are called outflow valves. The valves are electrically signalled by the
pressurisation system but pneumatically powered by the air supply system.
Hot high pressure air is used to protect the leading edges of the wing and the tailplane
from ice accretion.
The water tank is below the cabin floor; the tank is pressurised to push water up to the
galleys and toilets.
Both hydraulic reservoirs are pressurised to prevent hydraulic pump cavitation.
Each toilet's flushing system is pneumatically powered.
The stall protection system pushes the stick forward to identify the stall. The stick is
pushed forward by a stick push ram. The ram is pneumatically powered.
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page6
Figure 6.3 - Aircraft Air Supply Service Summary
I
Front toilet flush
Power for the stick push ram
Water tank pressurisation
UU
,.----..,
Front outflow or discharge valve
II
Hydraulic reservoir pressurisation
Wing leading edge

ice protection
Rear outflow or discharge valve

Rear toilet flush
Supply to the air
conditioning packs
Tail leading edge
ice protection
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 7
Division of the Air Supply Services
The division of the air supply services are shown in Figure 6.4. They can be divided into
two groups: those upstream of the engine air valve and those downstream of the engine air
valve. The downstream services are divided into those supplied by the left air supply
system and those supplied by the right air supply system.
The air supply services upstream of the engine air valves are:
For engine 2, the pressurisation of the yellow hydraulic reservoir and the stick push
ram.
For engine 3, the pressurisation of the green hydraulic reservoir and the stick push
ram.
The air supply services downstream of the engine air valves are:
The wing and tail ice protection.
The air conditioning packs.
The servo power to change the air conditioning mode from fresh to recirculation.
The operating power for the pressurisation discharge valves (called outflow valves
for some systems).
The water tank pressurisation.
Toilet flush.
The discharge valves and the water tank pressurisation are supplied via a shuttle valve.
The left and right systems supply the shuttle valve. The system with the highest pressure
will supply the discharge valves and the water tank pressurisation.
Air conditioning pack 1 is supplied by the left system; air conditioning pack 2 is supplied by
the right system.
The air conditioning mode servo power is supplied by the right system; the toilet flush is
supplied by the left system.
The left wing ice protection is normally supplied by the left wing engines; the right wing ice
protection is normally supplied by the right wing engines. The tail ice protection is normally
supplied by all the engines.
APU air can be supplied to all the downstream services, but the APU air must not be used
for airframe ice protection.
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Pages
Figure 6.4 - Division of the Air Supply Services

Right Wing Ice protection
LAlit wing Ice protection
ENG 1
\ supply
ENG2
ENG4
\ supply
ENG 3
\ supply
Green hydraulic reservoir
Ycllow hyd<&"lic ....,""'''
Shuttle valve
] ==========!
Wate r tank
Pressurization
d;scharge valves
' RECIRCIFRESH
t - -'1 Toilet flush
election
PACK2
VALVE
l
Air
Conditioning
Pack 1
APU \
j supply
Conditioning
PacJs 2
1-\11-02.00053
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page9
Air Supply Panel
The air supply panel is shown in Figure 6.5.

At the bottom of the panel is a switch for each engine air valve.
Above each switch is an ENG AIR VALVE annunciator. The ENG AIR VALVE
annunciators are NIPS annunciators. Above each NIPS annunciator is an
ENG AIR FAULT annunciator.
The ENG AIR FAULT annunciators indicate that there is a fault in the associated pylon
bleed system. The faults are:
Temperature too low for ice protection.
Temperature too high.
Pressure too high.
A switch for the APU air valve is at the top left of the panel. Below the switch is an
APU VLV NOT SHUT annunciator. The APU VLV NOT SHUT annunciator illuminates if
the valve is commanded to close but is not closed.
Leaks from the air supply system are detected by temperature switches and fire-wires.
The fire-wires are known as loops. There are two loops along each wing rear spar. Most
of the leak detectors are grouped into two zones: left and right.
There are two ZONE TEMP DETECT switches at the top right of the panel: one for the left
loops and one for the right loops. The switches select the loops(s) to be used by the
associated zone overheat detection system.
Two ZONE HI TEMP annunciators are below the switches: one for the left zone and one
for the right zone. The ZONE HI TEMP annunciators indicate that a hot air leak has been
detected in the associated zone.
The stick push system has a reservoir that stores enough energy for three pushes. A
STALL AIR LO PRESS annunciator is between the ZONE HI TEMP annunciators. The
STALL AIR LO PRESS annunciator indicates that the stall air reservoir pressure is too low.
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Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 10
Figure 6.5 - Air supply Panel
AIR SUPPLY.
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Pneumatic Power
Chapter 2 Topic 6
Page 11
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Function
The air condit ioning system pressurizes, ventilates and controls the temperature of bo1h
the flight deck compartment and the cabin compartment. Air from the engines or the APU
supplies two air conditioning packs: pack 1 and pack 2.
The packs are in the air conditioning bay at the rear of the aircraft. The packs supply a
distribution system as shown in Figure 7.1 .
Pack 1 is supplied by the APU or the left wing engines; pack 2 is supplied by the APU or
the right wing engines. Pack 1 normally supplies the cabin and the flight deck. Pack 2
normally supplies just the cabin. If one pack fails, the other pack supplies both the flight
deck and the cabin.
The system has two modes of operation: fresh and recirculation. In the recirculation mode,
the flow from the engines or the APU to the packs is reduced and air is drawn from the rear
of the cabin into the fresh air delivery from each pack. A jet pump in each pack ou11et
induces the flow of air from the cabin via a recirculation valve to the pack ou11et.
Figure 7.1 - Distribution
Right wing engine

supply to pack 2
::;-::::;..-~r-- APU
supply to
both packs
~~~~~~7'~----Cabin supply
~J/._,'-- Flight deck suppty
Left wmg engine

supply to pack 1
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Air Conditioning
Chapter 2 Topic 7
Page2
Air Conditioning Panel
The air conditioning panel is shown in Figure 7.2.

Switches to control the pack valves are at the bottom of the panel. Above each pack valve
is a PACK VALVE annunciator. The PACK VALVE annunciators are NIPS annunciators.
Each pack has a cold air unit (CAU). In the process of making cold air, the CAU also
produces hot air. A CAU HI TEMP annunciator is above each NIPS annunciator. A
CAU HI TEMP annunciator indicates that the hot air produced by the associated CAU has
become too hot.
A PACK HI TEMP annunciator is above each CAU HI TEMP annunciator. A
PACK HI TEMP annunciator indicates that the temperature of the air leaving the
associated pack has become too hot.
To the left of the PACK switches, there is a RECIRC switch. The RECIRC switch switches
the packs between the recirculation and the fresh mode. There is a RECIRC VALVE NIPS
annunciator above the switch.
To the right of the PACK switches, there is a RAM AIR switch. The RAM AIR switch
operates the ram air valve. A RAM AIR VALVE NIPS annunciator is above the switch.
The avionics in the avionics bay are cooled by a fan. Some aircraft have two fans, but only
one fan is used at a time. An AVIONICS FAN OFF annunciator indicates that the in-use
fan has failed.
The EFIS display units on the instrument panels are cooled by fans . The aircraft has two
inertial reference systems: IRS 1 and IRS 2. Each IRS has its own cooling fan. An
EFIS/IRS FAN FAIL annunciator is below the AVIONICS FAN OFF annunciator. The
EFIS/IRS FAN FAIL annunciator illuminates if any EFIS fan or IRS fan fails. Individual fan
fail annunciators are on the bottom of the right instrument panel.
A REAR BAY HI TEMP annunciator indicates that there is a leak of hot air into the air
conditioning bay.
The temperature controls and indicators are at the top of the panel. Each pack has a duct
delivery temperature indicator and three temperature controls. The controls and indicator
for pack 1 are labelled FLT DECK TEMP CTRL; the controls and indicator for pack 2 are
labelled CABIN TEMP CTRL. The controls are:
A mode-switch to select either manual or automatic temperature control.
A rotary control to select the required compartment temperature when automatic

control is selected. For pack 1 the associated compartment is the flight deck; for
pack 2, the associated compartment is the cabin.
A three-position switch to manually position a temperature control valve when

manual control is selected.
A cabin temperature indicator indicates the temperature in the forward cabin.

A FLIGHT DECK FAN switch controls a flight deck louvre fan. A CABIN FAN switch
controls a cabin louvre fan.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Air Conditioning
Chapter 2 Topic 7
Page3
Figure 7_2 - Air Conditioning Panel
FCOM:V1-002
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AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Air Conditioning
Chapter 2 Topic 7
Page4
Pressurisation
The pressurisation system may be either semi-automatic or fully automatic. There are two
types of semi-automatic system: one for aircraft certificated to a maximum altitude of
31 000 ft and another for aircraft certificated to a maximum altitude of 33 000 ft.
The two semi-automatic systems are very similar. Each one has an automatic (AUTO)
mode and a manual (MAN) mode. In AUTO, it is necessary to set the required cabin
altitude and the required cabin altitude rate. In MAN, the position of the discharge valves is
controlled directly by a rotary position selector on the pressurisation panel. Cabin altitude,
cabin altitude rate and differential pressure are displayed on a single three pointer display
(the triple indicator). The indicator is on the right instrument panel.
There is only one fully automatic system. It has an AUTO mode and a MAN mode. In
AUTO, it is only necessary to set the landing field elevation. In MAN, the required cabin
altitude rate is set. When the required cabin altitude is achieved, the rate is set to zero. An
LCD display is on the right instrument panel; it displays four parameters: cabin altitude,
cabin altitude rate, differential pressure and landing field altitude.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Landing Gear
A tricycle-type retractable landing gear is fitted. The main landing gear legs retract
sideways into the fuselage. The nose gear leg retracts forwards into a nose gear bay.
When the gear is retracted, doors enclose the three landing gear bays.
The flight deck controls are a normal selector and an emergency lowering lever. Normal
position indication is given by two annunciators for each leg: a green annunciator to
indicate that the leg is down and locked and a red annunciator to indicate that the leg is
unlocked. A green standby annunciator is fitted for each leg. The annunciator indicates
that the leg is down and locked. There are no standby unlocked indicators.
Normal lowering and raising of the gear is electrically signalled and hydraulically powered.
Normal operation requires electrical power from DC BUS 2 and hydraulic power from the
green hydraulic system.
Nosewheel steering is provided. On most aircraft, a steering tiller is provided for the
Captain and the First Officer. On some aircraft, a tiller is provided only for the Captain.
The nosewheel steering is powered by the green hydraulic system.
Emergency lowering is initiated mechanically by pulling a handle on the flight deck.
Emergency extension of the nose gear leg does not require hydraulic power. Emergency
extension of the main gear legs is assisted by hydraulic power f rom the yellow system.
Emergency extension of the landing gear does not require electrical power. There is no
emergency raising system.
Each leg has an oleo-pneumatic shock absorber. Each shock absorber operates squat
switches. The squat switches indicate whether the leg is on the ground or not. The squat
switches signal on-ground and airborne status to the aircraft systems and avionics. There
are three systems: the nose system, system 1 and system 2. System 1 uses a switch on
each main gear; system 2 uses a different switch on each main gear. Each system
controls a set of relays.
When the gear is up, mechanical locks hold all three legs and the main gear doors in the
up position. If hydraulic pressure is lost, the gear remains up. The up-locks are normally
removed hydraulically. The up-locks can also be removed mechanically by the emergency
lowering lever.
When the gear is down, mechanical locks hold all three legs in the down position. If
hydraulic pressure is lost, the gear remains in the down position. The down-locks can only
be removed hydraulically.
A gear warning horn sounds if the gear is not down and locked on the final approach.
Each leg has two wheels. The wheels are fitted with high pressure tubeless tyres. Wheel
brakes are fitted to the four wheels on the main gear legs.
Each wheel has a fusible plug that will deflate the lyre if the temperature of the wheel
exceeds 199C.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Landing Gear and Brakes
Chapter 2 Topic 8
Page2
Brakes
The four main wheels have hydraulically operated, multi-disc, carbon brakes.
The brakes can be operated by either the yellow or the green hydraulic system. A selector
on the centre console selects the hydraulic system to be used for braking. Brake pedals
are on each pilot's rudder pedals.
Two brake pressure gauges are on the bottom of the left instrument panel: YELLOW and
GREEN. The YELLOW gauge indicates hydraulic pressure applied by the pedals when the
yellow braking system is selected. The GREEN gauge indicates hydraulic pressure
applied by the pedals when the green braking system is selected. Each gauge has two
pressure indicators: one for the left brakes and one for the right brakes.
A parking brake lever on the centre console applies the brakes using yellow hydraulic
pressure. Green hydraulic pressure cannot be used to apply the parking brake. When the
parking brake is applied, a PARK BRK ON annunciator illuminates on the CWP.
An electronic anti-skid system is fitted. The heart of the system is an electronic control unit
in the avionics bay. The system uses wheel speed transducers on the four main wheels.
Hydraulic pressure to the brakes is routed via anti-skid control valves. The anti-skid
electronic control unit controls the anti-skid control valves. The valves are commanded to
reduce pressure to the wheels while still maintaining optimum braking efficiency. Pressure
is reduced to the wheels by passing hydraulic fluid from the skid control valves back to the
hydraulic reservoir.
The anti-skid system has a switch and two annunciators on the overhead panel.
An emergency brake selection is available on the centre console. When emergency is
selected, the brakes are forced to the yellow hydraulic system, the anti-skid is turned off
and the DC pump is forced to run.
The main wheel brakes are automatically applied on gear retraction by pressure from the
The brakes are cooled by electrically powered brake fans. The fans are controlled by a
switch on the overhead panel. A caption on the CSP illuminates whenever the brake fans
are selected on.
A brake temperature indicator is fitted; it is normally on the centre console.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Landing Gear and Brakes
Chapter 2 Topic 8
Page3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The aircraft flight control system is divided into the following elements:
The secondary flight controls: flaps, lift spoilers and airbrake.

The flight deck primary controls and the control surfaces are shown in Figure 9.1. Each
pilot has a handwheel on a floor mounted column and two foot pedals. The handwheel is
used for primary roll control; fore and aft motion of the column is used for primary pitch
control; the pedals are the primary yaw controls.
Control in pitch is by 1\vo servo tab operated elevators. The columns are mechanically
connected to the tabs not to the elevators. The aerodynamic feel of the servo tabs is
enhanced by an elevator Q-pot and a "g" weight. The elevator Q-pot increases control
forces as speed increases. The ''g'' weight increases control forces as normal "g"
increases. The AP can drive the pitch circuit via an -electric servo motor.
Each elevator has a trim tab . The trim tabs are operated by trim wheels either side of the
centre console. The wheels can be turned manually or driven by an electric servo motor.
The servo motor is controlled via switches on each pilot's handwheel or by the FGS.
Control in roll is by two servo tab operated ailerons and two hydraulically powered roll
spoilers. The handwheels are mechanically connected to the roll spoiler actuators and to
the servo tabs not to the ailerons. The aerodynamic feel of the servo tabs is enhanced by
a spring.
Each aileron has a trim tab. The trim tabs are operated by a trim wheel on the centre
console. There is no electric roll trim. The AP can drive the roll circuit via an electric servo
motor.
Control in yaw is by a hydraulically actuated rudder. There are two hydraulic rudder
actuators. One is powered by the green system and one by the yellow system. Either
actuator provides adequate control in yaw. The actuators are mechanically signalled by a
mechanical summing unit. The summing unit takes inputs from:
The rudder pedals. The maximum rudder pedal input is reduced as speed
increases by a rudder limiter. The rudder limiter is positioned by a rudder 0-pot.
A manually operated rudder trim wheel on the centre console. There is no electric
rudder trim.
A yaw damper (YD).
The AP can drive the rudder pedal input to the summing mechanism via a parallel rudder
servo.
There is no aerodynamic feel in the rudder circuit. Artificial feel is provided by a spring.
The rudder and elevator Q-pots are supplied by a Q-pot pressure head on the left side of
the aircraft's nose.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
...
t;;
Pitctl control by elevators.

Roll control by ailerons and roU spoilers.
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0
a.
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Yaw control by a single rudder.
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Tile rudder and roll spoilers are mechanically signalled

and hydraulically powered; there is no manual reversion
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Ill
Tho maximum ruddor pedal input is redueod

as speed Increases by a rudder limiter
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There is no aerodynamic feel in the ygw cucult;

artificial feel is providoo from a spring
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clrcurt Is enhanced by a spring
The aerodynamic feel in tho pitch circuit

Is enhanced by a Q-pot and a g werght
u.
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Flight Controls
Chapter 2 Topic 9
Page3
Secondary Flight Controls
There are three secondary flight controls: flaps, airbrake and lift spoilers. They are all
electrically signalled and hydraulically powered. The surfaces are shown in Figure 9.2.
The airbrakes are operated by a combined airbrake and spoiler lever. The flaps are
operated by a selector lever with five gates: UP, 18, 24 , 30 and 33. A baulk prevents
the flap lever being moved out of the UP gate at speeds above 227 kt. If the baulk is not
automatically removed, it can be removed manually by pressing a tab just forward of the
selector lever.
Each wing has a single-piece Fowler flap with a tab. When the Fowler flaps are extended,
they increase the area and the camber of the wing. The tab at the trailing edge of each
Fowler flap deflects as the flaps extend to further increase the camber of the wing.
The flaps are controlled electronically by a flap computer. The computer has two control
lanes: yellow and green. The yellow lane requires EMERG AC and EMERG DC to
function. The green lane requires AC 2 and DC 2 to function.
There are two hydraulic motors: yellow and green. The yellow motor is powered by the
yellow hydraulic system and controlled by the yellow control lane. The green motor is
powered by the green hydraulic system and controlled by the green control lane. Either
motor can operate the flaps over the complete range in both directions. When just one
motor is available, the flaps move at half their normal speed. Each control lane controls
hydraulic valves to direct hydraulic pressure to the control lane's motor.
The FGS provides flap trim compensation (FTC). The FTC automatically operates the
pitch trim when the flaps move between 0 and 18 o to compensate for the trim change due
to flap movement.
One hydraulic actuator powers the airbrake. The actuator is powered by the green
hydraulic system. The airbrake lever can be set to any position between IN and OUT. At
OUT, each petal is deflected 60 from the aircraft centreline.
The lift spoilers are used on the ground to destroy lift and thus improve the wheel braking
performance. The lift spoilers are not used in the air. There are three lift spoiler panels on
each wing. Each spoiler has its own hydraulic jack.
The inboard spoiler on each wing is powered by the yellow hydraulic system; electrical
power comes from EMERG DC. The outboard lift spoiler and middle lift spoiler on each
wing are powered by the green hydraulic system; electrical power comes from DC 2.
The lift spoilers can be deployed manually or automatically. The lift spoilers are manually
deployed by selecting the combined airbrake and lift spoiler lever past the airbrake OUT
position to the LIFT SPLR position. If an AUTO SPLR switch on the overhead panel is at
ON, the spoilers will automatically deploy on landing or when a take"off is rejected
regardless of the position of the lift spoiler lever.
There are switches and annunciators for the lift spoilers on the overhead panel.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
...
Gr"n lift ------,.

spoilers
0>
0
a.
All the secondary controls are hydraulically

powered a.nd el~ctrlcally slg nailed
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Airbrake
The airbrake consists of two mechanicall1nked petals powered by the green system
Bectrical power comes from DC 2 .
Lift spoilers
The yellow lift spoilers are powered from ltie yellow system; electrical power comes from EM ERG AC and EMERG DC .
The green lift spoilers are powered from the green system; electrical power comes from AC 2 and DC 2.
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Flaps
The ftaps are moved by two hydraulic motors; one powered by the green system, the other by the yellow system.
Either motor can operate the flaps over the full range.
Electrical power to control the yellow motor comes from EMERG AC and EM ERG DC.
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Electrical power to control the green motor comes from AC 2 and DC 2 .
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Function
The fuel system stores fuel and supplies it to the engines and the APU. An overview
schematic is shown in Figure 10.1 .
Tanks
Fuel is carried in three main tanks: the left wing tank, the centre tank and the right wing
tank. Two optional auxiliary tanks may be fitted on the top of the fuselage behind the
centre tank. The auxiliary tanks are also called pannier tanks.
Each wing tank is divided into four sections: a main compartment, an inner feed tank, an
outer feed tank and a surge tank.
The centre tank fuel is transferred equally to the left and right wing main compartments.
The wing compartment fuel is transferred to the feed tanks.
If auxiliary tanks are fitted, the left auxiliary tank fuel is transferred to the left wing main
compartment and the right auxiliary tank fuel is transferred to the right wing main
compartment.
Pumps and Feed Valves
Each feed tank contains an electrically driven fuel pump. In normal operation, the inner
feed tank pump feeds the inner engine and the outer pump feeds the outer engine.
Each wing has an electrically operated common feed valve. The valve links the feed lines
to the inner and outer engines downstream from the pumps. With the common feed open,
either pump can feed both engines on that wing.
An electrically operated cross-feed valve interconnects the feed systems in both wings.
This allows fuel in one wing t<> be cross fed to the engines on the other wing.
The APU is normally fed from the left inner pump, but it can be fed from any pump if
suitable selections of the cross and common feed valves are made.
Low Pressure Valves
Each engine can be isolated from the fuel system by an associated low pressure valve.
The valve is mechanically operated by the engine's fire handle.
The APU is isolated from the fuel system by an electrically operated low pressure valve.
The valve is signalled by the APU START/STOP switch.
Fuel Quantity
Fuel quantity indicators for both wing tanks and the centre tank are beneath the engine
instruments on the centre instrument panel. Each wing tank quantity indicator includes the
quantity of the associated two feed tanks.
If auxiliary tanks are fit ted, the left wing tank quantity indicator includes the left auxiliary
tank contents and the right wing tank quantity indicator includes the quantity of the right
auxiliary tank.
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Surge
tank
Outer
feed
tank
A IRCRAFT GENERAL
Fuel System
= I
tank
Chapter 2 Topic 10
Page 2
Figure 10.1 -Overview Schematic

Main wing
c ompartment
G
--.
Electrically driven ftJel pump

Fuellransfer
Gravity refuel points
Auxiliary tanks cannot be refuelled
Surge tanks;
via the gravrty refuel points
,..
Provide inward and outward

venting
;.
Collect fuel and return it to the

main tanks
Presswre refuel/defuel station
below leading edge of wing
Optional
auxiliary tanks
Cross feed
valve
Right common
feed valve
Left common
feed valve
Engine
LPvalves
To engine 2
APU LP
valve
APU LPvalve
controlled by
START/STOP
switch
To engime 3
To engine 4
Engine LP valve controlled by
assoaaled fire handle
To engine 1
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Engine
LP valves
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 1o
Page3
Fuel Transfer
The fuel transfer system is shown schematically in Figure 10.2.

Fuel is transferred from the centre tank to the main compartment of each wing tank by jet
pumps. The motive flow for the jet pumps comes from the feed tank pumps.
If auxiliary tanks are fitted, the auxiliary fuel is transferred to the wing main compartments:
the left auxiliary fuel to the left wing and the right auxiliary fuel to the right wing.
Auxiliary fuel transfer is by gravity and jet pumps. The motive flow for the jet pumps comes
from the feed tank pumps.
Fuel from each main wing compartment is transferred to the associated feed tanks by
gravity and jet pumps. The motive flow for the jet pumps normally comes from the inner
feed tank pumps. Hydraulically driven standby pumps provide an alternative source of
motive flow for these pumps. The standby pumps are driven by the yellow hydraulic
system.
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AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 10
Page 4
Figure 10_2 - Transfer Schematic
Surge
tank
Outer
feed
blnk
Inner
I feed
bink
MaJn wing
companment
Centre
tank
...
--..
Gravity transfer direction

Jet pump transfer drecbon
Optional
auxiliary tanu
,
Centre tank fuel transfers by iet pump lo the wing tank main compartments_
Auxiliary tanks lransfer by gravity and jet pump to the wing tank main compartments.
Main wng compartments transfer by gravity and jet pumps to tne mner feed tanks
Inner feed lanks transfer by gravity to the outer feed lanl<s.

lvl-4!200060
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 1o
Page 5
Fuel Panel
The fuel panel is shown in Figure 10.3.

At the top of the panel is a row of feed tank gauges: one for each of the four feed tanks.
At the bottom of the panel is a switch for each feed tank pump. Above each switch is a
LO PRESS annunciator. A LO PESS annunciator indicates that a pump is not working
when its switch is at the ON position.
FEED LO LEVEL annunciators are below outer feed tank gauges. The L FEED LO LEVEL
annunciator indicates that either the left outer or the left inner feed tank is not full. The
R FEED LO LEVEL annunciator indicates that either the right outer or the right inner feed
tank is not full.
If auxiliary tanks are fitted, two auxiliary tank not empty annunciators are fitted:
L AUX TANK NOT EMPTY and L AUX TANK NOT EMPTY. An auxiliary tank not empty
annunciator indicates that the associated auxiliary tank still contains some fuel.
A fuel temperature gauge is on the left side of the panel. It indicates the temperature of the
fuel in the right outer feed tank.
A three-position centre tank transfer switch is to the right of the fuel temperature gauge.
The switch controls the transfer of fuel from the centre tank to the wing tanks. The
positions are AUTO, SHUT and OPEN. At AUTO, fuel transfer takes place in the air but
not on the ground. At SHUT, fuel transfer cannot take place. At OPEN, fuel transfer is
forced to take place.
There are two centre tank transfer annunciators above the switch: TRANSFER TO L TANK
and TRANSFER TOR TANK. An annunciator indicates that transfer is taking place from
the centre tank to the associated wing tank.
To the right of the CTR TANK TRANSFER switch, there is a X-FEED switch. The X-FEED
switch controls the cross-feed valve. A NIPS annunciator is immediately above the switch.
Beneath the CTR TANK TRANSFER switch, there are two COMMON FEED switches: one
for the left common feed valve and one for the right common feed valve. A NIPS
annunciator is beneath each switch.
A switch for the left standby pump is to the left of the common feed valve switches. A
switch for the right standby pump is to the right of the common feed switches. A
STBY LO PRESS annunciator is beneath each switch.
A REFUEL SELECTED annunciator is above the fuel temperature indicator. A refuel panel
is beneath the right wing leading edge. The annunciator indicates that the refuel panel is
not in the flight condition.
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 10
Page6
Figure 10.3- Fuel Panel
IV1 0200085
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Fuel System
Chapter 2 Topic 1o
Page 7
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Protected Items
Ice protection is provided by hot air derived from the engine HP compressors, hot oil from
the engines and by electrical heaters.
Hot air from the engines is used to:
Protect the wing leading edges.
The tailplane leading edges.
The engine intakes.
The engine LP compressor.
The engine splitter lip. The splitter divides the flow from the engine fan into the
core and bypass flows.
Hot oil from each engine is used to protect the fan spinner from ice accretion.
Electrical heaters are provided for:
The A windscreens and the 8 windscreens.
The pilot heads.
The Q-pot pressure head.
The TAT probes.
The angle of airflow vanes.
The nose static vent plates.
The domestic water pipes and drain masts.
Some items in the flying control circuit.
An electrically powered windscreen wash system is provided for the two A screens. Each
A screen has an electrically powered windscreen wiper.
Ice Detection
An electrically powered rotary ice detector is fitted to the left side of the nose. When ice is
detected, an amber ICE DETECTED caption illuminates on the CWP.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIRCRAFT GENERAL
Ice and Rain Protection
Chapter 2 Topic 11
Page2
Ice Protection Panels

There are two ice protection panels on the overhead panel: one for the engines and one for
the airframe. The two panels are shown in Figure 11 .1. The engine ice protection panel is
the bottom section of the engines panel.
The top part of the airframe ice protection panel contains switches and annunciators for:
The windscreen heaters.
Some of the air data sensor heaters.
The switches and annunciators for the wing and tail ice protection.
The ice detector switch.
There are four ENG ANT-ICE switches: one for each engine. The switches have two
positions: ON and OFF.
Each switch controls two valves: the engine valve and the intake valve. The engine valve,
takes hot air from its engine's HP compressor to its intake. The intake valve takes hot air
from its engine's HP compressor to its LP compressor and splitter lip.
Above each switch are three annunciators: a white ENG VLV NOT SHUT annunciator, an
amber INTAKE LO PRESS annunciator and an amber INTAKE HI PRESS annunciator.
The ENG VLV NOT SHUT annunciator indicates that the engine valve is open.
The INTAKE LO PRESS annunciator indicates that the pressure in its intake is too low for
ice protection when its switch is on.
The INTAKE HI PRESS annunciator indicates that the pressure in its intake is too high.
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Volume 1
AIRCRAFT GENERAL
Chapter 2 Topic 11
Page3
Figure 11-1 - Ice Protection Panels
I v1.(J2.00086
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Volume 1
AIRCRAFT GENERAL
Chapter 2 Topic 11
Page4
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AVRO 146-RJ Series
Nov 01 /09
General
Gaseous oxygen is provided for the flight deck crew. Dropdown masks are fitted in the
cabin. The dropdown masks are supplied by a chemical system. Portable gaseous
oxygen cylinders are also available in the cabin.
Flight Deck Crew Oxygen
Gaseous oxygen is provided for the flight crew. It is stored in a cylinder behind the right
wall of the forward cargo bay. The cylinder can be charged from a charging point in the
forward cargo bay. If the pressure in the cylinder becomes too high, all the oxygen in the
cylinder is vented overboard. A visual indication of pressure relief is given on the outside
of the fuselage just forward of the forward cargo bay door.
The cylinder supplies three flight deck masks via a main valve and a pressure regulator.
The main valve is a shut-off valve. It is on the right console. A pressure gauge on the right
console indicates the pressure downstream of the main valve but before the regulator. The
arrangement is shown schematically in Figure 12.1.
The cylinder does not provide oxygen for the passengers or the cabin crew.
Figure 12.1 - Flight Crew Oxygen Supply
Forward Cargo Bay
I I
Oxygen Cylinder
Flight Deck
Main Valve
Main Supply
Pressure
Left
mask
Pressure Regulator
Right
mask
3rd crew
mask
iV10200087
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Volume 1
AIRCRAFT GENERAL
Oxygen
Chapter 2 Topic 12
Page2
Cabin Oxygen System
The chemical system consists of a number of stowage boxes. Within each box is one
chemical oxygen generator and between two and four oxygen masks. There is a stowage
box in each passenger service unit (PSU), in each toilet and at each cabin attendant's
station.
The masks automatically drop out of the boxes if the cabin altitude exceeds 13 250 ft. The
passenger masks can also be deployed manually. A DROP OUT OVRD switch is fitted to
each side console. Pressing either switch deploys the passenger masks. A
PAX OXY OUT caption on each switch illuminates when the masks drop.
Once the masks have dropped, a sharp pull on any mask starts the oxygen generation
process. Once the passenger supply has been initiated, it cannot be turned off. The
supply will last for a fixed time depending on the size of generator fitted: 13 min; 15 min or
22 min.
The dropout system is powered from the emergency DC busbar. The system is shown
schematically in Figure 12.2.
Oxygen is also available from portable cylinders containing gaseous oxygen.
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Volume 1
AIRCRAFT GENERAL
Oxygen
Chapter 2 Topic 12
Page3
Figure 12-2- Cabin Dropout System

Left Consolo
Oxygen Panel
Right Console
Oxygen Panel
-OUTOVIID
Flight Deck
EMERG DC
Left drop out
override switch
Annunciator on
Latch
Right drop out

override switch
Aneroid
switch
Drop out signal
Latch
Cabin
Mask
stowage unit
Mask
Mask
stowage unit
"
stowage unit
A chemical generator In each stowage unit supplies aJI rnas.k s in the umt.
The drop out signal causes all the stowage units to open: all the cablll masks drop out.
Pulling any rnas.k in a umt starts the oxygen generation for all masks in
Drop Out
Override switch
that unrl
The PAX OXY OUT annunciators are latched on when:

,
The masks are automatically deployed.
OR
,.
The masks are manually deployed
The dear plastic guard must be raised to press the switch.

Pressing either swildl deploys the masks.
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Volume 1
AIRCRAFT GENERAL
Oxygen
Chapter 2 Topic 12
Page4
FCOM:V1-002
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Nov 01 /09
Equipment
The following communications items are fitted to the aircraft either as part of the standard
fit or as options:
VHF radios. The standard fit is two radios: VHF 1 and VHF 2. A third VHF radio
(VHF 3) may be added as an option. Each radio is in the avionics bay. The radios
are controlled from either of two radio management panels on the centre console.
HF radios. One or two HF radios are available as options: HF 1 and HF 2. Each
radio is in the avionics bay. The radios are controlled from either of two radio
management panels on the centre console.
Flight deck and cabin intercoms.
Passenger address (PA) system.
Navigation system audio identification signals.
Flight deck audio selector panels (ASPs).
These allow the pilot to select receive and transmit functions for the various
communications devices.
The central audio unit (CAU). The CAU is the brain of the communication system.
Crew call system.
Emergency locator transmitter (ELT). The ELT is an option.
Selective calling (SELCAL) system. SELCAL is an option.
Aircraft Communications Addressing and Reporting System (ACARS). ACARS is

an option.
Cabin radio t elephone.
Static discharge wicks.
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Volume 1
AIRCRAFT GENERAL
Communication
Chapter 2 Topic 13
Page2
Overview Schematic
The heart of the communications system is the central audio system (CAU). The CAU
controls and distributes all the audio signals. The CAU contains a flight deck intercom and
a service intercom. The communications system is shown schematically in Figure 13.1.
The flight deck intercom is used for communication between the three flight deck
occupants and a ground crew member via a connection at the external AC connection
point.
The service intercom is used for communication between the flight deck and the cabin.
The ground crew can also connect to the service intercom via four connections points.
There is a ground crew connection point in the electrical bay, in the hydraulic bay, in the air
conditioning bay and at the refuel panel.
There is an audio selector panel (ASP) for each flight deck crewmember. Each ASP allows
the associated crewmember to select transmit functions and receive functions. Each ASP
communicates with the CAU .
Each flight deck crewmember has a headset with ear pieces and a boom microphone.
Each headset is connected to the associated ASP.
On the outboard horn of each control wheel, there is a three-position intercom and transmit
switch. The position of the left switch goes to the left seat ASP; the position of the right
switch goes to the rig ht seat ASP.
Each pilot has a hand microphone stowed on the associated control column. Each
microphone has a press to talk switch and is connected to the associated ASP.
Each crew member has an oxygen mask containing a microphone connected to the
associated ASP. A switch on each ASP is used to select the mask microphone.
There are two flight deck speakers on the roof panel: one on the left and one on the right.
They are driven by the CAU. Each speaker has an on/off switch.
All the radios communicate with the CAU. Each crewmember selects the radio for
transmission on the associated ASP. Each crewmember selects the radios for reception
on the associated ASP.
All navigation audio signals are sent to the CAU. Each crewmember can individually select
any navigation facility on his ASP.
The audible warning system sends the audio warnings to the CAU. The CAU sends the
warnings to the headsets and the speakers.
A passenger address amplifier provides audio signals to speakers in the cabin. The audio
signals can be speech from any of the crewmembers or the output from a tape player.
There are up to three handsets in the cabin. They communicate with the CAU. Each
handset has a press to talk button, a set of push switches and a set of indicator lights.
Each handset can be connected to the service intercom or to the PAusing switches on the
associated control panel.
The three flight deck crew inputs to the CVR come from the CAU.
The CAU has two channels: channel A and channel B. Channel A is powered from
EMERG DC and channel B is powered from DC BUS 2.
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Volume 1
AIRCRAFT GENERAL
Communication
Chapter 2 Topic 13
Page3
Figure 13.1 -Overview Schematic

Handwheel Intercom
and transmit switches
[EMeRG oc ,
I
Channel A
[D'"cBUS 2
I
Channei B
VHF 1
Central Audio Unit
Flight Deck Intercom
1+---1 Audible Warning Unit
Tape
Player
VOR 1
VOR 2 1------i~
Service Intercom
Five ground crew sockets
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Volume 1
AIRCRAFT GENERAL
Communication
Chapter 2 Topic 13
Page4
CAU Channels
Channel A drives all the audio functions except the right hand microphone and the right
speaker. Channel 8 drives all the audio functions except the left hand microphone and the
left speaker.
With a channel A failure, the left speaker and left hand microphone are lost. With a
channel 8 failure, the right speaker and right hand microphone are lost.
If EMERG DC fails, channel A will be lost; so the left hand microphone and the left speaker
will be lost. If DC BUS 2 fails, channel 8 will be lost; so the right hand microphone and the
right speaker will be lost.
Audio Warnings
The audible warning unit sends the audio warnings to the CAU. The CAU sends the
warnings to the flight deck speakers and the earphones of the three headsets. It is not
possible to select the audio warnings off.
Crew Call
A crew call system is fitted. The crew call system is used to attract the attention of a
crewmember or the ground crew. The system uses switches, annunciators, lights, chimes
and a horn. The flight deck switches and annunciators are on a crew call panel. The panel
is either on the overhead panel or the centre console.
ASPs and Crew Call Panels
There are two standards of ASP:
One has transmit selectors for the PA and the service intercom. If this standard is
fitted, the crew call panel is on the roof panel; the crew call panel only contains
switches and annunciators associated with the crew call system.
The other does not have transmit selectors for the PA and the service intercom. If
this standard is fitted, the crew call panel is on the centre console; the crew call
panel contains the crew call switches and annunciators; the panel also contains the
PA and service intercom selectors.
Static Dischargers
Static dischargers are fitted to the aircraft to provide an easy path for electrical charge
accumulated on the airframe to discharge to the atmosphere.
Video Surveillance
A video surveillance system may be fitted. It allows part of the cabin to be viewed from the
flight deck via two cameras and a video screen.
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Flight Instruments
Each pilot's instrument panel contains the following flight instruments:
Two electronic flight instrument displays: a primary flying display (PFO) and a
navigation display (NO).
A main altimeter.
A TCAS traffic display.
A distance bearing indicator.
The left instrument panel also contains some standby instruments:
A combined standby altimeter and standby AS I.
A standby attitude indicator containing an ILS localiser deviation indicator and an

ILS glideslope deviation indicator.
An outside air temperature indicator is on the right instrument panel.

EFIS
An electronic flight instrument system is fitted. The system has two symbol generators
(SGs): SG 1 and SG 2. There are two CRT display units (OUs) on each pilot's instrument
panel, one above the other. The top panel is known as the primary flying display (PFO).
The bottom panel is called the navigation display (NO).
The EFIS controls are on the instrument panels and the centre console.
The symbols generators take inputs from t he aircraft avionics and supply pictures to the
OUs. SG 1 normally supplies the left OUs and SG 2 normally supplies the right OUs.
If one OU fails, a compact format can be displayed on the working OU. The compact
format contains all the elements of the normal PFO and some elements of the normal NO.
If one SG fails, a transfer system allows one SG to supply all four displays. An EF IS
transfer switch is fitted beneath the left NO.
An EFIS master switch on the left instrument panel controls power to SG 1 and the left
OUs. Another EFIS master switch on the right instrument panel controls the power to SG 2
and the right OUs.
An EFIS dimming panel is fitted to the left of each PFO. Two EFIS control panels are fitted
on the forward centre console: one for SG 1 and one for SG 2.

Each pair of OUs has a cooling fan. EFIS cooling fan fail annunciators are on the bottom
of the right instrument panel.
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Volume 1
AIRCRAFT GENERAL
Navigation
Chapter 2 Topic 14
Page2
Weather Radar
A digital, light weight radar is fitted. A colour radar indicator is fitted to the forward centre
console.
There are two types of weather radar available: a Primus 708A and a Bendix RDR 4A.
The EGPWS creates a terrain awareness display (TAD) based on GPS position and a
terrain database. The TAD can be displayed on the weather radar indicator. A switch to
change the indicator between a radar picture and the TAD is just aft of the radar indicator.
Some aircraft have an optional unit that displays data on the radar indicator: checklists and
navigation data or just checklists.
The radar indicator can only display one of the three pictures at a time.
The weather radar picture can also be displayed on both NOs. The EFIS cannot display
the TAD or the picture from the optional unit.
NMS and FMS
Either two GNS-X navigation management systems (NMSs) are fitted or two flight
management systems (FMSs) are fitted . There are two FMSs available: a GNS-XLS or a
Collins FMS. The control and display units are on the forward centre console.
The NMSs and FMSs have a lateral navigation (L NAV) element. Position is determined
from the following sensors:
VOR.
DME.
IRS.
All FMSs also have a GPS sensor. The GPS sensor is an option for the GNS-X NMS.
The FMSs also have a vertical navigation (VNAV) element. However, the major element of
the NMSs and the NMSs is the L NAV element. The NMSs and FMSs are known
collectively as L NAVs: L NAV 1 and L NAV 2.
Normally L NAV 1 supplies SG 1 and L NAV 2 supplies L NAV 2. If one L NAV fails, a
transfer system allows one L NAV to supply both SGs. An L NAV transfer switch is just aft
of the weather radar indicator.
Two Laseref Ill inertial reference systems (IRS 1 and IRS 2) are fitted. Each IRS has an
inertial reference unit (IRU); both IRUs are controlled from a mode select unit (MSU) on the
right side console.
Each IRU is an autonomous navigator providing attitude and navigation data. The IRUs
supply data via three digital data busses to the flight instruments and other avionics.
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Volume 1
AIRCRAFT GENERAL
Navigation
Chapter 2 Topic 14
Page3
Radio Altimeter
Two radio altimeters are fitted. Radio altitude is indicated on the EFIS and is also used by
some of the other avionics.
Air Data
Pitot probes, static pressure vents, temperature probes and angle of airflow vanes are
fitted to the fuselage.
Two air data computers (AOCs) are in the avionics bay. The AOCs supply air data to the
flight instruments and the aircraft systems. Airspeed, Mach number and vertical speed are
shown on the EFIS displays. The only displays of Mach number and vertical speed are on
the EFIS.
The vertical speed supplied to the EFIS is a function of inertial vertical speed and ADC
vertical speed; the IRSs normally supply vertical speed to the EFIS displays. The EFIS
displays can be supplied by the AOCs if vertical speed is not available from the IRSs.
A main altimeter is fitted to each pilot's instrument panel. The main altimeters are supplied
by the AOCs. A combined standby altimeter and airspeed indicator is on the left instrument
panel. The standby airspeed and standby altitude displays are capsule driven. The
standby displays do not take inputs from the ADCs. The EFIS VSis are the only displays
of vertical speed available on the flight deck.
An ADC transfer system is fitted for use when one ADC fails . A transfer switch is on the
bottom of the left instrument panel.
An outside air temperature indicator is on the right instrument panel. The indicator does
not show total air temperature (TAT), but indicated outside air temperature (IOAT) with a
recovery factor of 0. 7.
Radio Navigation
The following radio navigation aids are fitted:
Two ILS receivers: ILS 1 and ILS 2.
Two VOR receivers: VOR 1 and VOR 2. VOR 1 contains a marker beacon
receiver.
Two OME interrogators: OME 1 and OME 2.
One or two AOF receivers: AOF 1 and AOF 2.
Two distance bearing indicators (OBis) are fitted. Each OBI has a compass display with
two bearing pointers; there are two distance indicators above the compass display. The
bearing pointers display ADF or VOR bearings and the distance indicators display DME
distance. The compass displays are supplied by the IRSs.
Each OME interrogator has five channels: channels 1 to 5.
ILS 1, VOR 1 and OME 1 channel 1 are controlled from a VHF NAV 1 controller on the left
of the centre glareshield. ILS 2, VOR 2 and OME 2 channel 1 are controlled from a VHF
NAV 2 controller on the right of the centre glareshield. OME 1 and 2 channels 2 to 5 are
automatically tuned by the NMSs or FMSs.
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Volume 1
AIRCRAFT GENERAL
Navigation
Chapter 2 Topic 14
Page4
Standby Attitude and Heading
A standby attitude indicator is on the left instrument panel. The attitude indicator is
completely self contained. It has its own gyro powered from the EMERG DC busbar. The
indicator does not take inputs from the IRSs. The indicator also displays ILS localiser and
glideslope deviation from ILS 1. It is not possible to display ILS 2 on the standby attitude
indicator.
A magnetic standby compass is fitted below the overhead panel.
Transponder and TCAS
Two mode "S" transponders are fitted.

A terrain collision and avoidance system (TCAS) is fitted . A TCAS traffic display is fitted to
each pilot's instrument panel. Resolution advisories are displayed on the EFIS VSis.
A combined TCAS and transponder controller is on the centre console. There are three
different controllers available.
EGPWS
An enhanced ground proximity warning system is fitted.
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Funct ions
The FGS provides the following functions:
A thee axis autopilot (AP): pitch roll and yaw.
A flight director (FD).

A yaw damper.
Electric trim.
Flap trim compensation (FTC).
An auto throttle.
Thrust modulation control (TMC). TMC reduces the workload when the thrust
levers are being manually controlled.
Category 3 approach.
Automatic Landing.
Altitude alerting.
A reactive windshear detection and guidance system.
The AP can be used from 350 It after take-off through to an automatic landing. The AP can
also be used for a go-around. The flight director can be used from take-off through to
decision height; the FD can also be used for a go-around. The autothrottle can be used
from take-off through to landing. The autothrottle can also be used for a go-around.
The yaw channel of the AP is known as the parallel rudder. When the AP makes a rudder
input, the rudder pedals move. The parallel rudder is engaged when the AP is engaged in
the take-off, go-around and category 3 phases of flight. The parallel rudder, when
engaged:
Will take over the function of the yaw damper.
Will, if necessary, apply rudder to compensate for the loss of an engine.
Will apply rudder, to align the longitudinal axis of the aircraft with the runway
centreline in the final stages of an automatic landing.
When the parallel rudder disengages, the yaw damper engages automatically. When the
yaw damper makes a rudder input, the rudder pedals do not move.
The electric trim drives the elevator trim tabs to provide:
Automatic AP pitch trim.
Electric elevator trim when the AP is not engaged via switches on each control
column.
Automatic compensation for the change of trim when the flaps move in the range 0
to 18 .
The AP, FD, YO and autothrottle may be used independently or in any combination. Most
of the FGS controls are on a mode control panel (MCP) on the glareshield.
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Volume 1
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Chapter 2 Topic 15
Page2
AP and FD Modes
The modes are split into vertical and lateral modes. All modes are common to both the AP
and FD with the exception that there is no FD autoland mode.
The vertical modes are:
Take off - holds speed.
Level change - holds the speed selected on the MCP and manoeuvres the aircraft
towards the altitude selected on the MCP.
Vertical speed - holds the vertical speed selected on the MCP and is the basic
vertical mode.
Altitude hold - holds the altitude existing on mode engagement.
Glideslope -acquires and holds an ILS glideslope.
Flare- the autoland flare manoeuvre.
Ground -the autoland nose lowering mode.
Go-around -holds the speed in the MCP speed window.
Take-off or go-around windshear- windshear recovery flight path guidance.
The lateral modes are:
Track - holds the aircraft track.
Heading hold - rolls the wings level and then holds heading ; heading hold is the
basic lateral mode.
Heading select- holds the heading in the MCP HEADING window.
L NAV - acquires and holds a lateral navigation system track.
VOR - acquires and holds a VOR radial .
Localiser - acquires and holds an ILS front course.
Back localiser - an optional mode that acquires and holds an ILS back course.
Ground roll- the autoland lateral control on the runway.
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Flight Dec k Lighting
The area lighting in l he flight deck has the following elements:
Flight deck entry lights.
Flood lights for the instrument panels and the centre console.
Storm lights.
Emergency lights.
The panels have white legends and lines engraved on them. These engravings are
illuminated by lights within the panels. This lighting is known as panel lighting. The panel
lights also illuminate the selected end of each rocker switch.
Panel lighting is provided for the overhead panels, the glareshield, the instrument panels
and the panels on the centre and side consoles.
Instrument lighting is provided for the instruments on the overhead panels, on the
instrument panels, on the centre console and on the side consoles.
The standby compass has an integral light. Another light behind the standby compass
illuminates the eye locator. A switch on the overhead panel controls both lights.
Two reading lights are provided for each pilot: a sill light and a lap light. The sill light
illuminates the on-side notepad holder on the window sill ; the lap light illuminates the pilot's
lap.
Each pilot has a dimming panel on the on-side side console. The left dimming panel
controls the lighting for the left side console, left instrument panel and the centre instrument
panel. The right dimming panel controls the lighting for t he right side console and the right
instrument panel.
A dimming panel on the centre console controls the centre console lighting.
Dimmers for the overhead panels and instruments are on the overhead panel. A dimmer
for the glareshield is on the overhead panel .
Some electronic displays have individual dimmers.
Switches for the external lights, cabin emergency lights and cabin signs are on the
overhead panel.
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Volume 1
AIRCRAFT GENERAL
Lights
Chapter 2 Topic 16
Page2
Cabin Lighting
All the cabin lights are controlled from the forward cabin attendant's panel. The panel is
above the forward service door.
Main cabin lighting is provided by fluorescent centre aisle lights and side lights.
Toilet lighting is provided by fluorescent lights and standby incandescent lights.
Fluorescent lighting is provided for each vestibule. The forward vestibule fluorescent lights
are forced to on whenever the flight deck entry lights are on. When the flight deck entry
lights are off, the forward vestibule fluorescent lights are controlled by a switch on the
forward cabin attendant's panel.
Dim incandescent lighting is also provided for the forward vestibule. The dim lights are
powered directly from external AC when external AC is connected to the aircraft but is not
connected to the main busbars or the ground service busbar.
Emergency aisle lights and exit lights are fitted to all aircraft. Some aircraft have floor
proximity escape path marking. The emergency lights are controlled from a switch in the
flight deck and a switch in the forward vestibule.
No smoking signs and seat belt signs are fitted strategically through the cabin. A switch for
the no smoking signs and a switch for the seat belt signs are in the flight deck.
Bay Lighting
Lighting is provided for the following bays:
The avionics bay.
The hydraulics bay.
The air conditioning bay.
The main gear bays and the nose gear bay.
The forward cargo bay.
The aft cargo bay.
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Volume 1
AIRCRAFT GENERAL
Lights
Chapter 2 Topic 16
Page3
External Lights
The following external lights are fitted to all aircraft:
Wing tip and tail navigation lights.
Wing tip and tail strobe lights.
Upper and lower red anti collision beacons.
Landing and taxi lights.
Runway exit lights.
Wing inspection lights.
Some aircraft have logo lights fitted to the underside of the tailplane. The logo lights
illuminate the sides of the fin.
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Volume 1
AIRCRAFT GENERAL
Lights
Chapter 2 Topic 16
Page4
FCOM:V1-002
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Topic 1 - Overview
Function.................................. ......................................................... .............................
Standards of EFIS Cooling Fan Caption .......... .............................................................
Air Conditioning Schematic ...........................................................................................
Pressurization ... ...... ...... ..... ...... ..... ........... .... .. ........... ...... ........... ...... ..... ..... ............ ..... ..
Fans..............................................................................................................................
Overhead Panel Controls and Indicators ..... .. ..... ... .. ... ........ .......... ... ........ .. ........ .. .........
Lower Section of the Air Conditioning Panel.... ....................... ......................................
Upper Section of the Air Conditioning Panel................................................... ..............
Flight Deck Air Switch ............... ... ... ....... ...... ............ ................ ... ....... ...... ....... ..... .........
31 000 ft Semi Automatic Pressurization Panel ............................................................
33 000 ft Semi Automatic Pressurization Panel.......... ....................... ....................... ....
Fully Automatic Pressurization Panel............................................... .............................
CWP Fully Automatic System Pressurization Captions .................................. ............. .
Pressurization Indicators ..................... .................................. ........................................
Triple Indicator ..............................................................................................................

Quad Indicator... ......................................................................................... ...................
Ground Pressurization Switch .............. ............................................ .............................
Cabin High Altitude.......................................................................... .............................
Flight Deck Distribution .............................................. ........... ....................... .................
2
3
5
5
5
7
9
9
11
13
15
15
17
17
17
19
19
19
Topic 2 - Packs
Air Conditioning Bay......................................................................................................
Ram Air Inlet .................................................................................... ..................... ... .....
Pack Valves ..................................................................................... .............................
Pack Modes ...... ...... ... ........ ........... ...... ..... .... ............. ..... ...... ........... . ..... ........... ..... ...... ..
Production of Warm and Cold Air..................................................... .............................
The CAU .......................................................................................................................
Pack Temperature Control ........ ............. ............................................ ............. ..............
Pack Delivery Duct High Temperature... ............. ........ ....................... ............. ..............
1
2
4
6
8
10
12
Topic 3 - Air Distribution
Overview ........... ......................................................................................... ...................

Cabin and Flight Deck Air Distribution ... ........... .. ........... .................. .. ... ........ .. ........... ...
Cabin Distribution............................................................................. .............................
Flight Deck Distribution .............................................. ........... ....................... .................
Flight Deck Fan.............................................................................................................
Flight Deck Boost Valve................................................................................................
Avionics Fan Air System ........... ............. ............................................ ............. ..............
Avionics Fan Electrical Supply ................................... ...................................................
EFIS Cooling Fans ........................................................................... .............................
IRS Cooling Fans ..........................................................................................................
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Volume 1
AIR CONDITIONING
Contents
Chapter 3 TOC
Page2
Topic 4 - Ram Air
Ram Air Supply .. ...... ..... ... ... ... .... ....... .. . ...... ....... ... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Ram Air Valve Control and Indication...........................................................................
1
2
Topic 5 - External Ground Conditioning
External Air Supply Connection . .. ... ..... ... ... ....... ..... .. .. .... .. ...... ... .. ... ... ..... . ..... ..... ...... ......
External Air Supply Schematic......................................................................................
1
2
Topic 6- Rear Bay High Temperature
Temperature Switches ..... ... ... .. .. .... . .... . ..... ...... ...................... ... ..... ... . .... .. .... ...... ............
Topic 7 - Semi-automatic Pressurization

Overview.......................................................................................................................
Discharge Valve Control ........................................................... ......... ......... ..................
Discharge Valve Protective Features............................................................................
Maximum Cabin Altitude Limiter ............................................... ......... ...........................
Positive Relief Control Valve.........................................................................................
Inward Relief Valve........................ ...............................................................................
Ditching.........................................................................................................................
Pressurization Controller...............................................................................................
Automatic Mode Control in Flight..................................................................................
Automatic Mode Control on the Ground........................................................................
1
2
4
4
4
6
6
8
1o
11
Topic 8- Fully Automatic Pressurization
Overview.......................................................................................................................
Outflow Valve Control...................................................................................................
Outflow Valve Protective Features................................................................................
Cabin Altitude Limit Control...........................................................................................
Positive Relief Control Valve.........................................................................................
Inward Relief.................................................................................................................
Ditch Valve....................................................................................................................
System Control.................................................................................. ......... ...................
Software Maximum Differential Pressure Protection.....................................................
System Indication.............................................................................. ............................
White PRESSN Caption................................................................................................
Amber PRESSN i Caption...........................................................................................
CABIN HI ALT Caption................... ...............................................................................
Sub-modes....................................................................................................................
Ground Sub-mode.........................................................................................................
Take-off Sub-mode .......... .. .... .. .. .... ..... . ..... ..... . ...................... ... ...... .. . .... .. ......... . ............
Take-off Abort Sub-mode.................................................................. ............................
Climb Sub-mode ........... ... ...... .... .. .. ...... ...... ............... ...... ...... ... .. ... ... . .... .. .... ..... . ..... ..... ..
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Volume 1
AIR CONDITIONING
Contents
Chapter 3 TOC
Page3
Topic 8 - Fully Automatic Pressurization (continued)
Descent Sub-mode .... ... ..... . ....... .... ... .. .. ...... . .. .... ... .... ... ... .. .... ..... ...... ..... ...... ..... .... .. ... .. ..
Landing Sub-mode........................................................................................................
Automatic Mode Selection and Indication.................... ......................................... ........
Manual Mode Selection and Indication ....... ........................... ............................... ........
ADC Failures.................................................................................................................
Excess Rate Test..........................................................................................................
Verify Test Mode ...........................................................................................................
Panel Display ... .. . .... ... ... ..... . ...... .... ...... .. ...... . .. .... ... .... ... ... . .... . ..... ..... ...... ...... ... .. .... .. .. ... ..
Fault Display ....... .............................. ..................................... ......... ..................... .... .....
14
14
14
15
15
16
16
16
18
Topic 9- Cabin High Altitude Warning
CWP caption ..... .. .... ... ... ..... . ...... .... .... .... ...... . .. ..... .. . ... ... ... ... .. . ...... .... ...... ..... ...... .... .. ... .. ..
Fully Automatic Pressurization......................................................................................
Semi-automatic Pressurization......... ............................................................................
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AVRO 146-RJ Series
Nov 01 /09
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Funct ion
The air conditioning system pressurizes, ventilates and controls the temperature of both
the flight deck compartment and the cabin compartment. Air from the engines or the APU
supplies two air conditioning packs: pack 1 and pack 2.
The packs are in the air conditioning bay at the rear of the aircraft. The packs supply a
distribution system as shown in Figure 1. 1.
Pack 1 is supplied by the APU or the left wing engi nes; pack 2 is supplied by the APU or
the right wing engines. Pack 1 normally supplies the cabin and the flight deck. Pack 2
normally supplies just the cabin. If one pack fails, the other pack supplies both the flight
deck and the cabin.
The system has two modes of operation: fresh and recirculation. In the recirculation mode,
the flow from the engines or t he APU to the packs is reduced and air is drawn from the rear
of the cabin into the fresh air delivery from each pack. A jet pump in each pack outlet
induces the flow of air from the cabin via a recirculation valve to the pack outlet.
Figure 1.1 - Distribution
Right wing engine

supply to pack 2
Pack 2
Rtght cabm
supply Recirculation
ducting..-,...,
~~-- Pack1
~~~:'i?~:c--;-L--- Cabtn supply
l iJ"'Ii~;------ Fllg'ht deck supply
........:::.-- - left wmg engine

supply to pack: 2
FCOM:Vt-002
AVRO 146-RJ Series
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Volume 1
Chapter 3 Topic 1
Page 2
AIR CONDITIONING
Overview
Standards of EFIS Cooling Fan Caption

There are two standards of EFIS fan failure amber caption. These are L EFIS and R EFIS
or L FAN and R FAN as shown in Figure 1.2. Throughou1 this chapter any references to
EFIS fan fail captions L EFIS or R EFIS should be read as being also applicable to EFIS
fan fail captions L FAN orR FAN.
Both standards of EFIS fan fail caption perform the same function of indicating that the
associated EFIS tan has a fault.
Figure 1.2 - Standards of EFIS Fan Fail Caption
Panel .vithout an avionic fan changeover switch.
Panel with an avionic fan changeover switch.
AVIONIC COOLING FANS

FAN I
"
--
FAN 2
FCOM:V1-002
IRS
IRS 2
rns
R EF IS
PTR
EFtS 2
MSTR
f.
()
OFF
1-v3p1 -'13-00003
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page3
Air Conditioning Schematic
A schematic of the air conditioning system is shown in Figure 1.3.

Air is supplied to the left air supply system by the two left engines or the APU. Air is
supplied to the right air supply system by the two right engines or the APU. Each pack has
a pack valve: pack 1 valve for pack 1 and pack 2 valve for pack 2. Pack 1 is supplied by
the left air supply system via pack 1 valve. Pack 2 is supplied by the right air supply
system via pack 2 valve.
Each pack valve acts as an isolation valve and a flow control valve. The flow control valve
has two settings: 50 lb/min and 30 lb/min.
The packs control the temperature of the conditioned air. The air is continually supplied
from the packs to the cabin and flight deck and leaves through the two discharge valves or
outflow valves, thus achieving ventilation.
The aircraft is pressurized by adjusting the position of two discharge valves or outflow
valves.
The valves are electronically signalled but pneumatically operated. A pressurization
controller supplies the electrical signal; the pneumatic power source is the air supply
system. The pneumatic power to operate the valves comes from either the left or the right
air supply system via a shuttle valve: this allows the highest pressure available from either
APU air or Engine air to be used to operate the valves.
Pressurization can be maintained with just one air conditioning pack.
The cabin and flight deck temperatures are normally automatically controlled to the values
set in the flight deck. A manual temperature control facility is also available.
The air conditioning system has two modes: fresh and recirculation. The mode is selected
on a two position switch; the positions are FRESH and RECIRC. The switch electrically
signals a mode valve. The mode valve uses air pressure from the right air supply system
to switch the packs to the recirculation mode.
At FRESH, the pack valves are at the high flow setting and all the air supplied to the cabin
and flight deck originates from the source supplying the packs. At RECIRC, the pack
valves are set to the low flow setting and air is taken from the cabin, via a recirculation
valve, into the packs and mixed with the pack delivery air.
A ram air valve is fitted. It is opened to ventilate the cabin and the flight deck in flight after
failure of both packs. The ram air is introduced to the distribution system downstream of
the packs; the ram air supplies both the cabin and the flight deck.
An optional low pressure ground connector may be fitted. It allows air to be supplied by a
ground conditioning unit to the cabin and the flight deck when the packs are not available.
Some aircraft have a flight deck boost valve. The boost valve is controlled by a switch on
the bottom of the right instrument panel. The boost position of the valve is for use on the
ground only. The boost position increases the flow of air from pack 1 to the flight deck and
decreases the flow of air from pack 1 to the cabin.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 4
Figure 1.3 - Overview Schematic
Pressurisatlon
Controller
I
Electronic position control

Pressurization
discharge val ves
OR
outflow vatves.
Flight deck
.f
.f
(2._2
Pneumatic - - - .
servo power
Cabin
distribution
distribution
Mode valve !'--"';;;;;;;;!'
Pneumatic servo power

to change mode from
fresh to rec1rcula1ton
Flight deck
boost valve
To both packs both

pack valves and the
RECIRC valve
RecirculatiOn now
from roar cabin
Ground
supply Inlet
PACK 11
PACK2
VALVE
VALVE
APU AIR
VALVE
1-- -1
o-v1 -03-00002
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 5
Pressurization
The pressurization system may be either semi automatic or fully automatic. There are two
types of semi automatic system: one for aircraft certificated to a maximum altitude of
31 000 ft and another for aircraft certificated to a maximum altitude of 33 000 ft.
The two semi-automatic systems are very similar. Each one has an automatic (AUTO)
mode and a manual (MAN) mode. In AUTO, it is necessary to set the required cabin
altitude and the required cabin altitude rate. In MAN, the position of the discharge valves is
controlled directly by a rotary position selector on the pressurization panel. Cabin altitude,
cabin altitude rate and differential pressure are displayed on a single three-pointer display
(the triple indicator). The indicator is on the right instrument panel.
There is only one fully automatic system: for aircraft certificated to a maximum of 35 ooo ft.
It has an AUTO mode and a MAN mode. In AUTO, it is only necessary to set the landing
field elevation. In MAN, the required cabin altitude rate is set. When the required cabin
altitude is achieved, the rate is set to zero. An LCD display is on the right instrument
panel; it displays four parameters: cabin altitude, cabin altitude rate, differential pressure
and landing field altitude.
Fans
A flight deck fan supplies adjustable louvres on the flight deck. A cabin fan supplies
adjustable louvres in the cabin. Freighter aircraft and some special roles aircraft do not
have a cabin fan.

An avionics fan draws cooling air over the avionic equipment. Some aircraft have a second
fan. Some aircraft with the second fan have a switch to select between the two fans on the
bottom of the right instrument panel.
Two EFIS fans are fitted. The fans cool the EFIS display units. A press to reset switch is
fitted to the bottom of the right instrument panel. The switch contains two fan fail
annunciators: L EFIS and R EFIS.
Two IRS fans are fitted. They cool the inertial reference units in the avionics bay. There
are two fan fail annunciators next to the EFIS fan fail annunciators. The annunciator
legends are IRS 1 and IRS 2.
Overhead Panel Controls and Indicators
The bulk of the controls and indicators are on the flight deck air conditioning and
pressurization panels. The panels are shown in Figure 1.4.
The air conditioning panel has two sections. The upper section is used for temperature
control and louvre fan selection. The lower section contains the other switches and the
annunciators.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page6
Figure 1.4 - Flight Deck Overhead Panels
Tempera.ture
control.
Fan selection.
Wamings.
Pack selection.
Pack mode selection.
Ram air selection.
Pressurisatlon control.
31 000 ft semlaut:omatlc panel shown.
33 000 semi-automatic panel may be fitted.
Fully automatic panel may be fitted.
lv103-000<1 ~
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 7
Lower Section of the Air Conditioning Panel
The lower section of the air conditioning panel is shown in Figure 1.5.
Each pack valve has a two-position pack switch: ON and OFF. Above each switch are
three failure annunciators:
A NIPS annunciator: PACK VALVE.
A cold air unit high (CAU) temperature annunciator: CAU HI TEMP. Each pack has
a CAU. In the process of making cold air, the CAU gets hot. If a CAU becomes
excessively hot, the associated CAU HI TEMP annunciator illuminates and the
associated pack valve is automatically closed.
A pack delivery duct high temperature annunciator: PACK HI TEMP. If a pack's

delivery duct temperature becomes too high, the associated PACK HI TEMP
annunciator illuminates and the associated pack valve is automatically closed.
A two-position CABIN AIR switch changes the air conditioning system between the
recirculation and the fresh modes. The two positions are FRESH and RECIRC. Above the
switch is a recirculation valve NIPS annunciator: RECIRC VALVE. The recirculation valve
is open in the recirculation mode and closed in the fresh mode.
A two-position RAM AIR switch is fitted: the positions are SHUT and OPEN. The switch is
normally at the SHUT position. The switch is put to the OPEN position to ventilate the
cabin and flight deck at low differential pressure when both packs are off. At OPEN, the
ram air valve is open; at SHUT, the ram air valve is shut. A NIPS annunciator is above the
switch; the legend is RAM AIR VALVE.
An AVIONICS FAN annunciator indicates that flow is low at the inlet to the avionics fan.
Some aircraft have a second avionics fan. Some of these aircraft have a switch to select
the required fan. The switch is shown in Figure 1.6.
A REAR BAY high temperature annunciator indicates that the temperature in the air
conditioning bay is too high.
An EFIS/IRS FAN FAIL annunciator is fitted. The associated fan fail annunciator will
illuminate on the bottom of the right instrument panel. The fan fail annunciators are shown
in Figure 1.6.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Pages
Figure 1 _s - Lower Section of the Air Conditioning Panel
i-v1-03-00044
Figure 1.6 - EFIS and IRS Fan Fail Annunciators

Panel without an avionic fan changeover sWitch.
Panel with an avionic fan changeover switc h.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page9
Upper Section of the Air Conditioning Panel

The upper section of the air conditioning panel is shown in Figure 1.8.
Each pack has a duct delivery temperature indicator and three temperature controls. The
controls and indicator for pack 1 are labelled FL T DECK TEMP CTRL; the controls and
indicator for pack 2 are labelled CABIN TEMP CTRL. The controls are:
A mode-switch to select either manual or automatic temperature control.

pack 2, the associated compartment is the cabin. The temperature selector does
not have temperature markings. However, the range of the selector is from 180C to
270C .
A three-position switch to manually position a temperature control valve when

manual control is selected. The switch is spring-loaded to the unmarked centre
position. The other two positions are labelled WARM and COOL.
A cabin temperature indicator shows the temperatur-e in the forward cabin.

A FLIGHT DECK FAN switch controls the flight deck louvre fan.
A CABIN FAN switch controls the cabin louvre fan.
Flight Deck Air Switch
A flight deck air switch operates the flight deck boost valve. The switch is on the bottom of
the right instrument panel. When flight deck air is selected, an AIR FLOW annunciator
illuminates the switch. The switch is shown in Figure 1.7.
Fi gure 1.7 - Flight Dec k Air Switch
FLIGHT
DECK AIR
GROUND
USE
ONLY
i-v1-03-00006
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Volume 1
Chapter 3 Topic 1
Page 10
AIR CONDITIONING
Overview
Figure 1.8 - Upper Section of the Air Conditioning Panel
- 10
-'
..........
30
oc TEinP :::
~
,.......
/''J'''
CABIN TEMF'
i-v1-03-00042
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AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 11
31 000 ft Semi Automatic Pressurization Panel
The 31 ooo ft controller is shown in Figure 1.9. The controller has a manual mode and an
automatic mode.
The controller has the following selectors and indicators:
An illuminated pushbutton switch to select between the automatic mode and the
manual mode. The switch shows the selected mode: a white MAN legend for the
manual mode and a green AUTO legend for the automatic mode.
A rotary discharge valve position selector for use in the manual mode.
Two discharge valve position indicators.
A cabin rate selector. The normal position has a detent.
A selected cabin altitude indicator. The indicator is a circular card with a pointer
that indicates against two circular scales. The outer scale is the selected cabin
altitude; the inner scale is the cruise altitude at which the differential pressure will
be approximately 6.3 psi at the selected cabin altitude. The dial has a barometric
scale in a reference window.
A cabin altitude selector that rotates the altitude pointer relative to the card while
the card is stationary.
A barometric datum selector that rotates the card relative to the barometric scale.
The altitude pointer does not move with the card when the card is rotated. The
baro datum should be set before the cabin altitude is set.
A four position discharge valve rotary switch: DITCH, NORMAL, SHUT 1 and SHUT
2. At NORMAL, control is via valve 1 and valve 2 in both the manual and the
automatic modes. At SHUT 1, discharge valve 1 is closed and control is via valve
2. At SHUT 2, discharge valve 2 is closed and control is via valve 1. At DITCH,
both valves are closed when the aircraft ditches.
In the automatic mode, the cabin rate is controlled to the set rate until the set cabin altitude
is attained. The set cabin altitude is then held. The rate direction does not need to be set.
The cabin will climb if the actual cabin altitude is below the set value and descend if the
actual cabin altitude is above the set value.
In the manual mode, the pilot must manually position the discharge valves to achieve the
required rate and cabin altitude.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
Chapter 3 Topic 1
Page 12
AIR CONDITIONING
Overview
Figure 1.9- 31 000 ft Semi-automatic Controller
Discharge valve switch
Discharge valve position Indicators
Altitude
poi nter -!~r------r~
Cabin
altitude
scale
-f- - -+ -
Cruise altitude
scala
+-- --1
Rata selector
At the detent.
BARO selector
Cabin altitude selector
BARD
Mode
selector
st~ttlng
scale
Discharge valve
position control
f..Y1 03-00009
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 13
33 000 ft Semi Automatic Pressurization Panel

The 33 ooo ft controller is shown in Figure 1 .1o. The controller has a manual mode and an
automatic mode.
The controller has the following selectors and indicators:
An illuminated push-button switch to switch between the automatic mode and the
A rotary discharge valve position selector for use in the manual mode.
Two discharge valve position indicators.
A cabin rate selector. The normal position has a detent. At the detent there is a
radial line. A white arc extends from the detent to a longer radial line. When the
selector is out of the detent but within the white arc, the rates are acceptable but
higher than the detented rates.
A selected cabin altitude indicator. The indicator is a circular card with a pointer
that indicates against two circular scales. The outer scale is the selected cabin
altitude; the inner scale is the cruise altitude at which the differential pressure will
be approximately 7 psi at the selected cabin altitude; 6.97 psi at and below
29 000 ft and 7.12 psi above 29 000 ft. The dial has a barometric scale in a
reference window.
A cabin altitude selector that rotates the altitude pointer relative to the card while
the card is stationary.
A barometric datum selector that rotates the card relative to the barometric scale.
The altitude pointer does not move with the card when the card is rotated. So the
baro datum should be set before the cabin altitude is set.
A fou r position discharge valve rotary switch: DITCH, NORMAL, SHUT 1 and SHUT
2. At NORMAL, control is via valve 1 and valve 2 in both the manual and the
automatic modes. At SHUT 1, discharge valve 1 is closed and control is via valve
2. At SHUT 2, discharge valve 2 is closed and control is via valve 1. At DITCH,
both valves are closed when the aircraft ditches.
The cabin will climb if the actual cabin altitude is below the set value and descend if the
actual cabin altitude is above the set value.
In the manual mode, the pilot must manually position the discharge valves to achieve the
required rate and cabin altitude.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 14
Figure 1.10 - 33 000 ft Semi-automatic Contr oller

Discharge valve switch
Discharge valve posit ion Indicators
Altitude
pointer
Cruise
altitude
scale
-+- - -f-
Cabin -+---~
altitude
scale
Mode
selector
BARO $'elector
Cabin altitude selector
BARO settlng scale
FCOM:V1-002
AVRO 146-RJ Series
Rate select.o r
At the detent
Increased
rate po.sition
Discharge valve
position control
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 15
Fully Automatic Pressurization Panel
The fully automatic controller has an automatic mode and a manual mode. The control
panel is shown in Figure 1.11 .
The control panel has the following selectors and indicators:
An illuminated pushbutton switch to select between the automatic mode and the
A three-line LCD display.
A landing altitude (LOG ALT) selector for use in the automatic mode.
A cabin rate (MAN RATE) selector for use in the manual mode.
A three-position OUTFLOW VALVES selector: DITCH, NORMAL and DUMP. At

the NORMAL position, the valves are positioned by the controller to give the
required cabin rate or altitude. At DITCH, the valves are forced closed on ditching.
At DUMP, the valves are fully open. The switch must be pulled out before it can be
rotated to DITCH or DUMP.
Two green FULL OPEN outflow valve annunciators: one for the PRIMARY valve
and one for the SECONDARY valve.
A CLEAR DISPLAY FAULT button. The middle line of the display normally
indicates ~p but it can display faults. Pressing the button removes faults from the
display and returns the display to ~p.
The top line of the LCD display normally indicates actual cabin rate. An arrow indicates the
direction of the cabin rate. In the manual mode, the top line indicates the selected manual
rate while the manual rate is being changed and for five seconds after it has been set.
When manual rate is displayed, MR precedes the rate.
The bottom line of the display normally indicates actual cabin altitude. While the landing
field altitude is being set, it replaces the cabin altitude; landing field altitude remains
displayed for five seconds after it has been set; a legend LA precedes the altitude while the
landing altitude is displayed.
CWP Fully Automatic System Pressurization Captions
The CWP has an amber PRESSNi caption and a white PRESSN caption. Either channel
can signal the captions.
The white PRESSN caption indicates that an abnormal system selection has been made or
that a minor system failure has occurred. A minor system failure is one that does not
require pilot action.
The abnormal selections are DUMP, DITCH or MAN.
The amber PRESSNi caption indicates that the differential pressure is outside the range
-0.5 to 7.6 psi or that a major system failure has occurred requiring pilot action.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 16
Figu re 1-11 - Fully Automatic Pressurization Controller

Landing altitude selector
Panel indicator
Outflow valve
Outflow valve full
selector
open annunciators
Button to clear faults f rom the

/:!, P line on the panel dis p lay.
Mode selector
Manual mode rate selector
i-v1-03-00010
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 17
Pressurization Indicators
If a semi-automatic pressurization controller is fitted , a triple indicator is fitted to the bottom

of the right instrument panel. The triple indicator is shown in Figure 1.12.
If a fully automatic pressurization controller is fitted, a QUAD indicator is fitted to the bottom
of the right instrument panel. The QUAD indicator is shown in Figure 1.13.
Triple Indicator
The triple indicator has three analogue displays.

A cabin rate indicator is on the left side of the indicator.
The right side of the display has two indicators: cabin altitude and cabin differential
pressure. There are two scales: an outer scale and an inner scale. Each scale has a
pointer.
The outer scale is the cabin differential pressure scale. Its pointer is yellow with a black .1p
legend. On aircraft with a 31 000 ft system, there is a red radial mark at 6.8 psi. On
aircraft with a 33 000 ft system, there is a yellow radial at 7.37 psi and a red radial at
7.51 psi.
The inner scale is the cabin altitude scale. Its pointer is white with a black AlT legend.
The ambient pressure reference for differential pressure indicator is provided by the two
balanced 83 static ports.
Quad Indicator
The pressurization indicator (QUAD indicator) is a four-line LCD display.

The top line of the QUAD indicator is similar to the top line of the panel display. MAN
rather than MR precedes the manually set rate.
The second row of the QUAD indicator always displays differential pressure.
The third row of the QUAD indicator always displays cabin altitude.
The bottom row always displays the landing field altitude.
The QUAD indicator cannot display system faults.
The data for the QUAD indicator is supplied electronically by the pressurization controller.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 18
Figure 1.12 - The Triple Indicator

Indicator for 31 000 ft system
Indicator for 33 000 ft system

Cabin
Red radial
Cabin rate
Cabi n differential pressure
Yellow and red radials
Figure 1.13 - The QUAD Indicator

Arrow indicates the rate direction
. - - - - - - - - Cabin rate i ndicator
Normally the actual rate.
Indicates the manually set rate when
it is being set on the controller.
MAN is written above RATE when
the manually set rate is displayed.
i-v1-03-00012
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page 19
Ground Pressurization Swttch
A GR ND PRESSN switch is on the overhead panel. The switch has an integral amber
lamp. The switch enables the pressurization system to be fully tested on the ground. At
the test position, the switch bypasses the on-ground squat switch signal. The test position
is indicated by the illumination of the amber light. The switch is shown in Figure 1.14.
Figure 1.14 - Ground Pressurization Switch
i-V 103-00013
Cabin High Altitude
There is a CABIN HI ALT red caption on the CWP. The caption illuminates if the cabin
altitude exceeds a preset value.
Flight Deck Distribution
Air to the flight deck is distributed via:

Floor outlets.
Adjustable side console outlets. The outlet direction and flow rate can be adjusted.
Roof outlets. Some roof outlets allow the direction of the airflow to be controlled.
The flow of air through the outlets can be adjusted by two selectors on each side of the
console wall:
A flight deck air selector (F/DECK AIR).
A forward floor air selector (FWD FLOOR air).
The positions of the floor and side console outlets are shown in Figure 1.15. Operation of
the side console outlets is shown in Figure 1. 16. The roof outlets are shown in Figure
1.17. The side wall selectors are shown in Figure 1.18.
The flight deck fan supplies either two or three adjustable louvres. Each louvre's direction
and flow rate can be adjusted.
All aircraft have a louvre for the left seat pilot and a louvre for the right seat pilot. Aircraft
without a cargo bay smoke detection system also have a louvre for the third crew member.
The louvres are shown in Figure 1.19.
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 20
Figure 1.15- Floor and Side Console Vent Positions

Flight deck air selector
Forward floor selector
.......... ......
Flight deck air selector
"
Aft floor outlet
i-vl -0:3-0001 ~
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Volume 1
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page 21
Figure 1.16 - Adjustable Side Console Outlet

The outlet
The flow control

Mid flow postbon
Flow off position
Maximum flow position
The outlet Is on a ball and socket joint so

that the outlet direction can be adjusted.
l-v1-0).00()1S
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 22
Figure 1.17 - Roof Outlets

Outlet without adjustable cover
01!Jtlet cover
The cover rotates about its centre.
Air leaves the cover here.

i.v1-03-000 111
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Volume 1
AIR CONDITIONING
Overview
Chapt er 3 Topic 1
Page 23
F igure 1.18 - Side Wall Controls

The FWD FLOOR AIR selector controls the
flow of air from just the forward Roor outlet.
.......
FWD FLOOR AIR

~
At OFF, there is no flow from

the fMVard floor ouUet.
The flow from the forward floor outlet Increases
as the &elaelor Is movad lowards FULL

The actual flow rate depends on the position of
the F/OECK AIR selector
L--------+--- Control
Friction knob
........
The F/OECK AIR selector controls the flow of air
FIDECKAIR
~
I!OCf
.u
NWl
from both floor outlets, the side console outlet

and the roof outlet
oAR
'~0011
At ROOF, full flow goes to the roof outlet and

there is no now from the other outlets.
Betweem MAX FWD and AFT FLOOR, there Is
no flow from the roof ouUet.
At AFT FLOOR, the llow from the aft floor outlet
Is at a maximum.
At MAX FWD, the now from the aft floor outlet is
reduced and the flow from the forward floor
outlet and the side console outlet Is increased.
Control
Fric1ion knob
1-1..03-00017
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 24
Figure 1.19 - Flight Deck Louvres
i v1 03-00018
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Volume 1
AIR CONDITIONING
Overview
Chapter 3 Topic 1
Page 25
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Air Conditioning Bay
The two packs are in the air conditioning bay. The air conditioning bay is also known as
the rear bay. The air conditioning bay is just forward of the APU bay.
Ram Air Inlet
A ram air inlet is at the base of the fin. Air taken from the ram air inlet is used to cool the
hot air coming to the packs from the APU or the engines. The cooling air leaves pack 1
through an outlet on the left side of the fuselage. The cooling air leaves pack 2 through an
outlet on the right side of the fuselage.
The arrangement is shown in Figure 2.1 .
Figure 2.1 - Ram Air Inlet
APU bay
Pack 1
Pack 1 cooling air outlet
Pack 2
Rear cabin
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page2
Pack Valves
Air from the air supply system passes to each air conditioning pack via its pack valve. The
pack valve acts as a shut-off valve and a flow-control valve. The pack valves are shown
The valve requires electrical power and pneumatic power to open. If either electrical power
or pneumatic power is lost, the valve will automatically close.
Pneumatic power for pack 1 valve comes from the left air supply system; pneumatic power
for pack 2 comes from the right air supply system.
Electrical power for pack 1 normally comes from DC BUS 1; if DC BUS 1 fails, the
emergency DC busbar automatically supplies pack 1 valve.
Electrical power for pack 2 normally comes from DC BUS 2; if DC BUS 2 fails, the
emergency DC busbar automatically supplies pack 2 valve.
Both packs are available in all the electrical failure conditions considered in the abnormal
and emergency checklist.
Each pack valve has an ON/OFF switch on the air conditioning panel. Each switch
controls its valve via ON/OFF logic. The valves can also be closed by fault protection
logic.
There is a flow switch in the outlet of each pack. The flow switch position and the flight
deck switch position are passed to a NIPS logic circuit. The logic circuit drives a NIPS
annunciator above the pack switch. The annunciator illuminates if:
The switch is on and the flow is low.
OR
The switch is off and the flow is high.
The pack valves have two flow control settings: 50 lb/min and 30 lb/min. The low rate
setting is selected by pneumatic pressure from the right air supply system. In the low flow
mode, a mode valve passes pneumatic pressure to each pack valve to select the low flow
setting. Without this pneumatic pressure, the valves will automatically go to the high flow
setting.
Each pack has a cold air unit (CAU). In the process of generating cold air, part of the cold
air unit becomes hot. At high ambient temperatures and low airspeed, the CAU may
become too hot. To prevent this happening, a temperature sensor in the CAU
pneumatically reduces the flow from the pack valve to the pack.
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page3
Figure 2_2 - Pack Valves

Flight Deck
Cabin
NIPS
logic
Flow
switch
Flow
switch
PACK 1
PACK2
CAU flow
rate control
PACK 1
VALVE
CAUflow
rate control
1-+-
ON/OFF '1+--i--1
logic
Fault
logic
+1 ON/OFF logic
-.1 PACK2
VALVE
Fault
logic
Flow rato solnction

Left a.r supply
Normal supply
for pack 1
Power to switch
tho valves
Backup supply for

pac~ 1 and pack 2
...__ _ _......----<-:~ o>------il EMERG oc
Mode valve
Normal supply
for pack 2
]t----o w:r- --:__o_c_ a_u_s_2_,

~ v1 -DJ.00039
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page4
Pack Modes
The packs have two modes of operation: fresh and recirculation. In the recirculation mode,
the pack valves reduce the flow to the packs and air is drawn from the rear cabin into the
fresh air delivery from each pack. A jet pump, located near each pack outlet, induces the
flow of air from the cabin to the pack outlet via a recirculation pump.
The system is shown schematically in Figure 2.3.
A mode valve pneumatically signals the pack valves, a fresh air valve within each pack and
a recirculation pack. The recirculation valve allows air to be drawn from the cabin into the
packs and then to be returned to the cabin and flight deck.
The mode valve is supplied from the right air supply system. Air pressure is required to
open the recirculation valve, set the fresh air valves to the recirculation position and set the
pack valves to the low flow position. Without pneumatic power, the recirculation valve
automatically closes, the fresh air valves automatically move to the fresh position and the
pack valves automatically move to the high flow setting.
The mode valve is electrically operated by DC BUS 1 via the CABIN AIR switch on the air
conditioning panel. Electrical power is required to move the mode select valve to the
recirculation position. Without electrical power, the mode select valve automatically moves
to the fresh position.
Therefore, both electrical power and pneumatic power are required to set the air
conditioning system to the recirculation mode. If the mode valve loses electrical power or
pneumatic power, the system automatically goes to the fresh mode.
When the mode valve is in the fresh position:
The pack valves are set to the high setting (50 lb/min).
The fresh air valves are opened.
The recirculation valve is closed.
When the mode valve is in the recirculation position and the right air supply system is
powered:
The pack valves are set to the low flow setting (30 lb/min).
The fresh air valves are closed.
The recirculation valve is opened.
Electrical power is removed from the mode valve by a recirculation mode inhibit circuit.
The recirculation mode is inhibited and the fresh mode automatically selected if any of the
following occur:
The cabin high altitude warning is given.
The standby generator delivers power.
The APU air valve is closed and only one pack is on.
A recirculation valve NIPS annunciator (RECIRC VALVE) is above the CABIN AIR switch.
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Volume 1
Chapter 3 Topic 2
Page 5
Packs
Figure 2.3 - Recirculation Schematic
DC BUS 1
Flight Dec k
Cabin
Recirculation inlet
RECIRC
VALVE
~J.~~~~~
t----~~liN~IPS
logic
Servo pressure to
open the
recirculation valve
Flight
deck
boost
valve
Electncal power
to open the
mode valve.
Jet
pump
Servo pressure
to open tho
rresh ar valves
PACK 1
VALVE
PACK2
VALVE
Servo pressure
to reduce the
flow rate
Mode valve
Right afr
upply
Loft a1r
supply
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page6
Production of Warm and Cold Air
The packs take in hot air from the engines and the APU via the pack valves. The packs
make warm air and cold air. The hot air from the pack valves is cooled using heat
exchangers and a cold air unit (CAU).
The heat exchangers cool the air by passing cooling air over the air to be cooled. The
principle is shown in Figure 2.4.
There are four heat exchangers in the pack: the primary A heat exchanger, the primary B
heat exchanger, the secondary heat exchanger and the condenser. The condenser also
extracts water from the air supplied to the packs from the air supply system.
The cooling air for the primary and secondary heat exchangers is ambient air taken from
the ram air inlet at the base of the fin. The cooling air for the condenser is taken from the
pack outlet flow.
The cooling air from the primary and secondary heat exchangers leaves the packs via
outlets on the side of the rear fuselage as shown in Figure 2.1.
The CAU is a compressor driven by a turbine. The air passing through the turbine loses
heat to the air passing through the compressor, so the air leaving the compressor is heated
while the air passing through the turbine is cooled.
The CAU also drives a fan. The fan is used on the ground to draw air through the ram air
inlet into the primary and secondary heat exchangers.
The principle of the CAU is shown in Figure 2.5.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 2
Page 7
Packs
Figure 2.4 - Principle of the Heat Exchangers

Cooling ai1r
Hot air
lj
Cooler air
The cooling air leaves the heat exchanger at a higher

temperature because heat has been extracted from the hot air.
i-v1-03-00023
Figure 2.5 - Principle of the CAU

Turbine
Compressor
Fan
The turbine does work on atr passing through the compressor.

So air passing through the compressor is healed wh tle air
passing through the turbine is cooled.
The air leaving the turbine is typically -2oc to -3oc.
The far'l draws air through the ram air Inlet Into the primary and
secondary heat exchangers
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page a
T he CAU
A schematic of the CAU operation is shown in Figure 2.6.

The air from the pack valve passes to the primary A heat exchanger. The air from the pack
valve is cooled by the primary A heat exchanger. The cooled air enters the CAU
compressor where it is heated.
The hotter air leaves the compressor outlet for the secondary heat exchanger. The
secondary heat exchanger cools the air from the compressor outlet.
The air from the secondary heat exchanger then passes to the condenser; the condenser
cools the air further and removes moisture from the air. From the condenser, the air
passes to the CAU turbine.
The air from the condenser powers the turbine. The turbine drives the compressor. The
air passing through the turbine loses heat to the air passing through the compressor, so
the temperature of the air passing through the turbine is reduced. The temperature of the
air leaving the turbine is typically between -20"C and -30"C.
At high ambient temperatures and low airspeed, the temperature of the air leaving the
compressor may become too hot. A temperature sensor in the CAU compressor outlet
pneumatically controls the flow from the pack valve to prevent the air temperature at the
compressor outlet rising above 2400C.
There is also a 255 OC temperature switch in the CAU compressor outlet. There is a CAU
high temperature annunciator above each PACK VALVE NIPS annunciator. The
annunciator legends are CAU 1 HI TEMP and CAU 2 HI TEMP. If the temperature at the
CAU compressor outlet is 255 "C or greater:
The associated CAU HI TEMP annunciator is latched on.
The associated pack valve is latched shut; the PACK VALVE NIPS annunciator
illuminates.
The PACK VALVE annunciator remains illuminated until the PACK switch is set to OFF.
The CAU HI TEMP annunciator remains lit until:
The PACK switch is set to OFF.
AND
The temperature falls below 2550C.
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Volume 1
Chapter 3 Topic 2
Page9
AIR CONDITIONING
Packs
Figure 2.6 - Cold Air Unit Schematic

Cooling air from the ram air inlet.
Secondary heat
exchanger
Primary A heat
exchanger
From the
1r supply
sy
PACK
VALVE
ON/OFF
logic
POJeumalic
control
PAI_,K
HI HMI-'
Fault
'.:AU
HI T[ II'P
logic
PACK
At
Cold air unit
vr
NIPS
logic
Condenser
Temperature typically
-20 to -3oc
Cooling air from
the pack outlet.
Flow
switch
In pack dell"ery duct.

1-Yl-03-0002$
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 10
Pack Temperature Control
The control of the pack delivery duct temperature is shown schematically in Figure 2.7.
There are two temperature control modes: automatic and manual.
Each pack has a temperature control valve (TCV). In both the automatic and the manual
mode, the temperature of the air delivered by a pack depends on the position of its TCV.
Each pack has a duct delivery temperature indicator and three temperature controls. The
controls and indicator for pack 1 are labelled FLT DECK TEMP CTRL; the controls and
indicator for pack 2 are labelled CABIN TEMP CTRL. The controls are:
A mode switch to select either manual or automatic temperature control.

pack 2, the associated compartment is the cabin.
A three-position switch to manually position the TCV when manual control is

selected. The switch is spring-loaded to the unmarked centre position . The other
two positions are labelled WARM and COOL.
The TCV has two inlets and one outlet. One inlet takes hot air directly from the pack valve ;
the other inlet takes warm air that has passed through both the primary A and the primary
B heat exchangers. The position of the TCV determines how much warm and hot air
leaves the TCV. The air leaving the TCV is mixed with the cold air from the CAU.
Each pack has an automatic temperature controller. The automatic temperature controller
is only used when the associated mode-switch is at AUTO. Each automatic temperature
controller has three inputs:
The automatically set temperature for the associated compartment.
The actual compartment temperature from a compartment temperature sensor.
The pack delivery duct temperature.
The automatic temperature controller adjusts the pack delivery duct temperature to achieve
the temperature selected on the rotary selector at the compartment sensor. The duct
temperature sensor is used to limit the duct temperature to between 3 C and 750C.
When a mode-select switch is at MAN:
The three-position switch directly controls the position of the associated TCV.
The duct temperature sensor does not limit the duct temperature. The flight crew
must keep the duct temperature between 30C and 750C using the duct temperature
indicator.
When the switch is held to WARM, the TCV moves to increase the temperature of
the air in the pack delivery duct.
When the switch is held to COOL, the TCV moves to reduce the temperature of the
air in the pack delivery duct.
When the switch is in the mid-position, the TCV is stationary.
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 11
Figure 2.7 - Temperature Control

From tho
ar supply
ystcl"'
PACK
VALV1E
Primary heat
:change: ~~~
Hot air
II
Wann a r
CAU
Temperature
control valve
Automatic
temperature
controller
Air mixing
Pack delivery duct

Duct temperature sensor
Compartment temperature sensor]
Flight deck temperature sensor for pack 1.

Cabin temperature sensor for pack 2.
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 12
Pack Delivery Duct High Temperature

A schematic of the duct high temperature protection is shown in Figure 2.8.
During automatic temperature control, the automatic temperature controller limits the duct
temperature between 3"C and 75"C.
When the tem perature is being controlled manually, the flight crew are responsible for
maintain ing the duct temperature between 30C and 750C by monitoring the duct
temperature indicator and adjusting the position of the TCV as necessary.
There is also a 1050C temperature switch in the pack delivery duct. There is a pack high
temperature annunciator above the CAU HI TEMP annunciator. The annunciator legends
are PACK 1 HI TEMP and PACK 2 HI TEMP. If the temperature in the pack delivery duct
is 105 OC or greater:
The associated PACK HI TEMP annunciator is latched on.
The associated pack valve is latched shut; the PACK VALVES annunciator
illuminates.
The PACK VALVE annunciator remains illuminated until the PACK switch is set to OFF.
The PACK HI TEMP annunciator remains lit until:
The PACK switch is set to OFF.
AND
The temperature falls to below 105 OC.
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 13
Figure 2.8 - Pack Delivery Duct High Temperature

From
a r supply -"""'.i.,;
syst m
PACK
VALVE
ON/OFF 14-- - - - - - ,
logic
Primary heat
:change: ~~~
Hot air
II
warm air
CAU
Temperature
control valVe
Air mixing
Automatic tempell'ature
controller
Pack delivery duct
Duct temperature sensor
Fault
logic
Flow
switch
NIPS
logic
l-v10~27
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Volume 1
AIR CONDITIONING
Packs
Chapter 3 Topic 2
Page 14
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Overview
Figure 3.1 provides an overview of the air distribution system.
Underfloor ducts deliver conditioned air from the packs to each side of the cabin. Air is
distributed to the cabin via distribution boxes above the cabin windows.
Another underfloor duct takes air from the packs to the flight deck. Air to the flight deck is
distributed via:
Floor outlets.
Side console outlets.
Roof outlets.
The air leaves the cabin and flight deck via floor level vents into the underfloor bays. The
air leaves the underfloor bays via the discharge or outflow valves.
Figure 3.1 - Distribution Overview
Right cabin
supply
Regrcula!ion
ductlng
.)...,.1-.:L-- - Pack 1
...J!!Iooiii~"'i?~:c---;-~-~-- Cabin supply
17"[; -<--- Flight deck supply
l-v1 .(13-00028
dtslnbution
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page2
Cabin and Flight Deck Air Distribution
The cabin and flight deck air distribution is shown schematically in Figure 3.2.
Each pack has a non-return valve in its delivery duct, so one pack cannot back-feed into
the other pack. The two delivery ducts are joined together by a pack supply interconnect
duct. An underfloor duct leads from the left side of the interconnect duct to the flight deck;
a duct from the middle of the interconnect duct leads to the cabin. This arrangement:
Under normal circumstances, allows pack 1 to supply both the cabin and the flight
deck and pack 2 to supply only the cabin.
After failure of one pack, allows the other pack to supply both the cabin and the
flight deck.
The duct feeding the cabin is a mixing duct. The temperature of the two supplies are
equalised in the mixing duct.
From the mixing duct, the supply splits into two underfloor ducts. One duct supplies the left
side of the cabin and the other duct supplies the right side of the cabin.
A filter may be fitted in the mixing duct. The filter has two parts. One part removes
particles from the air; the other part is an activated carbon cloth. The activated carbon
removes odours and, to a minor extent, particles from the air.
An optional flight deck boost valve may be fitted within the interconnect duct between the
flight deck and cabin supply ducts. The valve has a high and low flow position. At the high
flow position, the amount of air supplied to the flight deck by pack 1 is increased.
Air from the two underfloor ducts is taken by pipes around each window to a distribution
box above the window.
A filter may be fitted in the duct leading to the flight deck. This filter does not have a
dedicated particle filter; the filter just has an activated carbon cloth.
On each side of the flight deck there are:
Two floor outlets: forward and left.
One side console outlet.
One roof outlet.
A C-screen demist vent.
The air leaves the cabin and flight deck for the underfloor bays via vents at floor level. The
air leaves the aircraft via the discharge or outflow valves.
A cabin fan draws air from the roof to the adjustable louvres on the passenger service units
(PSUs). There is an adjustable louvre for each passenger.
A flight deck fan draws air from the right aft floor vent to supply adjustable louvres and to
cool the overhead instrument panel.
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page3
Figure 3.2 - Air Distribution Schematic

Flight Deck
@] ~ @ I
Flight
deck fan
Roof panel
Adjustable louvres
......
.....
Forward floor vents
......
Side console adjustable outlets
.....
.....
...... -- - ,
.....
Aft floor vents
C screen demist
: ~~
1-
...
........
- 14.....
~~
Roof outlets
Cabin
+ ...
....
Distribution boxes above the w indows+
...
.....
Flight deck
filter
IO 0 O j
OOOI
j ~
PSUs
I Cabin fan
~
OOOI
loool .
Cabin filter
...
Flight deck
boost valve
Air from pack 1 and air from

pack 2. are mixed in this duct
,..1.
The two filters and the
boost valve are options.
PACK 1
{
PACKZ
i-v1 -03-00029
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Volume 1
Chapt er 3 Topic 3
Page 4
AIR CONDITIONING
Air Dist ribution
Cabin Distribution
There is a distribut ion box :above each cabin window. Air from the underfloor ducts is
taken to the distribution boxes by wall pipes. There are two pipes for each cabin window.
The air enters the cabin from the distribution boxes. The air leaves the cabin via floor level
vents for the underfloor bays. The arrangement is shown in Figure 3.3.
From one of each pair of wall pipes, a small pipe takes air to demisi the associated cabin
window. Each cabin window has an outer and an inner pane. The panes are separated by
a rubber seal, so there is an air cavity between the two panes. The small pipe passes air
between the two panes. The air leaves the window via a hole in the inner pane.
The cabin fan delivers air to the adjustable louvres on the PSUs, in the toilets and in the
vestibules. There is one louvre for each passenger. The direction of each louvre and the
flow rate from each louvre ar-e adjustable. The cabin fan is powered from AC BUS 2 and is
controlled from the CABIN FAN switch on the air conditioning panel via DC BUS 2. Both
AC BUS 2 and DC BUS 2 must be powered for the fan to run. The cabin fan is shown
Figure 3.3 - Cabin Air Distribution
The conditioned air leaves the
distribution boxes for the cabin.
The conditioned air is

delivered to lhe
distribution boxes via
wall ptpes either side of
each window.
The conditioned air is

delivered to the wall pipes
from lhe under-floor duds.
The stale air exhausts at floor
level into the under-floor bays.
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Volume 1
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 5
Figure 3-4 - Cabin Fan

Rear cabin roof
AC BUS 2
DC BUS 2
r
~
Fan power
Relay c ontrol
Cabin
fan
relay
1----+-o
1 - 8 Cab;n Fan
Adjustabl e louvres
On each PSU.
In the vestibules.
In the toilets.
i-v1-03-00031
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page6
Flight Deck Distribution
A schematic of the flight deck air distribution is shown in Figure 3.5.

The air supply to the flight deck splits into a left and right flight deck supply system. On
each side of the flight deck there are:
Two floor outlets: forward and aft.
One side console outlet.
One roof outlet.
A C-screen demist vent.
The air leaves the flight deck for the electrical bay via vents at floor level. The air leaves
the aircraft via the forward discharge or outflow valve.
The supply on each side goes to a C-screen demist vent, a roof outlet shut-off valve and a
flap valve. From the roof outlet shut-off valve, the air goes to the onside roof outlet. There
are two outlets from the flap valve. One goes to the onside aft floor outlet; the other goes
directly to the onside side console outlet and to the onside forward floor outlet via a forward
floor selector valve. The forward air selector valve is a butterfly valve.
On each side console wall there is a flight deck air (F/DECK AIR) selector and a forward air
(FWD/AIR) selector. Each flight deck air selector has three marked positions: ROOF, MAX
FWD and AFT. Each forward air selector has two marked positions: OFF and FULL.
Each flight deck air selector is connected to the onside roof outlet shut-off valve and the
flap valve. Each forward air selector is connected to the onside forward floor selector
valve.
A roof outlet shut-off valve is fully open when the onside flight deck air control is at ROOF.
The shut-off valve moves progressively towards fully closed as the control is moved
towards MAX FWD. Between MAX FWD and AFT, the roof outlet shut-off valve is closed.
When a flight deck air selector is set to ROOF, the onside flow valve is set so that there is
no flow to the onside floor outlets and the onside side console outlet. When the selector is
moved away from ROOF, the flap valve is set to give flow to the onside floor and side
console outlets; at AFT, flow to the aft floor outlet is at a maximum; at MAX FWD, flow to
the forward floor and side console outlets is at a maximum.
Each forward floor selector valve is fully open when the onside forward air selector is at
FULL. The valve moves progressively towards closed as the forward air selector is moved
towards OFF. When the forward air selector is at OFF, the forward air selector valve is
fully closed.
A flight deck fan draws air from the supply to the right aft floor outlet to supply adjustable
louvres and to cool the overhead instrument panel.
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Volume 1
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 7
Figure 3.5 - Flight Deck Distribution

Flight
deck fan
Roof panel
..............
FWD FLOOR AIR
"''
Adjustable
louvres
....... ........
FWD FLOOR AIR

OH
fUU.
Forward floor
select or valve
Forward floor vents
Side console adjustable outlets
Aft ftoor vents
FIDECKAIR
n ~
11.0011
....
fWO
c screen
C screen
domlst
domist
Roof outlets
Nonnally from pack 11 ,

From pack 2 If pack 1 falls.
1-111 03 00032
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page a
Flight Deck Fan
The flight deck fan supplies:
Air to the adjustable louvres on the overhead panel.
Cooling air to the overhead paneL
The direction of each louvre and the flow rate from each louvre are adjustable. The flight
deck fan is powered from AC BUS 2 and is controlled from the FLT DECK FAN switch on
the air conditioning panel. The cabin fan is shown schematically in Figure 3.6.
FCOM:V1-002
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Volume 1
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page9
Figure 3.6 - Flight Deck Fan

Adjustabl e louvres
To
f orward
outlets
Overhead panel cool ing
AC BUS 2
Fan powe'
Flight
deck
Relay control
relay
fan
Flight
deck fan
Right aft floor

outlet
Rig ht air
conditioning
supply
i-V1-03-00033
FCOM:V1-002
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 10
Flight Deck Boost Valve
A flight deck boost valve is available as an option. The function of the boost valve is to
increase the flow of air to the flight deck when the aircraft is on the ground. The valve is
controlled from a switch on the bottom of the right instrument panel.
The flight deck boost valve is in the pack supply interconnect duct between the ducts for
the flight deck air supply and the cabin air supply. The arrangement is shown in Figure
3.7.
The flight deck boost valve is a butterfly valve with two holes in the butterfly. When the
valve is open, the butterfly is parallel to the axis of the duct and there is hardly any
restriction to the air flow through the duct. When the valve is closed, the butterfly is at right
angles to the axis of the duct and air can only pass the valve through the two holes in the
butterfly.
When the valve is closed, the restriction in the common duct causes a greater percentage
of pack 1 air to pass to the flight deck. Of course, the amount of air going from pack 1 to
the cabin is reduced.
The valve is electrically operated by a motor powered from the DC busbar supplying
pack 1.
When the valve is open, a white AIR HI FLOW annunciator illuminates in the switch.
The valve should be open when the aircraft is in flight. The valve is not automatically
opened when the aircraft becomes airborne. The FLIGHT DECK AIR switch should be
selected OFF before take-off.
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Volume 1
A IR CONDITIONING
Air Di stribut ion
Chapter 3 Topic 3
Page 11
Figure 3.7 - Fligh t Deck Boost Valve
Flight Deck
Cabin
Flight deck
!boost valve
~----. .- - - - - - - - - - - -. .
FLIGHT
DECK AIR
The DC bus
supplying pack 1.
DC BUS 1
PACK 1
PACK2
GROUND
USE
ONLY
Duct cross-section
without a boost va lve.
No restriction in
the duct.
Duct cross-section with a boost valve.

Boost valve open.
Boost valve closed.
Negligible restriction
in the duct.
Flow in the duct

is restricted.
iV1 03-00034
FCOM:V1-002
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 12
Avionics Fan Air System
All aircraft have at least one avionics fan. A second fan may be fitted as an option. If two
fans are fitted, only one fan is used at a time; the other is a spare. The fan air system is
shown schematically in Figure 3.8. The avionics fan:
Draws air through avionics and electrical equipment in the electrical and avionics
bay.
Draws air through the flight deck instruments panel.
Draws air over the temperature sensor for the cabin automatic temperature
controller.
Draws air over the temperature sensor for the flight deck automatic temperature
controller.
Draws air through an inlet in the forward vestibule to ventilate the forward galley.
The air passes through the fan and then over the electrical smoke detector. If smoke is
detected, an ELECT SMOKE red caption illuminates on the CWP.
From the smoke detector, the air leaves the aircraft via the forward discharge or outflow
valve.
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Volume 1
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 13
Figure 3_8 - Avionics Fan Schematic
Galley
ventilation
Cabin
automatic
temperature
controller
Fllght deck
automatic
temperature
controller
Flight deck
temperature
sensor
'' 10
- t
_,
JO ,
'I;
IP
, I \ \''
..=.:
I I
Cabin
Cabin
~==1 t&mperature ~~~ temperature
sensor
sensor
Flight deck
instrument
panels
Electrical and
avionic
equipment
Optional
avionics fan 2
Pressure
ewttch
Avionics fan 1
AVIONICS
FAN OFF
lv1 OUXI035
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 14
Avionics Fan Electrical Supply
All aircraft have at least one avionics fan. A second fan may be fitted as an option. If two
fans are fitted, only one fan is used at a time; the other is a spare.
If just one fan is fitted:
The fan is normally supplied by AC BUS 1.
If AC BUS 1 fails, the fan is automatically supplied by AC BUS 2.
A flight deck fan switch is not fitted.
If two fans are fitted:
A flight deck fan switch is fitted.
The switch is in the avionics bay or on the flight deck. The switch has two
positions: FAN 1 and FAN 2.
The selected fan is normally supplied by AC BUS 1.
If AC BUS 1 fails, the selected fan is automatically supplied by AC BUS 2.
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AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 15
Figure 3_9- Avionics Fan Electrical Supply

One fan fitted
AC BUS 1
Bus selection t - --+t
circuit
AC BUS 2
Avionic tan
Two fans fitted
Avionic fa n 1
AC BUS 1
Bus selection
Fan selecdon
1--+ l
circuit
circuit
~~
AC BUS 2
Avionic fan 2
OR
Flight deck switc h
Avionics bay switch

Either an avionics bay switch or a flight deck switch is fitted , but not both.
..v 103-00036
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Air Distribution
Chapter 3 Topic 3
Page 16
EFIS Cooling Fans
There are two EFIS cooling fans: one cools the two left display units and the other cools
the two right display units. The fans are monitored. If a fault is detected, a flight deck
warning is given.
The cooling fan control and monitoring circuit is shown schematically in Figure 3.1 0.
There are two amber EFIS fan fail annunciators on the lower part of the right instrument
panel: L EFIS and R EFIS. The annunciators are on a pushbutton switch. The button can
be pushed in to reset the monitoring circuits.
If either EFIS fan fail annunciator illuminates, an amber EFIS/IRS FAN FAIL annunciator
illuminates on the overhead air conditioning panel.
The left EFIS fan is powered from ESS AC and the right EFIS fan is powered by AC BUS
2.
There is a monitoring circuit for each EFIS fan. The left monitoring circuit is powered from
ESS DC and the right from DC BUS 2. If a monitoring circuit detects that its fan is running
at less than half speed, the monitoring circuit illuminates the associated fan fail
annunciator. The warning is latched ON. If the fault is transient, the monitoring circuit can
be reset by removing power from the monitoring circuit. Power to the monitoring circuits is
routed through the pushbutton switch containing the EFIS fan fail annunciators. Pushing
the switch in removes power from the monitors. The switch is spring-loaded to the out
position. Pushing and releasing the switch resets the monitors.
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Volume 1
AIR CONDITIONING
Air Di stribution
Chapter 3 Topic 3
Page 17
Figure 3_10- EFIS Display Unit Cooling

ESSAC
AC BUS 2
Left EFIS
f an m onitor
Right EFIS
fa n monitor
L EFIS
R EFIS
Press to reset
__
At normal the monitors are powered.

At reset, power is removed from the
monitors to allow a transient fault to
be reset.
ESSDC
DC BUS 2
i-v1 -03-00076
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AVRO 146-RJ Series
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Volume 1
Chapt er 3 Topic 3
Page 18
AIR CONDITIONING
Air Distribution
IRS Cooling Fans
Each IRS has an inertial reference unit (IRU) in the avionics bay. Each IRU has a cooling
fan. An overheat annunciator for each IRU is on the bottom of the right instrument panel.
The legends are IRS 1 and IRS 2 in amber. AC 1 supplies IRS 1 fan and AC 2 supplies
IRS 2 fan. If either IRS annunciator illuminates, an amber EFIS/IRS FAN FAIL annunciator
illuminates on the air conditioning panel.
An overheat condition is sensed by temperature sensors within the IRU. If an overheat
condition is sensed, the IRU illuminates the associated IRS annunciator. The arrangement
is shown in Figure 3.11 .
Figure 3.11 - IRU Cooling
AC BUS 1
l,nertial
reference
unit 1
AC BUS 2
Inertial
reference
unit 2
f- Overheat
Overheat -
i-v1-03-00075
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AVRO 146-RJ Series
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Ram Air Supply

An optional ram air supply for the cabin and flight deck may be fitted. The function of the
ram air valve is to provide ventilation of the cabin and the flight deck when both packs are
off.
The ram air supply is controlled from a RAM AIR VALVE switch on the overhead air
conditioning panel. The ram air supply is shown schematically in Figure 4 .1.
Each pack takes a cooling air supply from the ram air inlet at the base of the fin. A tapping
from the supply to pack 2 takes air to a ram air valve. From the ram air valve, a duct takes
air to the pack supply interconnect duct via a non-return valve.
The function of the non-return valve is to prevent the loss of pressurisation if the ram air
valve fails to open when the aircraft is pressurised.
Figure 4.1 - Ram Air Supply
Flight Deck
Cabin
Flight deck
boost valve
Ra m air valve
.,__
(\
\..../
PACK 1
PACK2
f t
Left air
supply
Cooling air to packs

Ram air inlet
t f
Right air
~upply
lv1-03-00051
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
Chapt er 3 Topic 4
Page 2
AIR CONDITIONING
Ram Air
Ram Air Valve Control and Indication

Ram air control and indication is shown schematically in Figure 4.2.
The ram air valve is controlled by the RAM AIR VALVE switch on the air conditioning
overhead panel. A RAM AIR VALVE NIPS annunciator is above the switch.
The valve is operated by an electric motor supplied by DC BUS 1.
The NIPS annunciator is powered from DC BUS 2.
Figure 4.2 - Ram Air Control a.nd Indication
Flight Deck
Cabin
Flight deck
boost valve
Ram air valve
From ram
alr Inlet
NIPS
logic
DC BUS2
DC BUS 1
PACK 1
PACK2
Power to
operate
the valve
Loft air
Rl hl Dlr
supply
supply
I-V10J.()Q0f>2
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AVRO 146-RJ Series
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External Air Supply Connection

Some aircraft have a connection for low pressure external air conditioning unit. The
connection is behind a door on the lower rear fuselage. The door may be on the left or on
the right. The location of a right door is shown in Figure 5.1 . A left door would be in a
similar position on the other side of the fuselage.
The connection is behind the door. The door is opened by releasing two latches.
The ground air supply unit must mate with the aircraft connection - MS3562 (ASG). The
supply from the rig must be off while the connection is being made. The connection must
be locked in position before the external supply is introduced.
Figure 5.1 - External Air Conditioning Doo r
' '''
\..
This door can be on the left or the right.
Latches
External ground
conditioning door
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Volume 1
AIR CONDITIONING
External Ground Conditioning
Chapt er 3 Topic 5
Page 2
External Air Supply Schematic

From the ground connection, the supply goes to 1he pack supply interconnection via a
non-return valve. The arrangement is shown schematically in Figure 5.2.
Figure 5.2 - External Air Supply Schematic
Flight deck
Cabin
Flight deck
boost valve
From ram
air inlet
Ram air valv e
PACK 1
PACK2
Ground air
supply
Left air
supply
Right air
supply
i-v1-03-00054
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Temperature Switches
There are six high temperature switches in the rear bay. They detect leaks from the
engine bleed dueling, the packs and the pack dueling.
The switches activate at 120 C. If any one of the switches detects a high temperature, the
REAR BAY HI TEMP annunciator illuminates on the overhead air conditioning panel.
The switches quickly reset on falling temperature.
There is a test switch on the overhead test panel. The switch tests the warning circuit
apart from the temperature switches. When the switch is pressed and held, the REAR
BAY HI TEMP annunciator should illuminate. The circuit schematic is shown in Figure 6.1.
Fi gure 6.1 -Rear Bay High Temperature Schematic
ESSDC
Flight deck test switch
Overheat
switch 1
Overheat
switch 4
Overheat
switch 2
Overheat
switch 5
Overheat
switch 3
Overheat
switch 6
REAR BAY
HI TEMP
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AVRO 146-RJ Series
i-v 1-03-00055
Nov 01 / 09
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Volume 1
AIR CONDITIONING
Rear Bay High Temperature
Chapter 3 Topic 6
Page2
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AVRO 146-RJ Series
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Overview
The pressurization system provides the means for controlling the cabin pressure during all
ground and flight operations. The system ensures that comfortable changes of cabin
pressure are achieved inside the cabin regardless of the aircraft ascent and descent rates.
A pressurization overview schematic is shown in Figure 7.1 .
The air supply for the pressurization system comes from the two air conditioning packs.
The packs are supplied by the aircraft air supply system. The aircraft air supply system is
supplied by the engines or the APU. The aircraft air supply system is divided into two
parts: the left and the right. The APU supplies the left and the right system. The left wing
engines supply the left system and the right wing engines supply the right system. Pack 1
is supplied by the left system and pack 2 is supplied by the right system.
The air supply leaves the aircraft via two discharge valves on the left side of the fuselage:
discharge valve 1 :and discharge valve 2. The pressurization system pressurizes the
aircraft by regulating the flow of air from the discharge valves.
The discharge valves are electrically controlled and pneumatically operated. The control
signal comes from the pressurization controller on the flight deck overhead panel. The
pneumatic power comes from either the left or the right air supply system via a shuttle
valve. Pneumatic power is available to operate the valves provided the APU air is
available, or air is available from at least one engine.
Figure 7.1 - Pressurization Overview Schematic
Engine
41
( Engine
31
Right air supply
Flight
deck
Engine
APU bay
Cabin
21 i+~
( Englne1
Ldt air supply

IVl..()).()O()G()
FCOM:V1002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
AIR CONDITIONING
Semi-automatic Pressurization
Chapter 3 Topic 7
Page2
Discharge Valve Control
The outlet area of each discharge valve is controlled by the pressurization controller
between fully closed and fully open. When a discharge valve is fully closed, no cabin air
can leave the aircraft via the discharge valve.
When both discharge valves are closed, there is still leakage of air from the aircraft: for
example, through the door seals.
When a valve is not fully closed, the cabin differential pressure depends on the valve outlet
area and the flow rate through the valve. The differential pressure increases as the valve
outlet area is decreased. The flow rate through the valve increases as the differential
pressure increases. In stable conditions, the total flow through the two discharge valves
and other leakage paths in the aircraft is equal to the net flow into the cabin from the
packs.
When both valves are fully open and both packs are on, the pressure drop across the valve
is close to zero when stable conditions have been established.
The pressurization controller positions the discharge valves so that the cabin pressure
required by the panel settings is achieved.
Each discharge valve is biased to the fully closed position by a spring. The valve is
positioned by the balance of forces due to:
The pressure in the reference chamber.
Cabin pressure.
Valve discharge pressure.
The spring.
The arrangement is shown in Figure 7.2.

The controller controls the discharge valve position by changing the pressure in the
reference chamber. To move the valve towards the closed position, the pressure in the
reference chamber is increased; to move the valve towards a closed position, the pressure
in the reference chamber is reduced. Reference chamber pressure is increased by
admitting air from the cabin into the reference chamber; reference chamber pressure is
reduced by sucking air out of the reference chamber using a jet pump. The motive flow for
the jet pump comes from the air supply system. The flow from the jet pump is discharged
into the discharge valve outlet.
The controller changes the reference chamber pressure by changing the position of a valve
operated by an electric torque motor. The valve has a cabin inlet orifice and an outlet
orifice that vents to the jet pump. The valve varies the balance of the flow through the inlet
orifice and the outlet orifice to control pressure in the reference chamber and thus the
position of the discharge valve.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
Chapter 3 Topic 7
Page3
AIR CONDITIONING
Figure 7_2 - Discharge Valve Control
o4
Cabin pressure
Left air
supply
Alght air
po
supply
~
t-----position
Va ...
lv-e- - - - - - - " " " iCabin pressurol
Flow from
cabin and
flight deck
Valve
control
Torque
motor
Rererrenc:e c:namber
Reference chamber
pressure
Cabin
prossun.
Discharge prossuro
(close to ambient pressure)
Valve outlet
Discharge
flow
1-\11.()3-00047
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page4
Discharge Valve Protective Features
Each discharge valve has protective features that are:
Pneumatically operated.
Do not require
electricity~
There are three protective features:
Maximum cabin altitude.
Maximum positive differential pressure protection: also called outward relief.
Maximum negative differential pressure protection: also called inward relief.
Maximum Cabin Altitude Limiter
Maximum cabin altitude protection is provided by a maximum cabin altitude control valve
on each valve. A cabin altitude control valve prevents the cabin altitude rising above
15 000 ft provided an adequate flow of air is entering the cabin from the packs. The cabin
altitude control valve is shown schematically in Figure 7.3.
Each cabin altitude control valve senses cabin pressure; if the cabin altitude rises above
15 ooo ft, the cabin altitude control valve increases the reference chamber pressure by
increasing cabin pressure into the reference chamber. A cabin altitude control valve will
control to 15 000 ft if an adequate air supply is available; if not, it will close its discharge
valve.
Positive Relief Control Valve
Maximum differential protection is provided by a positive relief control valve on each

discharge valve. The control valve is shown schematically in Figure 7.3.
Each positive relief control valve senses cabin pressure and ambient pressure. Ambient
pressure sensing is from S4 for the forward discharge valve (valve 1) and from S5 for the
aft discharge (valve 2). Each positive relief control valve has a spring that biases its relief
valve towards closed. A positive relief control valve opens when the cabin differential
pressure exceeds the limit. When a positive relief control valve is opened, the discharge
valve reference chamber is connected to a local area of low pressure air in the outlet of the
discharge valve. The discharge valve then moves towards open, relieving the cabin
pressure.
Either positive relief control valve takes priority over all normal control functions and will
control to the maximum differential pressure. When the cabin altitude is set to 8 000 ft and
the aircraft is at the maximum certified altitude, control is normally via the positive relief
control valve.
Each discharge valve has an altitude limiter; the limiter increases the datum of the positive
relief control valve when the aircraft is above 29 000 ft.
On aircraft with a maximum certified altitude of 31 000 ft, the positive relief control valve is
set at 6.55 psi at 29 000 ft and below and to 6. 75 psi above 29 000 ft. On aircraft with a
maximum certified altitude of 33 000 ft, the positive relief control valve is set to 7.17 psi at
29 ooo ft below and to 7.33 psi above 29 ooo ft.
FCOM:V1-002
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page 5
Figure 7_3- Maximum Altitude and Positive Relief Control Valves

S4 for the forward valve
SS for the aft v,a lve

Cabin pres$ure
Loft atr
supply
Altitude
limiter
Right It r
supply
Maximum
cabin altitude
control valve
Positive relief
control valve
Valve
normal
control
~-
Shuttle valve
Torque
mot or
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page6
Inward Relief Valve
The increase in external pressure that occurs when the aircraft is descending very rapidly
after loss of both packs may cause a negative differential pressure. An inward relief valve
on each discharge valve limits negative differential to 0.5 psi.
The inward relief valve vents the reference chamber to the cabin; thus the higher ambient
pressure will tend to open the discharge valve.
The inward relief valve is shown schematically in Figure 7.4.
Ditching
The ditching system is shown schematically in Figure 7 .4.

Each discharge valve has a ditch inward relief valve, an inward relief servo valve and a
ditching mechanism. The ditching mechanism is operated by a DC motor. The DC motor
moves to the ditching position when the DISCH VALVES switch on the pressurization
panel is set to DITCH. The DC motor is powered from the emergency battery busbar.
When DITCH is selected, the inward relief valve is closed and the ditch inward relief valve
is opened. In this condition, inward relief is given by the inward relief servo valve and the
ditch inward relief valve.
The inward relief servo valve compares ambient pressure and cabin pressure; when
ambient pressure is higher than cabin pressure, the inward relief servo valve opens to vent
the reference chamber. The ambient pressure reference is S3 for the forward valve and
sa for the rear valve.
When the ditch inward relief valve is opened, ambient pressure from a port in the outlet of
the discharge valve is connected to the reference chamber. This reduces the reference
chamber pressure and forces the discharge valve to open and will reduce cabin pressure.
The differential pressure will be reduced to zero if the packs are off. If one or both packs
are on, the discharge valves will control to a low positive differential pressure. The packs
are switched off before ditching.
On ditching, water enters the reference chamber via the port in the discharge valve outlet
and the ditching inward relief valve. Pressure is equalised on either side of the valve and it
closes under the influence of the spring. Water cannot enter the aircraft via the discharge
valves.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page 7
Figure 7.4 - Ditching and Inward Relief

53 for the forward valve
58 for the aft val\le

To cabin
To cabin
Ditch
motor
Valve
normal
control
DITCH
lnwa rd relief
servo valve
Close
~
Open
Inward
relief
valve
Cabin
pressure
Ditch Inward
relief valve
Loft a r
supply
Rfghtafr
supply
Shuttle vlve
Torque
motor
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page a
Pressurization Controller
The pressurization controller is electronic. It is behind the pressurization panel on the flight
deck overhead panel. The controller functions are shown schematically in Figure 7.5.
The controller has one control circuit for the automatic mode and another for the manual
mode. The automatic mode circuit is normally powered by essential AC, but will be
powered automatically by the emergency battery busbar if essential AC fails. The manual
mode circuit is powered by the emergency battery busbar. When the mode switch is
selected to AUTO, the automatic control circuit is turned on and the manual control circuit
is turned off. When the mode switch is selected to MAN, the automatic control circuit is
turned off and the manual control circuit is turned on.
The discharge valve position indicators are powered from emergency battery busbar.
The ditch function is normally powered from essential AC; if essential AC fails, the ditch
function is automatically powered from the emergency battery busbar. If the DISCH
VALVES switch is set to DITCH, the ditch motors in both discharge valves rotate to the
ditch position.
Both the automatic control circuit and the manual control circuit respond to the NORMAL,
SHUT 1 and SHUT 2 positions of the DISCH VALVES switch. At NORMAL both valves are
controlled; the positions of the valves will be approximately the same. At SHUT 1, valve 1
is shut and control is maintained using valve 2. At SHUT 2, valve 2 is shut and control is
maintained using valve 1.
When the mode selector is selected to MAN, the position of the discharge valves is
determined by the rotary MAN control and the position of the DISCH VALVES switch. The
MAN switch sends a position demand to the valves. Provided a valve has not been
selected SHUT, it will take up the position demanded by the rotary control.
When the mode selector is at AUTO:
In the air, the valves are positioned to satisfy the rate and cabin altitude demands
set on the controller. Provided a valve has not been selected to SHUT, both valves
will be at approximately the same position.
On the ground, the valve position depends on a ground logic circuit within the
automatic control circuit. The ground logic circuit looks at the squat switch position
and the position of the thrust lever of engine 2.
In the automatic mode, the controller uses a pressure transducer that senses cabin
pressure to determine the actual cabin altitude and the actual rate of change of cabin
altitude.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page9
Figure 7-5- Controller Schematic

Pfe'SSurisation Controller
Valve 1 Indicator
position sensor
Valve 2 Indicator
position sensor
Manual control
Normal/shut 1/shut 2
EMERG BATT
Power
supply
AUTO
and
DITCH
ESSAC
Thrust
Ditch
Valve1
ditching
motor
Ditch
Valve 2
ditching
motor
Normal/shut 1/shut 2
~~~
Valve 1
torque motor
Automatic control
Valve 2
torque motor
Pack and
engine air
switching
Cabin pressure transducer
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page 10
Automatic Mode Control in Flight
The cabin altitude will climb if the actual cabin altitude is below the set value and descend
if the actual cabin altitude is above the set value.
The selected rates of climb are the equivalent sea level rates; they are:
At the detented position on 31 000 ft controllers, 525 ft/min in a climb and 375 ft/min
in a descent.
At the detented position on 33 000 ft controllers, 500 ft/min in a climb and 325 ft/min
in a descent.
At the increased rate setting on 33 000 ft controllers, 600ft/min in a climb and 360
ft/min in a descent.
At the minimum position, 150 ft/min in a climb and 100 ftlmin in a descent.
At the maximum position, 1 800 ftlmin in a climb and 1 200 ftlmin in a descent.
The controller will control to the cabin altitude set on the cabin altitude scale. The cabin
altitude is set using the ALT control. The datum for the cabin altitude will be the setting on
the baro setting scale. The datum is changed with the BARO control.
The discharge valves move more quickly when either pack switch is operated or either
inboard engine air switch is operated.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 7
Page 11
Automatic Mode Control on the Ground
On the ground with the thrust lever of engine 2 below the take-off range, the system sets
the altitude for control to 14 000 ft and the rate of control to 1 200 ft/min. Both discharge
valves move to fully open provided air is available from the air supply system.
On the ground with at least one pack on, the system selects a cabin rate of descent of
600ft/min when the thrust lever of engine 2 is moved into the take-off range. On take-off,
the system is controlling at rotation.
On the ground with both packs off, the system signals both valves towards the closed
position when the thrust lever of engine 2 is moved into the take-off range.
The ground logic requires:
Emergency DC to power the squat switch to the ground state.
AND
Another DC power source to signal the controller that the aircraft is on the ground.
On early aircraft the DC signal comes from DC 2; on most aircraft the signal comes from
ESS DC. Early aircraft require both DC 2 and EMERG DC for the ground logic to work, but
most aircraft require ESS DC and EM ERG DC for the ground logic to work.
If the GRND PRESSN switch light on the overhead test panel is selected to ground
pressurization mode, the on ground signal is removed from the controller; the automatic
system will function on the ground in the same way that it does in the air. The ground
pressurization mode is for maintenance purposes only.
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AIR CONDITIONING
Chapter 3 Topic 7
Page 12
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Overview
The pressurization system provides the means for controlling the cabin pressure during all
ground and flight operations. The system ensures that comfortable changes of cabin
pressure are achieved inside the cabin regardless of the aircraft ascent and descent rates.
A pressurization overview schematic is shown in Figure 8.1 .
The air supply for the pressurization system comes from the two air conditioning packs.
The packs are supplied by the aircraft air supply system. The aircraft air supply system is
supplied by the engines and the APU. The aircraft air supply system is divided into two
parts: the left and the right. The APU supplies the left and the right system The left wing
engines supply the left system and the right wing engines supply the right system. Pack 1
is supplied by the left system and pack 2 is supplied by the right system.
The air supply leaves the aircraft via two out flow valves on the left side of the fuselage: the
primary outflow valve and the secondary outflow valve. The pressurization system
pressurizes the aircraft by regulating the flow of air from the outflow valves.
The outflow valves are electrically controlled and pneumatically operated. The control
signal comes from the pressurization controller on the flight deck overhead panel. The
pneumatic power comes from either the left or the right air supply system via a shuttle
valve. Pneumatic power is available to operate the valves provided the APU air is
available or air is available from at least one engine.
Figure 8.1 - Pressurization Overview Schematic
IEngine !~
IEngine 31--ffi
Flight
deck
Cabin
APU bay
APU
Primery
valve
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Volume 1
AIR CONDITIONING
Fully Automatic Pressurization
Chapter 3 Topic 8
Page2
Outflow Valve Control
The pressurization controller controls one outflow valve. The position of the other outflow
valve is pneumatically slaved to the position of the valve being controlled by the controller.
The outlet area of the inecontrol valve is controlled by the pressurization controller between
fully closed and fully open. When the outflow valve is fully closed, no cabin air can leave
the aircraft via the outflow valve. When both outflow valves are closed, there is still
leakage of air from the aircraft: for example, through the door seals.
When a valve is not fully closed, the cabin differential pressure depends on the valve outlet
area and the flow rate through the valve. The differential pressure increases as the valve
outlet area is decreased. The flow rate through the valve increases as the differential
pressure increases. In stable conditions, the total flow through the two outflow valves and
other leakage paths in the aircraft is equal to the net flow into the cabin from the packs.
When both valves are fully open and both packs are on, the pressure drop across the valve
is close to zero when stable conditions have been established. The pressurization
controller positions the outflow valves so that the cabin pressure required by the panel
settings is achieved.
Each outlet valve is biased to the fully closed position by a spring. The valve is positioned
by the balance of forces due to:
The pressure in a reference chamber.
Cabin pressure.
Valve discharge pressure.
The spring.
The arrangement is shown in Figure 8.2.

The controller controls the outflow valve position by changing the pressure in the reference
chamber. To move the valve towards a more closed position, the pressure in the reference
chamber is increased; to move the valve towards a more open position, the pressure in the
reference chamber is reduced. Reference chamber pressure is increased by admitting air
from the cabin into the reference chamber; reference chamber pressure is reduced by
sucking air out of the reference chamber using a jet pump. The motive flow for the jet
pump comes from the air supply system. The flow from the jet pump is discharged into the
discharge valve outlet.
Cabin air permanently leaks into the reference chamber. The controller changes the
reference chamber pressure by changing the position of the valve operated by an electric
torque motor. The valve varies the amount of suction applied by the jet pump.
The primary valve has a permanent bleed from the cabin directly into the valve. When the
primary valve is in control, the pneumatic link between the two valves keeps pressure in
the secondary valve reference chamber the same as that in the primary valve; the
secondary valve position is slaved to the primary valve's position.
The secondary valve does not have a direct bleed from the cabin to the valve. When the
secondary valve is in control, the bleed is effectively from the cabin bleed port on the
primary valve via the pneumatic link.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page3
Figure 8_2 - Outflow Valve Control
1. . . . .-
Cabin pressure
Cabin pressure Inlet

Only fitted to the
primary valve
Valve
fully opon
Pneumatic link to the

other outflow valve
loft a1r
up ply
Right lr
supply
Valve
control
Flow from
cabin and
flight deck
Reference chamber
Cabin
pressure
Discharge pressure
(close to ambiont prossuro)
Valve outlet - - - - - - -
Discharge
flow
i-vl-03-00062
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page4
Outflow Valve Protective Features
Each outflow valve has protective features that are:
Pneumatically operated.
Do not require
electricity~
There are three protective features:
Maximum cabin altitude.
Maximum positive differential pressure protection: also called outward relief.
Maximum negative differential pressure protection: also called inward relief.
Cabin Altitude Limit Control
Maximum cabin altitude protection is provided by a cabin altitude limit control valve on
each outflow valve. A cabin altitude limit control valve prevents the cabin altitude rising
above 15 000 ft provided an adequate flow of air is entering the cabin from the packs. The
control valve is shown schematically in Figure 8.3. If the OUTFLOW VALVES switch has
been set to DUMP, the cabin altitude limit control valve controls to 15 700ft.
Each cabin altitude limit control valve senses cabin pressure; if the cabin altitude rises
above 15 000 ft (15 700ft if DUMP is selected), the cabin altitude limit control valve
increases the reference chamber pressure by introducing cabin pressure into the reference
chamber. A control valve will control cabin altitude to the limit if an adequate air supply is
available; if not, it will close its outflow valve.
Positive Relief Control Valve
Maximum differential protection is provided by a positive relief control valve on each

discharge valve. The control valve is shown schematically in Figure 8.3.
Each positive relief control valve senses cabin pressure and ambient pressure. Ambient
pressure sensing is from S4 for the primary valve and S5 for the secondary discharge
valve. Each positive relief control valve has a spring that biases its relief valve towards
closed. A positive relief control valve opens when the cabin differential pressure exceeds
7.7 psi. When a positive relief control valve is opened, the discharge valve reference
chamber is connected to a local area of low pressure air in the outlet of the discharge
valve. The discharge valve then moves towards open, relieving the cabin pressure.
Either positive relief control valve takes priority over all normal control functions and will
control to 7.7 psi if the cabin differential pressure reaches 7.7 psi.
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Volume 1
Chapter 3 Topic 8
Page 5
AIR CONDITIONING
Figure 8.3 - Maximum Altitude and Positive Relief Control Valves

~
for the primary valve
SS for the secondary valve

other o utflow valve.
Cabin pressure
Loft ar
supply
Right air
Cabin pressure
au ply
Inlet
Only fitted to lhe
primary valve
I
Positive relief
control valve
Cabin altitude
limit control
valve
Valve
control
Shuttle valva
Reference chamber
!..=======~ Area of low pressure.
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AIR CONDITIONING
Chapter 3 Topic 8
Page6
Inward Relief
The increase in external pressure that occurs when the aircraft is descending very rapidly
after loss of both packs may cause a negative differential pressure. The design of the
outflow valve limits any negative differential to 0.5 psi.
When the ambient pressure significantly exceeds the cabin pressure, the balance of forces
across the outflow valves forces them towards the open position. Pressure is prevented
from rising in the reference chambers by the permanently open bleed port in the primary
valve to the cabin.
Ditch Valve
Each discharge valve has a ditching valve. The ditching valve is shown schematically in
Figure 8.4.
The ditching valve is operated by an electric solenoid. When the solenoid is powered, the
ditching valve is opened. The solenoid is powered from the emergency battery busbar.
When the ditching valve is open, the reference chamber is connected to a port in the valve
outlet.
When the OUTFLOW VALVES switch is selected to DITCH:
The ditching valve is opened.
AND
Power is removed from the torque motors.
On ditching, water enters the reference chamber via the port in the outflow valve outlet and
the ditching valve. As a result, the pressure is equalised on either side of the valve and the
valve closes under the influence of the spring. This ensures that water cannot enter the
aircraft via the discharge valves.
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Volume 1
Chapter 3 Topic 8
Page 7
AIR CONDITIONING
Figure 8-4 - Ditching
other outflow valve.
Left air
supply
Right air
Cabin pressure
supply
inlet
Only fitted to the
primary valve.
Ditch
Valve
control
Ditching valve
Reference chamber
Spring
iv1.Q3.QQQ64
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page8
System Control
System control is shown schematically in Figure 8.5.

The outflow valves are electrically signalled by the controller. The valves are spring loaded
to the closed position; valve position can be varied by applying suction to it. Each valve
has its own jet pump to supply suction. The motive flow for the jet pumps is from the air
supply system. Any engine or the APU can supply the motive flow.
The system has two channels: primary and secondary. Each channel can control the
system in either manual or automatic mode.
When the primary channel is in control, it electrically signals the primary valve; the
secondary valve is not electrically signalled, but is pneumatically slaved to the primary
valve.
When the secondary channel is in control, it electrically signals the secondary valve; the
primary valve is not electrically signalled, but is pneumatically slaved to the secondary
valve.
Normally the primary channel is in control. If the primary channel fails, the secondary
channel automatically takes over control.
Each channel receives:
Altitude, baro-set and airspeed from both ADCs .
The engine 2 thrust lever position and the squat switch position. These inputs are
used to determine whether the aircraft is taking off or landing.
The cabin pressure. There is one sensor for each channel.
The positions of all the panel switches .
The primary channel is powered by DC 2; the secondary channel is powered by EMERG

DC.
Software Maximum Differential Pressure Protection
Each channel provides software maximum cabin differential protection. If the cabin
differential pressure exceeds the software limit, a rate of climb is commanded. Maximum
differential protection overrides all other software functions.
The protection is available in both the manual mode and the automatic mode.
The software limits are:
7.36 psi below FL 270.
7.46 psi above FL 270.
A channel calculates differential pressure from its cabin pressure sensor and ADC aircraft
altitude data. If neither ADC is available, the software maximum cabin differential
protection is not available.
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Volume 1
Chapter 3 Topic 8
Page9
AIR CONDITIONING
Figure 8_5 - System Control Schematic
Primary
channel
Cabin
pru$ure
sansor
s~ondary
ADC 1
channel
ADC 2
Cabin
:!=!==
~=!: pressure
sensor
Thrust
lever 2
Controller switch positions
Automat~~- ~
Automatic
mode control
mode con: J
Manual mode
control
Manual mode
control
Ditching valve power
EM ERG BATT
Valve control
Valve control
Ditchi ng
valve
Ditching
valve
Torque
motor
Torque
motor
Jet pumps
Primary outflow valve
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AIR CONDITIONING
Chapter 3 Topic 8
Page 10
System Indication
System indication is shown schematically in Figure 8.6.

The FULL OPEN annunciators are driven by micro switches on the valves. The electrical
power comes from the emergency battery busbar.
The controller provides the signal for the CWP CABIN HI AL T caption. Either channel can
signal the caption.
The CWP has an amber PRESSNi caption and a white PRESSN caption . Either channel
can signal the captions.
The panel LCD display is supplied by the secondary channel. The primary channel cannot
supply the panel display.
The QUAD display can be supplied by either channel. Normally, the primary channel is in
control and supplies the QUAD indicator while the secondary channel supplies the panel
display. If the primary channel fails the secondary channel automatically takes over control
and supplies both the QUAD indicator and the panel display.
The QUAD indicator is normally powered by DC 2. If DC 2 fails, the QUAD indicator is
automatically transferred to EM ERG DC.
White PRESSN Caption
The white PRESSN caption indicates that an abnormal system selection has been made or
that a minor system failure has occurred. A minor system failure is one that does not
require pilot action: for example, a single channel failure.
The abnormal selections are DUMP, DITCH or MAN.
Amber PRESSN
i Caption
The amber PRESSN i caption indicates that the differential pressure is outside the range
-0.5 to 7.6 psi or that a major system failure has occurred requiring pilot action: for
example, dual channel failure or dual ADC failure.
When the differential pressure is outside the range of -0.5 to 7.6 psi, the indication of
differential pressure on the panel display and the QUAD indicator will flash.
CABIN HI ALT Caption
The logic associated with the CABIN HI ALT caption is described in the Cabin High
Altitude Warning topic of this chapter.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page 11
Figure 8_6- System Indication Schematic
------t~ERG
Normal
supply
Bock-up
SUpJJIY
Primary
channel
o"CJ
Secondary
channel
Normal
indication
,...,
u
,..., ,...,
uu
,...,,...,
LJ
Normal
indication
PRESSN
PRESSN
PRIMARY
Ol'tN
~UlL
SFUlNOARY
Full OPfN
Valve control
EMERGBATI
Torque
motor
Valve control
Torque
motor
Valve
Valve
position 1+---"1---+! position
switches
switches
Primary outflow valve
~===========:1 Secondary outflow valve
~----------------~
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AIR CONDITIONING
Chapter 3 Topic 8
Page 12
Sub-modes
The controller has the following sub-modes:
Ground sub-mode.
Take-off sub-mode ~
Take-off abort sub-mode.
Climb sub-mode.
Descent sub-mode.
Landing sub-mode.
Ground Sub-mode
The ground sub-mode is used to prevent pressurization on the ground. The ground
sub-mode is first entered when the controller is powered up and an on ground signal from
the squat switch is present. In the ground sub-mode, both outflow valves are signalled fully
open. The system transfers to the take-off sub-mode when either engine 2 thrust lever is
moved into the take-off range, or the airspeed exceeds 160 kt.
Take-off Sub-mode
In the take-off sub-mode, a cabin rate of descent is signalled so that the system is in
control when the aircraft rotates. A small degree of pressurization is achieved during the
take-off run. However, the cabin altitude does not descend more than 200ft below the
ru nway altitude.
Take-off Abort Sub-mode
If the engine 2 thrust lever is retarded while the aircraft is still on the ground, the take-off
abort sub-mode is entered. In the take-off abort sub-mode, the cabin pressure is reduced
gradually for 20 seconds and then the outflow valves are opened fully. The system then
transfers back to the ground mode.
Climb Sub-mode
The climb sub-mode is entered 10 seconds after the aircraft becomes airborne. The
aircraft is considered airborne if either weight is off the wheels or the airspeed is greater
than 160 kt.
The automatic mode uses a principal schedule of cabin altitude against aircraft altitude.
The principal schedule is shown in Figure 8 .7. To minimise unnecessary descents after
take-off in the automatic mode, on first entering the climb sub-mode after take-off:
For take-off altitudes less than 2 ooo ft, the cabin altitude is controlled to a take-off
schedule of cabin altitude versus aircraft altitude. The schedule starts with a cabin
altitude slightly below the take-off altitude. The system follows the take-off
schedule until it intersects with the principal schedule. This occurs at an aircraft
altitude of 1 5 000 ft.
For take-offs at 2 000 ft or above, but not above 8 000 ft, the cabin altitude is held
at the take-off value for 5 minutes. Then, cabin altitude is controlled to the higher of
the cabin altitude of the principal schedule and the landing field elevation.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page 13
In the automatic mode, when the climb mode is first entered from a take-off altitude greater
than 8 000 ft, the cabin altitude is controlled to the higher of the cabin altitude of the
principal schedule and the landing field elevation.
On entries to the climb mode other than the first, the cabin altitude is controlled to the
higher of the cabin altitude of the principal schedule and the landing field elevation.
When seeking the cabin altitude of the principal schedule, the cabin rate of change is
limited to pressure rates of change equivalent to a climb rate of 600 It/min at sea level and
a descent rate of 325 ftfmin at sea level.
In the manual mode, the cabin rate is controlled to the set rate. When the rate is set to
zero, the system holds the existing cabin alt itude.
Figure 8.7 - The Principal Schedule
10 000
r
g
6 000
Q)
"0
...
:l
4 000
:;:;
cv
c
:0
cv
8 000
2 000
-2 000
-5 000
~
0
v
v
10 000
_/
20 000
Aircraft altitude (ft)
30 000
40 000
i-v 1-0300067
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AIR CONDITIONING
Chapter 3 Topic 8
Page 14
Descent Sub-mode
The climb sub-mode transfers to the descent sub-mode if the aircraft descends more than
500ft. The descent sub-mode transfers back to the climb sub-mode if the aircraft climbs
more than 500 ft.
In the descent sub-mode, the cabin altitude is controlled to the higher of the cabin altitude
of the principal schedule and the landing field elevation.
When seeking the cabin altitude of the principal schedule, the cabin rate of change is
limited to pressure rates of change equivalent to a climb rate of 525ft/min at sea level and
a descent rate of 325 ft/min at sea level.
In the manual mode, the cabin rate of change is controlled to a set rate. When the rate is
set to zero, the system holds the existing cabin altitude.
Landing Sub-mode
The landing mode reduces any residual cabin differential pressure on landing in a
controlled manner. Landing mode is entered from either climb, descent or flight modes
when the squat switch senses an on-ground condition and the airspeed is less than 140
kt. After 20 seconds, the system changes to the ground sub-mode.
Automatic Mode Selection and Indication
In the automatic mode, a landing field elevation can be selected using the LOG ALT control
on the panel; rate control is automatic.
The LOG ALT switch is a 16 position switch. It moves in clicks and allows the landing field
altitude to be set in steps of 100 ft. The first click causes the currently selected landing
altitude to be displayed on the panel indicator bottom line. Each further click of the selector
causes the landing altitude to change by 1oo ft. Clockwise rotation causes an increase in
landing altitude. While the landing altitude is being displayed on the panel indicator, LA
precedes the displayed altitude. The displayed landing altitude is referenced to the
sub-scale setting on the left altimeter.
On the ground, the landing field altitude can be set between -1 000 ft and 8 000 ft. In the
air, the landing field elevation can be set above 8 000 ft, but not above 14 000 ft.
The cabin altitude displayed on the panel indicator and the QUAD indicator is referenced to
the altimeter sub-scale setting on the left altimeter.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page 15
Manual Mode Selection and Indication
Landing field elevation is not used in the manual mode. The only manual control is the
MAN RATE control on the panel. In the manual mode, cabin rate is controlled to the set
rate. When the rate is set to zero, the system holds the existing cabin altitude.
The MAN RATE switch is a 16 position switch. It moves in clicks and allows the manual
rate to be displayed on the panel indicator top line and the QUAD indicator top line. Each
further click of the selector causes the manual rate to change by 50 fVmin. Clockwise
rotation causes an increase in manual rate. While the manual rate is being displayed on
the panel indicator, MR precedes the displayed rate. While the manual rate is being
displayed on the QUAD indicator, MAN precedes the displayed rate.
The MAN RATE can be set between -2 500 fVmin and 2 500 fVmin. The selected rate
gives a pressure equivalent to the selected rate at sea level. The indicated rate is the
actual rate. At cabin altitudes above sea level, the indicated rate will be higher than the
actual rate: about 20% higher at 8 000 ft cabin altitude. Cabin comfort depends on the
pressure rate and not the altitude rate.
If either ADC is available, the displayed cabin altitude is referenced to the altimeter sub
scale setting on the left altimeter.
If both ADCs have failed, the displayed cabin altitude is referenced to 1013 mb and there
will be no indication of ~p .
ADC Failures
If a single ADC failure occurs, the white PRESSN caption illuminates and ADC 1 or 2, as
appropriate, is displayed on the middle line of the panel display. The controlling channel
will use data from the serviceable ADC.
If both ADCs fail:
The system automatically reverts to manual. Automatic control requires aircraft

altitude data from one ADC.
Cabin differential pressure cannot be calculated. The display of cabin differential

pressure will be dashes on both indicators.
Software maximum differential pressure is no longer available.

protection on the outflow valves is still available.
The amber PRESSNi caption illuminates.
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However, the
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page 16
Excess Rate Test
The controller performs an excess rate test. The test continuously monitors the actual
cabin rate compared to the demanded rate. A fail point is determined by the rate of error
and the time for which it existed. If the test fails, the controlling channel will be failed and
control will be transferred to the other channel. The white PRESSN caption will illuminate
and the failed channel will be indicated on the middle line of the display panel.
If the second channel subsequently fails the test:
The amber PRESSNi caption illuminates and a DUAL fault is annunciated on the
middle line of the panel display.
Control is passed back to the original channel.
If the dual fault clears, control will automatically be resumed.
The excess rate test can fail in both channels if both air conditioning packs are off in flight.
As soon as the packs are restored, the PRESSNi caption extinguishes and the dual fault
clears. A typical case is a take-off without air conditioning followed by a late introduction of
air conditioning.
Verify Test Mode
A verify test mode can be entered on the ground by either rotating the LOG ALT selector
five clicks past -1 000 ft or 5 clicks past 8 000 ft. If the test passes, PASS is displayed on
the panel display for 5 seconds after the test is complete. If the test fails, the fault is shown
on the middle of the display.
Panel Display
The panel display is shown in Figure 8.8.

The top line shows the cabin rate in tvmin. An arrow indicates the direction of the rate. If a
manually selected rate is being displayed, MR precedes the rate.
The middle line shows cabin differential pressure in psi. Faults can also be displayed on
the middle line.
The bottom line shows cabin altitude or landing field altitude in ft. If landing field altitude is
being displayed then LA precedes the altitude.
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Volume 1
AIR CONDITIONING
Chapter 3 Topic 8
Page 17
Figure 8.8 - Panel Display

Arrow indicates a rate of climb.
Actual cabin rate

Differential pressure - - - -....H
Cabin altitude
---------1~
Arrow indicates a rate of climb.
MR+
Manually set cabin rate
-: n n
~uu
n
.u
Differential pressure
~nn
Cabin altitude
~uu
Arrow indicates a rate of descent.
Manually set cabin rate
.,
Differential pressure
.,
l anding altitude
IJio
i-v1 -03-00068
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Chapt er 3 Topic 8
Page 18
Fault Display
The panel indicator normally displays cabin differential pressure on the middle line. If a
fault occurs, differential pressure is replaced by the fault. The display can be returned to
the differential pressure by pressing the CLEAR DISPLAY FAULT button on the panel.
If a fault is diplayed it should be recorded for maintenance action. Once recorded, the
CLEAR DISPLAY FAULT button is pressed. If more than one fault has been detected, the
next fault is displayed after the button is pressed.
If a particular fault is common to both channels, two presses must be made to clear the
fault from the display. Once all faults are cleared from the display, differential pressure is
again indicated.
It is important to realise that the button only clears the fault from the display. Pressing the
button does not cure the fault.
An example of the fault display is shown in Figure 8.9. The various fault annunciations and
their meanings are given in Table 8.1.
Figure 8.9 - Fault Display
Actual cabin rate
ADC 2 - ADC 2 failed
...
Cabin altitude
...
Ti
..!J
.-.
n
w
-:.
'- c
::. nn
ww
i-v1-03-00069
LCD Panel Display Annunciations

Annunciation
Meaning
TEST
The verify mode test is running.
PASS
The controller has passed the verify mode test.
PRI
The primary channel has failed.
SEC
The secondary channel has failed.
POFV
There is a fault in the primary outflow valve.
SOFV
There is a fault in the secondary outflow valve.
ADC1
There is a fault in the air data computer 1 input.
ADC2
There is a fault in the air data computer 2 input.
ADC
There is a fault in both air data computer inputs.
DUAL
Both the primary and secondary channels have failed.
ALT
There is a fault in the cabin high altitude warning circuit.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
CWP caption
Every aircraft has a red CABIN HI ALT caption on the CWP. If the caption illuminates, the
triple chime sounds and the glareshield red alert lamps flash.
In aircraft with a fully automatic pressurization system, the caption is illuminated by the
pressurization controller. Each channel independently generates the cabin high altitude
warning in both the manual and the automatic modes. Either channel can illuminate the
CABIN HI ALT caption. The system is shown schematically in Figure 9.1 .
In cruise or descent, the cabin high altitude warning threshold is the higher of the following:
9 700ft.
The selected landing field altitude plus 500 ft.
In the climb, the cabin high altitude warning threshold is the higher of:
9 700ft.
The selected landing field plus 500 ft.
Take-off altitude plus 500 It minus 300 times the airborne time in minutes.
The logic caters for take-offs and landings at high altitude airfields.
The emergency battery busbar supplies the cabin high altitude warning circuit. For the
cabin high attitude warning to work, one channel of the pressurization controller must be
working and the emergency battery bus must be powered.
When the cabin high altitude caption is illuminated, the air conditioning is forced to the
fresh mode.
If the cabin altitude exceeds 8 700 It, the panel and QUAD displays of cabin altitude flash.
This flashing can be cancelled by pressing the CLEAR DISPLAY FAULT button. If the
cabin altitude is at or above the high altitude warning threshold, both displays of cabin
altitude will flash. In this case the CLEAR DISPLAY FAULT button has no effect. The
flashing stops when the cabin altitude reduces below the warning threshold.
Figure 9.1 - Cabin High Altitude Warning with Fully Automatic Pressurization
DC BUS 2
I
I
I
I
Primary channel!
1- r-
Cabin air
to fresh
Pressurisation controfler
EMERG DC
EMERG BATT
I
I
I
I
Secondary channel :
1-1- ---------
Relay control
Caption power ----.1
Cabin high
altitude relay
i-v1 -03-00070
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Cabin High Altitude Warning
Chapter 3 Topic 9
Page2
In an aircraft with a semi-automatic pressurization system, the caption is illuminated by a

pressure switch that is independent of the pressurization system.
There are three standards of warning :
For aircraft cleared to operate from airfields up to 8 000 ft, there is one high altitude
pressure switch. The pressure switch illuminates the caption if the cabin altitude
exceeds 9 300ft. The caption remains illuminated until the cabin altitude reduces
to below 8 500 ft.
For aircraft cleared to operate from airfields up to 9 300ft, there is one high altitude
pressure switch. The pressure switch illuminates the caption if the cabin altitude
exceeds 10 000 ft. The caption remains illuminated until the cabin altitude reduces
below 9 200 ft.
For aircraft cleared to operate at specific airfields above 9 300ft, there are two
pressure switches: one operates at 9 300 ft and the other at 13 500 ft. The
required switch is selected by a push-button light-switch on the right instrument
panel. When the button is out, the 9 300 ft pressure switch is selected. When the
button is in, the 13 500ft pressure switch is selected and a white CAB HI DATUM
legend illuminates on the switch. The CABIN HI ALT caption remains illuminated
until the cabin altitude is 800 ft below the selected datum.
The emergency battery busbar supplies the cabin high altitude warning circuit.
When the cabin high altitude caption is illuminated, the air conditioning is forced to the
fresh mode.
In aircraft with one high altitude switch, the cabin high altitude switch operates a relay that
illuminates the CAB HI ALT caption and forces the cabin air to the fresh mode. The
In aircraft with two cabin high altitude switches, the selected cabin high altitude switch
operates a relay that illuminates the CAB HI ALT caption and forces the cabin air to the
fresh mode. The arrangement is shown schematically in Figure 9.3.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Chapter 3 Topic 9
Page3
Figure 9-2 - Cabin High Altitude Warning with One Altitude Switch
Cabin air
to fresh
Cabin high altitude

pressure switc h
EMERG BATT
1-- Relay control
:f---------
Cabin high
altitude relay
Caption power
i-v1 -03-00071
Figure 9.3 - Cabin High Altitude Warning with Selectable Datum

Cabin h igh altitude
pressure switch
9 300ft
The CABAL T WARN switch selects the high

altitude pressure switch to be used,
The CAB HI DATUM annunciator illuminates
when the 13 500ft switch is selected.
Cabin air
to fresh
Cabin high altitude

pressure switc h
13 500ft
EMERG BATT
1-- - - - - - --
Relay control
Cabin high
altitude r elay
Caption power
- --.r' - -- - - - - --'
i-v1-03-00072
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR CONDITIONING
Chapter 3 Topic 9
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
General ..... .............................. ...................................... ....... ........................................ .

Engine Air Supply.............. .................. ......................................................... .................
APU Air Supply ................................................................................ ........... .......... ... .....
Air Supply Services ............................. ......................................................... .................
Upstream Services ........................................................................................................
Downstream Services .. .. .. .... .. .. .. .. .. ... .. .. .. .. .. . .. .. .. .. .. .. ... .. .. ... . .. ... .. ... .. . .. ... .. ... .. .. ... . .. ... .. ... .
Engine Pylon Bleed System....................................... .................................. .................
APU Bleed System.................... ............. ............................................ ...........................
Air Supply Ducting.................... ......... .... ......... .... ............................................ ...... .........
Burst Duct Detection ..... ... .......... ............. ......... ............. ...... ... .......... ... ......... ............. ....
1
1
3
3
3
5
5
7
7
Topic 2- Engine Supply
General................................... .. ............. ............................... ............. ........ ...................

Airframe Supply......................................... ....................................................................
Engine Valve Control and Indication .... ...................................... ...... .............................
Fault Protection .............................................................................................................
Low Supply Temperature......................................... ............................................ .........
Duct Relief Valve....................... ......................................................... ...........................
Engine Air Valve Power Supplies..................... ................................ ............ .................
ENG AIR ON Selection on the Ground...................................... ...... .............................
1
1
3
3
5
6
7
7
Topic 3- APU Supply
General .........................................................................................................................
Garrett APU Air Valve...................................................................... .. ............. ..............
Sundstrand APU Air Valve.................... ............. ...... ............................................... ......
APU VLV NOT SHUT Annunciator ....... ............. ............................... ............................
APU NRV LEAK Annunciator........................................................... ............ ............. ....
1
3
5
5
Topic 4- Services
Engine Ant-ice ... ........................................................................................................... .

Wing and Tail Ice Protection ................ ...................................... ...... .............................
Hydraulic Reservoir Pressurization...... ............ ................................ .............................
Stall System Supply ..................... ... ............... .......... ................ ... ..... ........ ............ .........
Air Conditioning ................................................................................ .............................
Water Tank Pressurization ........................................................................... .................
Toilet Flush................... .................................. ............... ....... .........................................
3
5
5
7
9
9
Topic 5 - Burst Duct Protection
Air Supply Dueling ..................................... ....................................... ............................ .

Burst Duct Detection ................. ... .......... ........... ....................... .......... ........... ................
Pylon Overheat ... .. .. .. .. .. .. .... .. .... .. .. .. .. .. .. .... .. . .. ... .... .. .. ... .... .. .. .. .... .. .. .. .. ... .. .. .... .... .. .. .. ..... .
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
2
2
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Contents
Chapter 4 TOC
Page2
Topic 5- Burst Duct Protection (continued)
Left and Right Zones.....................................................................................................

Magnetic Indicators.......................................................................................................
Blow-out Doors............................... .......................................... ................... ..................
Tail High Temperature...................................................................... ............................
Rear Bay Overheat .. ..... ... ... ... ... . .. .. ...... ... .. ..... . ..... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
3
5
6
7
8
Topic 6- Summary
Air Supply Panel............................................................................................................

Air Conditioning Panel........................................................................ ......... ..................
Ice Protection Panel......................................................................................................
CWP and CSP captions..................................................................... ...........................
Circuit Breakers.............................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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3
4
5
7
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Contents
Chapter 4 TOC
Page3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The a.ir supply system provides pressurized, heated air to the aircraft pneumatic services.
An ov-erview of the system is shown in Figure 1.1.
Air is .supplied from five sources: the outlet of each -engine's HP compressor and the outlet
of the APU compressor.
Engine Air Supply
Air from each engine compressor passes to the services via the engine's pylon. The pylon
contains an engine air valve; the valve regulates the pressure of the air and acts as a
shut-off valve.
The hot air from the engine compressor is cooled in a precooler just downstream of the
engine air valve . The cooling medium for the precooler is engine fan air from the engine
bypass duct.
A temperature control system regulates the temperature of the compressor supply by
controlling the amount of fan air that passes through the heat exchanger.
Some services are supplied from upstream of the valve: the upstream services. The
remainder are supplied from downstream of the valve: the downstream services.
A non-return valve (NRV), downstream of each temperature regulator, prevents air from
another engine entering the pylon bleed system.
The air supply system downstream of the engine air valves is divided into two parts: left
and right.
The sides are normally isolated from each other. Engine 1 and engine 2 normally feed the
left side; engine 3 and engine 4 feed the right side. The APU air is supplied to both sides.
The tail ice protection system has two on-off valves. When both are open, the left and right
sides are connected.
An engine's upstream services will function regardless of the position of its engine air valve
provided the engine is running.
APU Air Supply
valve.
Engin-e air is prevented from entering the APU supply duct by two NRVs. If either NRV
fails, a third NRV prevents engine air reaching the A.PU compressor.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 4 Topic 1
Page 2
AIR SUPPLY
Overview
Figure 1_1 - Air Supply Overview
Each engine air valve acts as a pressure regulator and a shut-off valve.
ENG 1 HP
ENG 2HP
ENG3HP
ENG 4HP
ENG 1 AIR
ENG 2AIR
ENGJAIR
ENG4AIR
VALVE
VALVE
VALVE
VALVE
Precooler
Precooler
Precooler
Precooler
NRVs prevent air from

another engine or the
APU entering the
engine supply ducts.
When both tail anti-i ce valves are open,

the left and right sides are connected.
Tail anti-ice valve 1
T ai I anti-ice valve 2
Left air supply

downstream
services.
Right air supply

downstream
services.
NRVs A and B prevent engine air entering the APU supply duct.
A
Engine air supply
APU air supply
Left air supply
APUAIR
VALVE
Right air supply
I .. I
NRV C prevents engine air from

reaching the APU compressor if
either A or B leaks.
APU air valve acts as a shut-off
valve.
NRV
i-v1-04-00001
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page3
Air Supply Services
The air supply services are shown in Figure 1.2. They can be divided into two groups:
those upstream of the engine air valve and those downstream of the engine air valve.
Upstream Services
The air supply services upstream of the engine air valves are:
The engine's intake and LP compressor ice protection.
For engine 2, also the pressurization of the yellow hydraulic reservoir and the stick
push ram.
For engine 3, also the pressurization of the green hydraulic reservoir and the stick
push ram.
Downstream Services
The air supply services downstream of the engine air valves are:
The wing and tail ice protection.
The servo power to change the air conditioning mode from fresh to recirculation.
The operating power for the pressurization discharge valves (called outflow valves
for some systems).
The water tank pressurization.
Toilet flush.
The discharge valves and the water tank pressurization are supplied via a shuttle valve.
The left and right systems supply the shuttle valve. The system with the highest pressure
will supply the discharge valves and the water tank pressurization.
Air conditioning pack 1 is supplied by the left system; air conditioning pack 2 is supplied by
the right system.
The air conditioning mode servo power is supplied by the right system; the toilet flush is
supplied by the left system.
The left wing ice protection is normally supplied by the left wing engines; the right wing ice
protection is normally supplied by the right wing engines. The tail ice protection is normally
supplied by all of the engines.
APU air can be supplied to all the downstream services, but APU air must not be used for
airframe ice protection.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page 4
Figure 1.2 - Air Supply Services
IRight wing Ice protection I
Left wing Ice protection
'
Engine and
intake Ice
protection
Engine and
intake ice
protection
Engine and
intake ice
protection
Engine and
intake ice
protection
Shuttle valve
Water tank
Pressunzabon
discharge valves
i Tollet ftush
Air
Conditioning
Pack 1
FCOM:V1-002
RECIRC/FRESH
selection
Air
Conditioning
Pack 2
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page 5
Engine Pylon Bleed System
A simplified schematic of the pylon bleed system is shown in Figure 1.3.

Each engine air valve is normally controlled by an associated ENG AIR switch on the flight
deck AIR SUPPLY panel. A not-in-position-selected (NIPS) annunciator for each valve is
above the associated switch. Above each NIPS annunciator is an ENG AIR FAULT
annunciator.
If the valve fails to regulate the pressure and the pressure becomes too high, the valve will
be automatically shut and latched shut.
A precooler, downstream of the valve, regulates the temperature of the air. If the
temperature of the air downstream of the precooler becomes too high, the associated
engine air valve is automatically shut and latched shut.
If a valve is automatically shut down , the associated ENG AIR FAULT annunciator
illuminates.
The ENG AIR FAULT annunciator also indicates that the temperature downstream of the
temperature regulator is too low when airframe anti-ice is on.
APU Bleed System
A simplified schematic of the APU bleed system is shown in Figure 1.4.

valve. The valve is controlled by an APU AIR switch on the flight deck AIR SUPPLY
panel. Above the switch is an APU VLV NOT SHUT annunciator.
Engine air is prevented from entering the APU supply duct by two non-return valves
(NRVs).
If either NRV A or NRV 8 fails, engine air will enter the ducting between the three NRVs. A
subsequent failure of NRV C would allow engine air to feed the APU.
Leaks past NRV A or NRV 8 into the APU supply duct are revealed by an APU NRV LEAK
annunciator on the flight deck APU panel.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page6
Figure 1-3 - Pylon Bleed System

ENG AIR
1
ON
Engine 1 shown, engine 2, .3 and 4 similar.
OFF L--~...J
On/off
+
ENG 1 AIR
VALVE
Left
downstream
services
Precooler
High
pressure
High
temperature
NIPS
ENG 1 AIR
VALVE
Low temperature w i th
ai rframe anti-ice o n.
ENG 1 AIR
FAULT
i-v 1-04-00003
Figure 1.4 - APU Bleed

APU AIR
ON
Right
downstream
services
OFF '-.-, -'
t
I
+
Left
downstream
services
On/off
._c
VALVE
A
Engine air leaking
past NRV A or B
~
APU NRV
LEAK
FCOM:Vl-002
APU AIR
AVRO 146-RJ Series
Valve not shut when

signalled to close
1
APU VLV
NOT SHUT
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Overview
Chapter 4 Topic 1
Page 7
Air Supply Ducting
The air supply ducting is shown in Figure 1.5. Each engine supplies air through its pylon
bleed system. The pylon bleed system regulates the pressure and temperature of the air.
The regulated air leaves the pylon through two ducts: one beneath the wing leading edge,
the other near the wing trailing edge.
The leading edge duct supplies the wing ice protection.
The trailing edge supply from each engine enters a common duct running along the rear of
the aft spar. The air is ducted from the trailing edge along the spine of the aircraft to
supply the air conditioning packs and the tail ice protection.
The APU air supply is ducted from the APU bay to the air conditioning bay. The supplies
from the engine and the APU are joined together in the air conditioning bay.
The aircraft spine is split into two compartments -left and right. A seal separates the
compartments. The ducts from the left engine run through the left side of the spine, and
the ducts from the right engines run through the right of the spine.
The duct that supplies air to the tailplane is fed through a compartment in the fin leading
edge. This compartment is isolated from the spine compartments by a seal.
Burst Duct Detection
Temperature-sensitive loops and switches outside the ducts provide signals for flight deck
indication of duct leaks. For some detected leaks, the associated bleed supplies are
automatically shut down.
The flight deck indications of overheat conditions outside the ducts are:
A red PYLON OVHT caption on the CWP for each engine.
Amber L ZONE HI TEMP and R ZONE HI TEMP annunciators on the Air Supply
panel.
An amber TAIL HI TEMP annunciator on the Ice Protection panel.
An amber REAR BAY HI TEMP annunciator on the Air Conditioning panel.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Overview
Chapter 4 Topic 1
Pages
Figure 1-5 - Air Supply Ducting

-
Air supply dueling
Air condlllonmg d"Uellng
Duct in fin
Ducts aft of rear spar
Ducts along spine
Air Conditioning Packs
; I
Engine supply
lnlo leading
edge Fat
wing ice
protection
Duct beneath
wing in pylon
Pre-cooler
PYLON
Into trailin{l edge
\
Firewall
NRV
ENG AIR
Vat ...e
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
The engine air supply is shown schematically in Figure 2.1.

At the higher engine speeds, the HP compressor pressure is too high for some of the
services. Pressure regulators limit the supply pressures to the services.
At the higher engine speeds, the air temperature is too high for the downstream services.
A precooler limits the air supply temperature to the downstream services.
There are three HP compressor bleed points.
One supplies air to the intake for ice protection.
One supplies air to the engine splitter lip and LP compressor for ice protection.
One supplies air to the airframe services; the supply is routed through the
associated pylon.
The air supply to the intake is routed through an intake anti-ice valve; the valve acts as a
shut-off valve and a pressure regulator. The regulator limits pressure to 28 psi. The
temperature of the air is not controlled.
The air supply to the engine LP compressor and splitter lip is routed through an engine
anti-ice valve; the valve acts just as a shut-off valva.. The pressure and temperature of the
air are not controlle-d.
The engine and intake ice protection is fully described in the Engines chapter.
Airframe Supply
On the inboard engines, the airframe supply splits into two paths. One supplies the stick
push system and hydraulic reservoir pressurization; the other supplies t he downstream
services via the engine air valve.
The airframe supply from the outboard engines only supplies the downstream services.
The e-ngine air valve acts as a shut-off valve and pressure regulator. The regulator limits
pressure to 41 psi.
A regulator in the line to the hydraulic reservoirs limits the pressure to 50 psi; another
regulator limits the stick push pressure to 40 psi.
After t he pressure is regulated, the high-temperature air passes from the engine air valve
to the precooler. The precooler limits the air temperature to approximately 21 ooc.
The precooler cools the HP compressor air using fan air from the bypass duct. The flow of
fan air passing through the precooler is determined by a temperature control valve (TCV).
A thermostat downstream of the precooler senses the delivery temperature; the thermostat
blee-ds delivery air to pneumatically control the position of the TCV. Thus temperature
control is independent of the electrical supplies.
From the precooler, the air passes to the downstream services via a venturi and an NRV.
The venturi limits the flow of air that can be taken from the engine. The NRV prevents
reverse flow from the other engines or the APU.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Chapter 4 Topic 2
Page 2
Engine Supply
Figure 2.1 - Engine Bleed Supply
Fan
HP compressor
Cooling air
from bypass
duct
Intake anti-ice
valve
~--
Temperature
control valve
Intake ice
protection
.__.( Engine anti-ice l- ---1-l

valve
Ice protection
PRV
Inboard
engines only
PRV
50 psi
' - -40psi
-'----'
High pressure and

high temperature air
Flow
modified by
TCV
LP compressor
Stick push
Hydraulic reservoir
Engine air valve is a shut-off
valve and pressure regulator
Limits pressure to 41 psi.
ENG AIR
VALVE
, - -.!!......-
-,
Precooler
Pneumatic
control
High temperature air but pressure regulated

Overboard
Flow
)
limitin~
ventun
..
TCV controls the amount of air through

the precooler to limit the air supply
temperature to approximately 21 ooc.
Pressure regulated and

temperature controlled air
I Thermostat
Thermostat bleeds air
from the air supply line
to control the TCV.
Downstream services:
> On-side pack.
> On-side wing ice protection.
> Tail ice protection.
> Operates discharge valve.
> Water tank pressurization.
> Servo power to change air conditioning mode
to RECIRC (right engines only).
> Toilet flush (left engines only).
iV10400006
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page3
Engine Valve Control and Indication
Normal control of an engine air valve is via its ENG AIR switch on the Air Supply panel. An
amber ENG AIR VALVE NIPS annunciator is above each engine's switch.
The position of the valve is sensed by a pressure switch that senses flow through the
valve. If the switch is ON and the flow is low, the annunciator illuminates. If the switch is
OFF and flow is high, the annunciator illuminates. The arrangement is shown in Figure
2.2.
There are two occasions when the ENG AIR VALVE annunciators illuminate with the
switches on due to low flow rather than a failure of the valve:
At ground idle when the engines are being used to supply the air conditioning
packs.
At low N2 and high altitude. This is generally an indication that N2 is below the
minimum for adequate air conditioning.
Fault Protection
Protection against high temperature and high pressure is provided; the fault protection is
shown schematically in Figure 2.2.
The air supply downstream of the engine air valve is monitored for high pressure by a
pressure switch; the switch is set to 55 psi.
The air supply downstream of the precooler is monitored for high temperature by a
temperature switch. The switch is set to 2550C.
The switches signal fault protection logic circuits. If a high temperature or high pressure
condition is sensed, the circuits:
Illuminate an ENG AIR FAULT annunciator for the associated engine; the
annunciator is above the associated ENG AIR VALVE annunciator.
Send a signal to latch closed the associated engine air valve. When the valve
closes, the associated ENG AIR VALVE annunciator illuminates. It remains
illuminated until the associated switch is selected off.
In the case of a high temperature, latch to white a DUCT 0 /HEAT magnetic

indicator (M I) for the associated engine.
In the case of a high pressure, latch to white a DUCT 0 / PRESS Ml for the
associated engine.
The Mls are on the avionics bay maintenance panel; the Mls are reset by a RESET switch
on the maintenance panel. The magnetic indicators are shown in Figure 2.3.
The ENG AIR FAULT annunciator remains illuminated for 60 seconds after the high
pressure or high temperature condition has cleared or until the associated ENG AIR switch
is selected off, whichever occurs first.
The latch on the valve is removed when the associated ENG AIR switch is set to OFF.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Chapter 4 Topic 2
Page 4
Engine Supply
Figure 2.2- Pylon Bleed Fault Protection and Warning

ENG
HP compressor
Flow
switch
ENG AIR
High or__..
low flow
VALVE
AIR
VALVE
NIPS
Logic
i+
-~
'-----Latch valve shut-------,

High
pressure
I
Switch
position
Prossuro
>55psi --,----~
SWitctl
ENG
Precooler
Fault
Protection
logic
NO_ DUCT
OPRESS
AfR
ON
p~~:~c;ohn-
Temperature
> 255"C - - , - - - --+iL ....- - - r - - '
High
temperature
$\\lt (OI'I
High pressure or
high temperature
{60 second hold on)
NO DUCT
O'tiEAT
ENG _ AIR
FAut.T
Relier
valve
)(
Low
temperature
OFF '--.,---'
low temperature and on--side

wing Ice protection on and
ENG AIR switch ON
Flow
limiting
venturi
T@mperature _ _ _ _ _ _...,..
< 12oc
switch
c _ __
Indication
Logic
__,r.
Switch
J position-
On-side wing Ice ' protect~~" valve

Low temperature and on-sido
I' - -positloos
------'
wing Ice protection on
[ Downstream services
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Volume 1
AIR SUPPLY
Engine Supply
Chapt er 4 Topic 2
Page 5
Figure 2 .3- ZONE HI TEMP Magnetic Indicators
Part of Left Side of

Maintenance Panel
Part of Right Side of

Maintenance Panel
NO 4 DUCT
NO 3 DUCT
NO 2 DUCT
NO 1 DUCT
O!PRESS
QIPRESS
OIPRESS
OlPRESS
NO 4 DUCT
Q,HEAT
NO 3 DUCT
O.HEAT
NO 2 DUCT
OtHEAT
NO 1 DUCT
OIHEAT
Low Supply Temperature

At low N2 the air supply temperature may not be high enough for effective airframe ice
protection. Warning of low temperature is given ; the arrangement is shown schematically
in Figure 2.2.
An AIR LO TEMP annunciator is on the flight deck ICE PROTECTION panel. When the
annunciator illuminates, the ICE PROT t CWP caption illuminates.
Air supply low temperature is sensed by a temperature switch between the flow limiting
venturi and the NRV.
Each wing has two valves to supply hot air to the wing ice protection system.
The AIR LO TEMP annunciator illuminates if:
A low temperature switch senses a temperature of less than 120'C.
AND
Either of the on-side wing ice protection valves is open.
If the associated ENG AIR switch is at ON, the associated ENG AIR FAULT annunciator
also illuminates; when the ENG AIR FAULT annunciator illuminates, the AIR SUPPLY t
CWP caption also illuminates. The associated ENG AIR FAULT annunciator does not
illuminate if the associated ENG AIR switch is at OFF.
The indications for the two cases are shown in Figure 2.4.
The A IR LO TEMP annunciator indicates that the supply temperature is too low for
effective ice protection; however, the basic cause of the problem lies with the air supply
system.
The AIR LO TEMP annunciation is the consequence of a problem in the air supply system.
If an ENG AIR switch has been inadvertently selected OFF, the remedy is to switch it ON.
If N2 is low, the remedy is to increase N2 . If a valve has failed, the appropriate abnormal
procedure must be followed.
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Volume 1
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page6
Figure 2.4 -Air Low Temperature Indications

There is just one AIR LO TEMP annunciator.
It is on the ICE PROTECTION panel.
Whenever the AIR LO TEMP annunciator illuminates, the CWP ICE PROT caption
illuminates.
There is an ENG AIR FAULT annunciator for each engine on the AIR SUPPLY panel.
Whenever an ENG AIR FAULT annunciator illurnnates, the CWP AIR SUPPLY caption
illuminates.
AIR LO TEMP warning is given if:
>
Temperature is low in the air supply.
AND
~ The on-side wing ice protection is on.
AIRLD
TEMP
ICE
PROT
tl
Just these i ndic ations are given if:

> One or more ENG AIR switches are OFF.
AND
> Temperature is not low in the supply from engines with ENG AIR ON.
AIRLO
TEMP
ICE
PROT
tl
ENG _ AIR
FAULT
AIR
SUPPLY
These indications are given if the

associated ENG AIR switch is ON.
i-v 1-04-000-31
Duct Relief Valve
A duct relief valve is between the precooler and the flow limiting venturi.
If the engine air valve fails to regulate the pressure and the fault protection circuits fail to
shut the valve, the duct relief valve will start to open at 65 psi. The excess pressure is
relieved into the pylon.
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Volume 1
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page 7
Engine Air Valve Power Supplies
Each engine air valve is electrically controlled but is pneumatically operated by pressure
from its engine's HP compressor. If electrical or pneumatic power is lost the valve closes.
The electrical supplies to the valves are:
DC BUS 1 for the engine 1 air valve.
EM ERG DC BUS for the engine 2 air valve.
On most aircraft, EMERG DC BUS for the engine 3 air valve. On a few early
aircraft the power supply is from the ESS DC BUS.
DC BUS 2 for the engine 4 air valve.
ENG AIR ON Selection on the Ground
A green AIR SEL ON GRND caption is on the central status panel (CSP).
The caption illuminates when the aircraft is on the ground and ENG 1 AIR or ENG 2 AIR or
ENG 3 AIR switch is on. The caption does not illuminate when ENG 4 AIR switch is ON.
With the air conditioning packs off and the APU air not available, it is perm issible to have
one ENG AIR switch ON for take-off and landing so that the discharge valves or the outflow
valves can be controlled. ENG 4 AIR is used for this purpose because it does not
illuminate the CSP caption.
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Volume 1
AIR SUPPLY
Engine Supply
Chapter 4 Topic 2
Page a
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AVRO 146-RJ Series
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General
A Garrett 150 APU or a Sundstrand APU is fitted.
The APU delivers air from its compressor to the aircraft air supply system via an APU air
valve.
The valve is selected by an A PU AIR switch on the AIR SUPPLY panel.
An APU VLV NOT SHUT amber annunciator is below the switch.
Once the APU is ready to deliver power, it delivers a ready to load signal (RTL). The RTL
signal illuminates a green APU PWR AVAILABLE annunciator on the APU panel.
The APU air valve cannot be opened until the RTL signal is available. The valve will close
if the RTL signal is lost.
Garrett APU Air Valve
The air valve on the Garret APU acts as:
A shut-off valve.
A flow limiter.
The flow limiting function ensures that the EGT stays within limits. The function effectively
gives priority to the generator. Because the APU AIR valve has a flow limiting function, it is
often referred to as a load control valve (LCV).
The valve is electrically controlled but pneumatically operated by compressor air pressure.
If the pneumatic supply or electrical supply to the valve is lost. a spring will drive the valve
closed.
The valve is selected by the APU AIR switch. The switch signals the APU electronic
control unit (ECU) and the ECU controls the valve position.
The ECU controls the LCV function; the function limits the flow to ensure that the EGT
does not exceed 665C 14 oc.
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Volume 1
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page 2
Figure 3.1 -Garrett APU Air Valve

Ql
0..
:I
0
0
0
Ql
E
...
c:
:e
Air supply system + --! APU Air Valve ~---1
Ql
.s::.
.... ....
:II
Garrett APU air valve:
>
>
Shut-off valve.
Flow limiter or load
control valve (LCV).
APU PWR
Position
control
RPM
ECU
APU AIR
LCV limits flow to ensure that the EGT

remains below the continuous limit.
ON
'
EGT
AVAILABLE
RTL
Open/shut
command - t - - - ,
Enable
OFF
RTL:
.> 97% + 4 seconds for the Garrett 150 APU .
Air valve
modulation
i-v1-04-00033
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Volume 1
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APU Supply
Chapter 4 Topic 3
Page3
Sundstrand APU Ai r Valve
The Sundstrand APU air valve is:
A shut-off valve.
A pressure
regulator~
There is no LCV function. A flow limiting venturi is placed downstream of the APU air
valve. The venturi limits the flow so that the maximum continuous EGT is not exceeded.
The valve is selected by the APU AIR switch. The switch signals the valve via a relay that
is closed by the RTL signal. The valve is automatically signalled to close when the APU is
shut down
Pneumatic power is required to both open and close the valve.
If electrical power is lost, the valve will close if pneumatic power is available.
When the APU is shut down, the compressor air pressure decays rapidly. As a result, the
valve may not close completely if the APU is shut down with the APU AIR switch at ON.
The pressure regulator limits the pressure to 47 psi.
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Volume 1
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page 4
Figure 3-2 - Sund strand APU Air Valve
Venturi
(flow restrictor)
.....___.., r------------,
Air supply system
APU Air Valve
Sundst ra nd APU air valve:

)> Shut-off valve.
)> Pressure regulator.
~--ol
Open/shut
command
Venturi limits flow to ensure that the

EGT remains below the continuous limit.
Air enable
relay
APU PWR
AVAILABLE
0
APU AIR
ON
OFF L..----l
RPM
95% RPM
+
3 seconds
Electronic Sequen ce
Unit (ESU)
iV1 04 00011
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Volume 1
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page 5
APU VLV NOT SHUT Annunciator
The APU VLV NOT SHUT annunciator indicates that the APU air valve is not shut when it
is signalled to shut. It is signalled to shut when either the START/STOP switch is at STOP
or the APU AIR switch is at OFF.
The APU VLV NOT SHUT annunciator illuminates if:
The START/STOP switch is at STOP or the APU AIR switch is at OFF.
AND
The APU air valve is not fully closed.
APU NRV LEAK Annunciator
The engine and APU supply ducting is shown schematically in Figure 3.3.
The engine and APU supplies converge at three non-return valves (NRVs): A, Band C.
NRV A prevents the right engines feeding the left engines. NRV B prevents the left
engines feeding the right engines.
If either NRV A or NRV B fails, engine air will enter the ducting between the three NRVs. A
There is a pressure switch between NRV C and the other two NRVs. It is normal for
pressure to be sensed when the APU is supplying air.
If the switch senses pressure when the APU air valve is closed, then engine air is leaking
past either NRV A or NRV B.
Failure of either NRV A or NRV B is indicated by an APU NRV LEAK annunciator on the
APU panel.
The APU NRV LEAK annunciator illuminates if:
AND
The APU air valve is closed.
AND
The pressure switch senses high pressure.
A small vent in the APU supply duct bleeds any air away from the duct due to normal
leakage through the NRVs to prevent a spurious warning.
After the APU air valve is closed, it takes a short time for the pressure in the duct to
dissipate through the small vent. It is normal for the APU NRV LEAK annunciator to
illuminate for a few seconds after the APU air valve is closed.
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Volume 1
AIR SUPPLY
APU Supply
Chapter 4 Topic 3
Page6
Figure 3_3 - APU Air Valve and NRV Leak Annun ciators
Supply from
right wing
engines
~ ~~
Non-return valve
Right air
supply
services
Position
control
Small
Pressure vent
switch
...0
t +- I-
Ill
Ill
ell
...c.
APU Air
Vave
E
0
(J
Valve
position
Left air
supply
services
lr
'
Indication logic
.,.
Supply from
left wing
engines
Switch
po'i"'"
,
APUNRV
LEAK
APUVLV
f>JOTSHUT
APUNRV LEAK
l'l
STOP
APU VLV NOT SHUT
Warns that air from the engines has leaked

Illuminates if:
~ START/STOP switch is STOP or APU
AIR switch is OFF.
Warns that the APU air valve has not

closed 'Nhen it is signalled to close.
Illuminates if:
~ START/STOP switch is STOP or APU
AIR switch is OFF.
AND
.> APU air valve is closed.
AND
) Pressure switch senses high pressure .
AND
) APU air valve is not fully closed .
i-v1-04-000 12
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AVRO 146-RJ Series
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Engine Ant-ice
The engine ant-ice supply is .shown in Figure 4.1.

Air from an engine's HP compressor is used to protect the associated engine's intake and
low pressure (LP) compressor. A more detailed description is given in the Ice Protection
topic of the Engines chapter.
Air is taken from two ports on the HP compressor: one for the intake and one for the LP
compressor.
The supply to the intake is routed via an intake anti-ice valve. The valve acts as a shut-off
valve and a pressure regulator. The valve limits the pressure in the intake to a nominal
28 psi.
The supply to the LP compressor is routed via an engine ant-ice valve. The valve is a
shut-off valve; the valve does not regulate the air pressure.
There is an ENG ANT-ICE switch for each engine on the flight deck ENGINES panel.
Each .switch controls both valves for the associated engine.
The valve.s are also opened during starting and for engine surge protection regardless of
the position of the associated ENG ANT-ICE switch.
There are three annunciators for each engine on the ENGINES panel :
An amber INTAKE LO PRESS annunciator.
An amber INTAKE HI PRESS annunciator.
A white ENG VLV NOT SHUT annunciator.
There are two pressure switches between the intake anti-ice valve and the intake: a low
pressure switch and a high pressure switch.
An INTAKE LO PRESS annunciator illuminates when the pressure in its intake is low and
the associated ENG ANT-ICE switch is ON. The low pressure switch is set to 12 psi.
An INTAKE HI PRESS annunciator illuminates when the pressure is too high in its intake
regardless of the position of the associated ENG ANT-ICE switch; the high pressure switch
is set to 40 psi.
A green ENG A-ICE ON annunciator is on the CSP. The annunciator illuminates if:
Any ENG ANT-ICE switch is ON.
OR
There is pressure in an intake with the associated ENG ANT-ICE switch OFF.
There is just a low pressure switch between the engine ant-ice valve and the LP
compressor. When the pre-ssure is greater than 5 psi, the associated ENG VLV NOT
SHUT annunciator illuminates.
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 2
Figure 4 -1 - Engine Ant-ice
ENG
Intake Ice
LP compre..or
ANT ICE
protection
ice
ON
INTAKE
t PRESS
ENGVLV
NOT SHUT
Low
pressure
switcfl
Pressure
> 40 psi
OFF '-"T"""-'
Pressure
> 5 psi
Switch
position
Pressure
< 12 psi
Engine
start
Low
pressure
switch
INTAKE
LO PRESS
Pressure
limited to a
nominal
Engme
surge
protection
ENG fCE
ON
28 psi.
compressor
Intake anti-ice
valve
1----..
. ._ _ _-1 Engine anti-ice

valve
ENG AIR
INTAKE
LO PRESS
Pressure low and

switch ON
INTAKE
Intake pressure
HI PRESS
too high
F~G
VALVE
ENGVLV
NOT SHUT
Precooter
Pressure satisfactory
A-ICE
ON
Any ENG ANT-ICE switch ON .
OR
Pressure in an mtake with the

ass.ocuued ENG ANT-ICE switch OFF.
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page3
Wing and Tail Ice Protection
The leading edge of each wing and the leading edge of the tailplane are provided with hot
air for ice protection. The air supply is shown schematically in Figure 4.2.
Antieice protection is provided for the whole of each wing leading edge and the tailplane
leading edge.
Additionally, de-ice protection is provided for the inboard leading edge of each wing.
An engine air valve must be open for its engine to supply the wing and tail ice protection
system.
There are two valves in each wing: an outer valve and an inner valve.
The left outer valve connects the left air supply, downstream of the engine air valves, to the
left wing anti-ice protection. The right outer valve connects the right air supply,
downstream of the engine air valves, to the right wing anti-ice protection.
The left inner valve connects the left air supply, downstream of the engine air valves, to the
left wing de-ice protection. The right inner valve connects the right air supply, downstream
of the engine air valves, to the right wing de-ice protection.
The outer valves are controlled by an OUTER WING ANTI-ICE switch on the flight deck
ICE PROTECTION panel.
The inner valves are controlled by an INNER WING DE-ICE switch on the flight deck ICE
PROTECTION panel.
There are two valves in the aircraft tail: tail valve 1 and tail valve 2.
TAIL VALVE 1 connects the left air supply system, downstream of the engine air valves, to
the whole tail leading edge.
TAIL VALVE 2 connects the right air supply system, downstream of the engine air valves,
to the whole tail leading edge.
Either engine on a wing can feed the tail anti-ice and the on-side wing anti-ice and de-ice.
With both tail valves open, the left and right sides are connected. If there is an asymmetry
in engine air supplies between the two wings, there will be a cross flow to the side giving
the least amount of flow.
If the APU air valve is open, the APU air supply can be directed to the wing and tail ice
protection; however, the APU air supply is not adequate for ice protection ; the APU air
valve must be selected OFF when the wing and tail ice protection is in use.
The ice protection valves are electrically motorised valves. If electrical power is lost to a
valve, it remains in its position at the time of loss of electrical power.
Each of the six ice protection valves has an associated NIPS annunciator on the
A more detailed description of the wing and tail ice protection is given in the Ice Protection
chapter.
FCOM:V1-002
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 4
Figure 4.2- Wing and Tail lee Protection
r------------------------- OUTER -------------------------,

WING
ANTI-ICE
ON
L INNFR
V.UVE
INNER
WING
NIPS annunctators
DE-ICE
NIPS annunciators
ON
TAIL
ANTI-ICE
ON,----,
NIPS annunciator
.AIL
\I'ALVE
NIPS annunciator
OFF'--"T"""-'
. All
IALVE 2
ITill antJoice j
FCOM:V1-002
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 5
Hydraulic Reservoir Pressurization
Each of the two main hydraulic systems, yellow and green, has a hydraulic fluid reservoir.
The hydraulic reservoirs are pressurized by the air supply system to prevent cavitation in
the hydraulic pumps. The air supply to the reservoirs is shown schematically in Figure 4.3.
Air is tapped from upstream of engine 2 air valve to pressurize the yellow reservoir; this is
the only air supply to the yellow reservoir.
Air is tapped from upstream of engine 3 air valve to pressurize the green reservoir; this is
the only air supply to the green reservoir.
Provided the associated engine is running, a hydraulic reservoir will be pressurized
regardless of the position of the engine's air valve.
A pressure regulator, between each engine and its associated reservoir, limits the reservoir
air pressure to 50 psi. An NRV, between the regulator and the reservoir, traps air in the
reservoir when the engine is not running.
An air pressure gauge is attached to each reservoir. Each reservoir has a low
switch. An amber AIR LO PRESS annunciator is provided for each reservoir on
deck HYDRAULIC panel. An annunciator illuminates when the associated low
switch senses a pressure less than 12 psi. On some very early aircraft, the
switch is set to 25 psi.
pressure
the flight
pressure
pressure
A more detailed description of the hydraulic reservoirs is given in the Hydraulics chapter.
Stall System Supply
The stall system uses air pressure to operate a stick push ram. The supply to the stall
system is shown schematically in Figure 4.3.
Only engine 2 or engine 3 can supply the stick push system. The air is taken from
upstream of the engine air valves; so, provided that an inboard engine is running , air is
available to the stick push system regardless of the position of the engine air valves.
Air is taken from each hydraulic tank regulator via an NRV to a stall system pressure
regulator. The NRVs prevent a hydraulic reservoir from being fed by the engine on the
opposite wing. The stall system regulator limits the pressure in the stall system to 40 psi.
A stall system air reservoir, downstream of the stall system regulator, stores enough air for
three stick pushes.
An NRV, between the stall system regulator and the stall reservoir, traps pressure in the
reservoir when the inboard engines are not running.
An air pressure gauge, in the forward cargo bay, measures reservoir pressure. A low
pressure switch monitors reservoir pressure. If reservoir pressure is less than 25 psi, a
STALL AIR LO PRESS annunciator on the AIR SUPPLY panel illuminates.
From the reservoir, pressure is supplied to the stick push ram via two on/off valves: stall
valve A and stall valve B. Both valves must be open for the stick push to operate.
A detailed description of the stall system is given in the Flight Controls chapter.
FCOM:V1-002
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page6
Figure 4.3 - Hydraulic and Stall Supply

ENG2
AIRLO
AIR LO
PRESS
PRESS
PRV
Pressure
< 12psi
Pressure
< 12 psi
50 psi
PRV
50 psi
Low
pressure
switches
VALVE
VALVE
pressure
gauge
pressure
gauge
Hydraul'ic reservoirs
Air at 50 psi
Left
downstream
services.
Right
downstream
services.
PRV
40 psi
Air at 40 psi
Low
pressure
switch
Pressure
STALL AIR
--~
< 25 psi
LO PRESS
Air reservoir
3 pushes
Air pressure gauge
<==
Forward
Column
Stick push ram

i-v1-04-000 15
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 7
Air Conditioning
The air supply system supplies air to the conditioning system to:
Power two air conditioning packs: pack 1 and pack 2.
Provide the power to operate the pressurization discharge valves~
Provide the servo power to change air conditioning mode from FRESH to RECIRC.
The supply is shown schematically in Figure 4.4.

Pack 1 is supplied downstream of the engine air valves by the left air supply system.
Pack 2 is supplied downstream of the engine air valves by the right air supply system.
The supply to each pack is via an associated pack valve. Each valve acts as a shut-off
valve and a flow controller.
For a pack to function, engine or APU air must be supplying the associated side and the
pack's valve must be open. Normal control of each pack valve is from an associated
PACK switch on the flight deck AIR CONDITIONING panel. The pack valves are
electrically and pneumatically operated. If electrical or pneumatic power is lost, the valve
will close.
There is a flow switch downstream of each pack; there is a PACK VALVE amber
annunciator for each pack on the AIR CONDITIONING panel.
A PACK VALVE annunciator illuminates when the associated:
Flow switch senses a low pressure and the associated PACK switch is ON.
OR
Flow switch senses a high pressure and the associated PACK switch is OFF.
The pack has two modes: fresh and recirculation. The change over from fresh to
recirculation requires pneumatic pressure. The pressure is supplied from the right side.
Without pressure, the mode fails to fresh.

Power to operate the discharge valves is taken from the shuttle valve; thus the valves can
be powered by any engine or the APU.
Each discharge valve has a position gauge on the flight deck PRESSURIZATION panel.
If a fully automatic pressurization system is fitted, the discharge valves are called outflow
valves and the gauges are replaced by green FULL OPEN annunciators.
A detailed description of the air conditioning packs and the pressurization system is given
in the Air Conditioning chapter.
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Volume 1
----;NG 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Pages
Figure 4-4 - Air Conditioning

,.--- ----.
ENG 2 I
ENGJ
ENG4
[+
Shuttle valve
Flight deck
Flight deck
position i ndlcator
position Indicator
Pressurization
discharge valves
OR
REC IRC/FRESH
selection
OR
,..-F-U_u_o_
PE--.1 outfl~~tves ,..~-Ul L -0-P- - .
PACK2
PACK 1
ON
VALVE
VALVE
Flow
regulated
air
I APU I
OFF .__,__.
supply ',
PACK 1
PACK2
NIPS
Logic
Flow
switch
Flow
regulated
air
NIPS
Logic:
'ACK 1
VALVE
Conditioned air
FCOM:Vl-002
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page9
Water Tank Pressurization
A water tank is fitted in the hydraulic bay to supply potable water to the galleys and toilet
water basins.
As the water tank is below the level of the cabin, air pressure is used to force the water to
the galleys and toilet water basins. The air supply is shown schematically in Figure 4.5.
Power to pressurize the water tank is taken from the shuttle valve; thus the system can be
pressurized by any engine or the APU.
A pressure regulator limits the pressure to 8 psi.
The water system is fully described in the Water and Waste chapter.
Toilet Flush
Up to three recirculating chemical toilets may be fitted. Air pressure is required to flush the
toilets. The air supply is shown schematically in Figure 4.5.
Air is taken from the left air supply system, via an NRV, to a reservoir for each toilet.
The supply to flush a toilet passes from the associated reservoir to its toilet via a toilet
flushing valve.
The toilets are described in more detail in the Water and Waste chapter.
FCOM:V1-002
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Volume 1
AIR SUPPLY
Services
Chapter 4 Topic 4
Page 10
Figure 4.5 - Domestic Services

, ENG 1
-;
ENG3
ENG2
ENG4
Shuttle valve
wa.... tank
Toilet water basin laps
Galleys
valve
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Air Supply Ducting

The air supply ducting is shown in Figure 5.1 . Each engine supplies air through its pylon
bleed system. The pylon bleed system regulates the pressure and temper ature of the air.
The regulated air leaves the pylon through two ducts: one beneath the wing leading edge,
the other near the wing trailing edge.
The leading edge duct supplies the wing ice protection.
The trailing edge supply from each engine enters a common duct running along the rear of
the aft spar. The air is dueled from the trailing edge along the spine of the aircraft to
supply the air conditioning packs and the tail ice prot ection.
The APU air supply is dueled from the APU bay to the air conditioning bay. The supplies
from the engine and the APU are joined together in the air conditioning bay.
The aircraft spine is split into two compartments - left and right. A seal separates the
compartments. The duct from the left engines runs through the left side of the spine, and
the duct from the right engines runs through the right side of the spine.
The duct that supplies air to the tailplane is fed through a compartment in the fin leading
edge. This compartment is isolated from the spine compartments by a seal .
Figure 5.1 - Air Supply Ducting
-
Air supply dueling
A ir conditioning dueling
Duct aft of rear spar

I
Duel in fin
Ducts along spme
APU
Air
condtionng packs
Air enters
tralling edge
from pylon
Duct beneath
w ing mpyton
Engine supply
FCOM:V1 -002
AVRO 146-RJ Series
Air enters lead n... ~...c.__,

edge from pylon
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Chapter 4 Topic 5
Page 2
Burst Duct Protection
Burst Duct Detection

Temperature-sensitive loops and switches outside the ducts provide signals for flight deck
indication of duct leaks. For some detected leaks, the associated bleed supplies are
automatically shutdown.
The flight deck indic;:ttions of overheat conditions outside the ducts are:
A red PYLON OVHT caption on the CWP for each engine.
Amber L ZONE HI TEMP and R ZONE HI TEMP annunciators on the AIR SUPPLY
panel.
An amber TAIL HI TEMP annunciator on the ICE PROTECTION panel.
An amber REAR BAY HI TEMP annunciator on the AIR CONDITIONING panel.
Pylon Over heat

Each engine pylon is divided into two zones: zone 1 and zone 2 . Zone 1 is upstream of the
precooler; zone 2 is downstream of the precooler. There is a temperature switch in each
zone to detect leaks from the ducts. The arrangement is shown in Figure 5.2.
As leaks in zone 1 could be at a high temperature, zone 1 being upstream of the precooler,
the temperature switch activates the associated red PYLON OVHT caption and thrust leve r
red lamp. The caption and lamp will extinguish when the temperature drops below the
overheat threshold. There is no automatic shutdown of bleed supplies or services when a
pylon zone 1 overheat condition is detected.
As the temperature of the air in zone 2 is r&duced by the precooler, leaks in zone 2 activate
the associated amber ZONE HI TEMP annunciator. The on-side e ngine air valves and ice
protection valves are automatically shut down when a pylon zone 2 leak is detected.
Leaks in zone 1. upstream of the engine air valve, cannot be isolat ed by closing the engine
air valve. All leaks in zone 2 can be isolated by closing the on-side engine air valves, the
APU air valve and the on-side tail valve.
Figure 5.2 - Pylon 1 (Other Pylons Similar)
ENG A IR
valve
ZONE1
Pre-cooler
Into leading edge
"""
Firewall
FCOM:V1-002
(Wing ice protection)
'\ NRV
LZONE
HI'TMP
ZONE 1 "'i l4,_.,_-+lil ZONE 2
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
AIR SUPPLY
Chapter 4 Topic 5
Page3
Left and Right Zones
The supply ducting, excluding each pylon zone 1, is divided into two aircraft zones: left and
right. The aircraft zone overheat detection is shown schematically in Figure 5.3.
Each zone comprises:
Zone 2 of the two on-side engine pylons.
The portions of the on-side leading edge just above each engine pylon.
The on-side trailing edge.
The on-side spine.
If a leak is detected in the left or right zone:
The associated ZONE HI TEMP annunciator is latched on.
Both on -side engine air valves are latched closed.
The APU air valve is latched closed.
The on-side wing and tail valves are latched closed.
The APU air valve latch is removed when the APU AIR switch is selected to OFF.
An engine air valve latch is removed when the associated ENG AIR switch is selected
O FF.
The latches on the ZONE HI TEMP annunciator and the ice protection valves are removed
when the TAIL ANTI-ICE switch and both associated ENG AIR switches are selected to
O FF.
All the left and right zone high temperature sensors are switches except the sensors in the
trailing edge. The trailing edge temperature sensors are fire-wires. There are two
fire-wires in each trailing edge; each wire has associated electronics. Each fire-wire and its
electronics are together called a loop; and so there are two loops per trailing edge: loop A
and loop 8. There is a three-position switch for each pair of trailing edge loops on the AIR
SUPPLY panel: ZONE TEMP DETECT, L WING and R WING. The three positions are
LOOP A, BOTH LOOPS and LOOP B.
When BOTH LOOPS is selected, a zone high-temperature condition is given only if both
loop A and loop B sense a high-temperature condition.
If LOOP A is selected, a zone high-temperature condition is given whenever loop A senses
a high-temperature condition; loop B has no effect.
If LOOP B is selected, a zone high-temperature condition is given whenever loop B senses
a high-temperature condition; loop A has no effect.
There are two loop test switches on the GRND TEST panel: ZONE TEMP LOOP A and
ZONE TEMP LOOP B. The ZONE TEMP LOOP A switch tests both the left and the right
loop A; the ZONE TEMP LOOP B switch tests both the left and the right loop B. Testing
the system will cause the associated ZONE HI TEMP annunciator to illuminate and the
associated valves to shut. Only the selected loops will respond to the test. At BOTH
LOOPS, the test switches must be pressed together to test the system.
FCOM:V1-002
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Volume 1
AIR SUPPLY
Chapter 4 Topic 5
Page 4
Figure 5.3 - Zone Overheat

An overh eat in any one of these:
Outboard engine
Inboard engine
Leading Pylon
edge
zone 2
Leading Pylon
edge
zone 2:
will light t his:
Onside trailing
edge loops
Third switch in
RJ100 only
Temperature switches
shown as:
_ ZONE
HI TEMP
APU air valve
and close all of these:
Inboard engine
air valve
Onside spine
Outboard engine
air valve
Onsidewing
inner valve
Onside wing
outer valve
Onside tail
valve
and NIPS annu n ciator will l ight if associated switch is at ON.

ENG_ AIR
ENG_AIR
VALVE
VALVE
INN~
VALVE
_ OUTER
TAIL
VALVE
VALVE_
i-v1 -04 -000:>2
FCOM:V1-002
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Volume 1
AIR SUPPLY
Chapt er 4 Topic 5
Page 5
Magnetic Indicators
The source of a ZONE HI TEMP condition can be determined from the state of magnetic
indicators on the maintenance panel in the electrical bay. There are five magnetic
indicators for each zone:
One LOOP A 0 /HT- trips if loop A detects an overheat condition.
One LOOP B 0 /HT -trips if loop B detects an overheat condition.

One SPINE 0 /H DET - trips if any one of the fuselage spine switches detects an
overheat condition.
Two PYLON 0 /HEAT- one for the inboard pylon and one for the outboard pylon. A
magnetic indicator trips if either the associated pylon zone 2 switch or the
associated leading edge switch detects an overheat condition.
The PYLON 0 /HEAT magnetic indicators are associated with high temperature in zone 2
of the relevant pylon. They are not associated with the red PYLON OVHT caption ; the
caption is associated with high temperature in zone 1 of the relevant pylon.
On the ground, the squat switch circuits prevent the LOOP OIHT magnetic indicators from
moving to the overheat position. The magnetic indicators are shown in Figure 5.4.
Figure 5.4 - Magnetic Indicators
Part of Left Side of Ma1ntenance Panel
Part of Right Side of Matntenance Panel
SPINF R
OHT OfT
LOOP B
Rl-t O.'ftl
LOOP A
RH O'Hl
l';o 4 PYlON
"o J PVI ON
SPI"'F I
O'Hr AT
OHI'AT
OHT OET
FCOM:V1 -002
AVRO 146-RJ Series
LOOP B
l H O:HT
No~ PVI
ON
OHEAT
LOOP A
l H Q,KT
No 1 PVt. ON
OHE.\T
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 4 Topic 5
Page6
AIR SUPPLY
Blow-out Doors
The compartments surrounding the air supply dueling have vents to prevent excessive
pressure due to leaks from the air supply dueling. Leaks into the pylons and spine are
vented overboard via blow-out doors. Blow-out doors are fitted to:
Both sides of each pylon zone 1.
The left side of pylon zone 2.

Both sides of the spine. One door per side on the RJ70 and RJ85; two doors per
side on the RJ1 00.
The blow-out doors are shown in Figure 5.5.

Figure 5.5 - Blow--out Doors
Left pylon zone 1 and 2 doors.
Right pylon zone 1 door
1-
I I I
I
Spine door
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
Chapter 4 Topic 5
Page 7
AIR SUPPLY
Tail High Temperature

The t:ail anti-ice supply is dueled through the fin leading edge. A temperature switch
detects leaks from the duct into the leading edge. The arrangement is shown in Figure 5.6.
If an overheat condition is sensed:
The TAIL HI TEMP annunciator illuminates.
The left and right tail valves are latched closed.
The TAIL HI TEMP annunciator is not latched on.

If the leak is upstream of a tail anti-ice valve , the annunciator will remain lit until the air
supply to that duct is removed. If the leak is downstream of the tail anti-ice valve, the
annunciator will extinguish shortly after the valves are closed.
If the TAIL ANTI-ICE switch is ON when the failure occurs, both TAIL VALVE NIPS
annunciators will illuminate. They will extinguish when the TAIL ANTI -ICE switch is put to
OFF. Selecting OFF also removes the latch from the tail valves. The tail anti-ice
annunciators and controls are on the ICE PROTECTION panel. The panel is shown in the
Ice Protection Panel section of the Summary topic, Figure 6.3.
Figure 5.6 - TAIL HI TEMP
Seal
\
RIGHT SPINE
From engines 3 and 4
I
I
Temperature switch
FIN LEADING EDGE
Right tail valve
I'
I
I
From engines 1 and 2 __,.,
-4
To tailplane
) Left tail valve
LEFT SPINE
An over heat will:

> Light the TAIL HI TEMP
annunciator.
AND
> Close both tail valves.
TAIL
HI TEMP
TAIL
VALVE 1
NIPS annunciaters will light

if TAIL ANTI-ICE switch is ON.
TAIL
VALVE2
i-v1-04-00023
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Chapter 4 Topic 5
Pages
Rear Bay Overheat

Six temperature switches are installed in the air conditioning bay. They detect leaks from:
Engine bleed air.
APU bleed air.
The arrangement is shown schematically in Figure 5.7. If any one of the switches detects
an overheat conditio n, the REAR BAY HI T EMP annunciator on the AIR CONDITIONING
panel illuminates. The AIR CONDITIONING panel is shown in the Air Conditioning Panel
section of the Summary topic, Figure 6.2.
None of the air supply valves are closed when a high temperature is detected, so the leak
must be isolated manually.
Selecting the APU AIR switch to OFF isolates the APU supply dueling to the air
conditioning bay.
Selecting a PACK switch to OFF isolates the pack and the dueling between the valve and
the pack.
Selecting both ENG AIR switches on the same side to OFF isolat es the engine air supply
on that side to the air conditioning bay.
A REAR BAY HI TEMP test button on the GRND TEST panel tests the warning circuit.
The test is passed if the REAR BAY HI TEMP annunciator illuminates.
Figure 5.7 - Air Conditioning Bay
Temperature
switches (6)
AIR CONDITIONING BAY

REAR SAY
HI TEMP
"
J_l
NRV
REAR BAY
HI TEMP
0~
Test button
NRV
Pack 2
valve
1 -4- 1
Pack 2
APU
NRV
Pack 1
valve
(
.I
Pack 1

REAR BAY HI TEMP illuminates if:
)> Any one of the six switches senses a high temperature.
OR
)>
REAR BAY HI T EMP te st button pressed.
FCOM:V1-002
AVRO 146-RJ Series
i V1 04 00024
Nov 01 / 09
Air Supply Panel
The AIR SUPPLY panel is shown in Figure 6.1 .

Each ENG AIR switch controls the associated engine air valve. When a valve is open, air
from the engine can supply:
The on-side wing ice protection.
The tail ice protection .
The on-side air conditioning pack.

The water tank pressurization.
The operating power for the pressurization system discharge or outflow valves.
For the left system, the power to flush the toilets.
For the right system, t he power to change the pack mode from FRESH to RECIRC.
The position of the valve does not affect:

The engine ant-ice.
The stall system.

The hydraulic reservoir pressurization.
The ENG AIR VALVE annunciators are NIPS annunciators. The logic is based on low flow
rather than valve position, so an annunciator may illuminate when its switch is on and the
flow is low even though the associated valve is open.
The ENG AIR FAULT annunciators indicate that there is a fault in the associated pylon
bleed system. A FAULT annunciator illuminates and the associated engine air valve is
automatically latched shut if:
The delivery air temperature is too high in the associated pylon bleed system.
The pressure is too high in the associated pylon bleed system.
An ENG AIR FAULT annunciator also illuminates if:
The associated ENG AIR switch is ON.
AND
The. on-side wing ice protection is on.

AND
The temperature is too low in the associated pylon bleed system.
The APU AIR switch controls the APU air valve. The APU VLV NOT SHUT annunciator
illuminates if:
The APU START/ STOP switch is at OFF or the APU AIR switch is at OFF.
AND
FCOM:Vt -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page 2
The ZONE HI TEMP annunciators indicate that a hot air leak has been detected in the
associated zone.
The ZONE TEMP DETECT switches select the loop(s) to be used by the associated zone
overheat detection system.
The STALL AIR LO PRESS annunciator indicates that the stall air reservoir pressure is
less than 25 psi.
Figure 6.1 - Air Supply Panel
APU VLV
NOT SHUT
L ZONE
HI TEMP
STALL AIR
LO PRESS
R ZONE
HI TEMP
ENG 1 AIR
FAULT
ENG 2 AIR
FAULT
ENG 3 AIR
FAULT
ENG 4 AIR
FAULT
ENG 1 AIR
VALVE
ENG 2 A IR
VALVE
ENG 3 AIR
VALVE
ENG 4 A IR
VALVE
ENG
i1
AIR
ON
FCOM:V1-002
ON
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Summary
Chapt er 4 Topic 6
Page 3
Air Conditioning Panel

The lower part of the AIR CONDITIONING panel is shown in Figure 6.2.
Each PACK switch controls the associated pack valve.
The PACK VALVE annunciators are NIPS annunciators. The logic is based on low flow
rather than valve position; so an annunciator may illuminate when its switch is on and the
flow is low even though the associated valve is open.
The REAR BAY HI TEMP annunciator indicates thal a high temperature has been detected
in the air conditioning bay.
The other switches and annunciators are described in the Air Conditioning Chapter.
Figure 6.2 - Lower Part of Air Conditioning Panel
i-v 1-04-00034
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page 4
Ice Protection Panel

The lower part of the ICE PROTECTION panel is shown in Figure 6 .3.
The OUTER WING ANT-ICE switch controls both wing anti-ice valves: the outer valves.
The INNER WING DE-ICE switch controls both wing de-ice valves: the inner valves.
TAIL ANTI-ICE switch controls both tail anti-ice valves: tail valve 1 and 2.
The VALVE annunciators are all NIPS annunciators.
The A IR LO TEMP annunciator illuminates if:
Air delivery temperature is low in an engine pylon bleed system.
AND
The on-side wing ice protection is on.
The TAIL HI TEMP annunciator illuminates if a high temperature is detected in the fin
leading edge.
The ICE DETECT switch function is described in the Ice Protection Chapter.
Figure 6.3 - Lower Part of Ice Protection Panel
1-v1-04 00027
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page 5
CWP and CSP captions
A PYLON OVHT caption illuminates if an overheat condition exists in zone 1 of the

associated pylon.
A green AIR SEL ON GRND caption is on the CSP.
The caption illuminates when the aircraft is on the ground and ENG 1 AIR or ENG 2 AIR or
ENG 3 AIR switch is ON. The caption does not illuminate when ENG 4 AIR switch is ON.
With the air conditioning packs off and the APU air not available, it is permissible to have
one ENG AIR switch ON for take-off and landing so that the discharge valves or outflow
valves can be controlled. ENG 4 AIR is used for this purpose because it does not
illuminate the CSP caption.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
AIR SUPPLY
Summary
Chapter 4 Topic 6
Page6
Figure 6.4 - Air Supply CWP and CSP Captions
Top ofCWP
CSP
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 4 Topic 6
Page 7
AIR SUPPLY
Summary
Circu it Breakers
The circuit breakers are on the bottom row of the FIRE circuit breaker panel and the middle
rows of the AIR & PRESSN circuit breaker panel. The FIRE circuit breaker panel is just
above the engine fire handles. The AIR & PRESSN circuit breaker panel is just above the
GRND TEST panel.
The circuit breakers are shown in Figure 6.5. Circuit breakers are provided for:
Each pylon overheat circuit (F 20 to 23).
Both loop A detection circuits (D 29).
Both loop B detection circuits (D 30).

The left zone warning circuits (D 31 ).
The right zone warning circuits (D 32).
The rear bay high temperature warning circuit (E 32).

Part of AIR & PRESSN CB panel
SAC
SAC
soc
soc
ZONE
TEMP
LOOP A
ZONE
LZONE RZONE
TEMP HI TEMP HI TEMP
LOOPS WARN
WARN
soc
1
REAR
BAY
HI TEMP
WARN
Bottom row of FIRE CB panel
29
:io
31
32
i-v1-04-00029
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Topic 1 - Overview
General Description ... .......... ........... .. ........ .. ... ........ ... ....... ... ........ .. ... ..... .. ........... ... ........
Normal Operation ..........................................................................................................
Fuel System ..................................................................................... ........................ .....
APU Generator................................................................................ ....................... .......
Ready to Load...............................................................................................................
Automatic Shutdown ...................................... .... ................... ........... .............................
Emergency Shutdown ... ... ... .. .... ...... .. .. .. .. .. .. . .. .... .. .. .. .. .. ... .. .. .. ...... .. ... .. ... .. .. .. ... .... .. .. .. ... ..
Indication .... ............................... ............. .......................................... .. ........ ...................
1
3
3
3
4
4
4
4
Topic 2- Configuration
General Description ........................................... ................... ....................................... .

Principle of Operation ................ ........ .... ............. ...... .......................... ............ ...... ........ .
Power Off-takes ..................................... ........ ....................... ........... .............................
Combustor.....................................................................................................................
Igniter........ ................... ........... ...................................... ....... .........................................
Surge Valve General .....................................................................................................
Surge Valve Garrett APU ......................................... ........................ .................... .........
Surge Valve Sundstrand APU ...... .......... ............. ............................. .. ............. ........ ......
2
3
3
4
4
4
Topic 3- APU Bay
General................................... ........................................................ ..............................
Rear Fuselage...............................................................................................................
APU Bay Door...............................................................................................................

Drains........................................ ............. ............................................ ........ ...................
Air Conditioning Bay.................. ........ .... ............. ...... .......................... ............ ...... .........
3
3
5
Topic 4 - Generator
Garrett APU Generator Drive ................. ............ ...... .......................... ............ ......... ......
Garrett APU Generator Cooling ........... .. ............. ............................. .. ............. ..............
Garrett Adapter Gearbox Oil Replenishment................................................................
Sundstrand APU Generator Drive.. ...... ...................................... ...... .............................
Sundstrand APU Generator Cooling ................ ................................ .............................
1
3
5
5
Topic 5- Air
General ................................... .. ............. ............................................ ........ ...................

Garrett APU Air Valve .............. ................................ ......................... ................... .........
Sundstrand APU Air Valve................... .........................................................................
APU VLV NOT SHUT Annunciator...............................................................................
APU NRV LEAK Annunciator.. ............................................ ............. .............................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
1
1
3
5
5
AVRO 146-RJ FCOM

Volume 1
APU
Contents
Chapter 5 TOC
Page2
Topic 6 - Fuel System
Aircraft Fuel Supply.......................................................................................................

Garrett 150 APU Fuel System.......................................................................................
Sundstrand APU Fuel System ... .. .. ...... ......... .. ......... ................ ... .. .... ...... .......... ...... ......
1
3
5
Topic 7 - Oil System
Garrett 150 APU Oil System.........................................................................................

Sundstrand APU Oil System..................................................... ....................................
1
3
Topic 8 - Starting
Starter Motor .................... .. ........ .... ..... . ..... ..... . .......... ...................... .. .... .. ... . ..... . .... ...... ..
Starting Supplies ...........................................................................................................
Starting from EXT DC ... ... ... ... .. .. .. ... ..... ....... ... . ... .. .... .. ..... ...... ..... ... ... . .... .. .... ...... ..... ...... .
START PWR Switch ..... ... ... ... ... . .. .. ..... . ... .. ........ ... ......... .. ...... ..... ... ... . ..... . .... ...... ..... ...... .
Starting from the Batteries or TR 1 ...... ... ... ... .. ....... .. .. ...... ..... .... .. .. ..... .... . ..... ..... ...... ..... .
Start Contactor .. ...... ..... ... . .. .. .. .. .. .. .. ..... . .. .. . ... .. .. ... ..... . ..... ...... ...... .... ... .... .. ... ...... . ..... ..... ..
Garrett 150 APU Start Sequence..................................................................................
Sundstrand APU Start Sequence..................................................................................
1
1
3
3
3
4
7
8
Topic 9 - Fire Protection
General.........................................................................................................................
Fire Detection................................................................................................................
Fire Extinguisher...........................................................................................................
Fire Warning........................................................ ..........................................................
1
1
3
Topic 10- Garrett Electronic Control
General.........................................................................................................................
Power Supply and Normal Shut Down..........................................................................
Emergency Shut Down .... ... ... .... .. ... ..... ..... ....... .... .... .. ..... ...... ..... .... .. . ..... . .... ...... ..... ...... .
Automatic Shut Down....................................................................................................
ECU Functions..............................................................................................................
Garrett 150 Fault Shut Down............................................................ ............................
1
1
1
1
3
5
Topic 11 - Sundstrand Electronic Control
General.........................................................................................................................
Emergency Shut Down .... ... ... .. .. .. .. ..... . .. .. . ... ... .... ..... .. .... ....... ..... ... ... . ..... . .... ...... ..... ...... .
Automatic Shut Down....................................................................................................
Power Supply and Normal Shut Down..........................................................................
ESU Functions..............................................................................................................
Fault Shut Down............................................................................................................
FCOM:V1-002
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Nov 01 /09
1
1
1
2
4
6
AVRO 146-RJ FCOM

Volume 1
APU
Contents
Chapter 5 TOC
Page3
Topic 12- Flight Deck Summary
APU Panel............................................................................. ........................................

APU Circuit Breakers............................................................ ........................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
1
5
General Description
A Garrett APU or a Sundstrand APU is fitted. The flight deck placard states which APU is
fitted.
The APU is a single shaft gas turbine engine. A single stage radial turbine drives a single
stage compressor and an accessory gearbox. The APU runs at constant speed: around
60,000 rpm. Figure 1.1 is an overview schematic.
The flight deck APU panel contains:
A START/STOP switch and a FIRE EXT switch.

All the APU annunciators.
An RPM indicator and an EGT indicator. The Garret EGT indicators are labelled
TGT.
An APU OVSPD test button is on the flight deck GRND TEST panel. An APU STOP switch
is in the air conditioning bay; an APU EMERG STOP switch is at the refuel station.
The APU is housed in a fireproof compartment at the rear of the aircraft, just aft of the air
conditioning bay.
A fire detection system detects high temperature in the fireproof compartment. A fire
extinguisher, in the air conditioning bay, can be discharged into the fireproof compartment.
A fire warning annunciator is on the APU panel; the warning is repeated on the CWP.
The APU provides power in two ways:
Shaft power to drive an AC generator. The generator supplies 115/200V 3-phase

power at 400 Hz to the aircraft main AC busbars.
Pneumatic power, in the form of compressed air, to the aircraft air supply system.
The APU air may be used to supply all the air supply services except the wing ice
protection, the tail ice protection, the hydraulic tank pressurization and the stick
push ram.
The generator is controlled by an APU GEN switch on the ELECTRIC panel.

The APU air is supplied via an APU air valve controlled by an APU AIR switch on the
AIR SUPPLY panel. Below the switch is an APU VLV NOT SHUT annunciator.
An APU NRV LEAK annunciator, on the APU panel, indicates that air from the main engine
air supply dueling is leaking into the APU air supply dueling.
A green APU PWR AVAILABLE annunciator indicates that the APU is ready to deliver
generated and pneumatic power (the ready to load signal).
In addition to the generator, the accessory gearbox drives:
An oil pump to pressurize the accessory gearbox's self contained oil system.
A fan to blow air through an oil cooler.
A fuel pump to supply fuel to the APU fuel system.
FCOM:Vt-002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Overview
Chapter 5 Topic 1
Page 2
The APU has a DC starter motor which is used for both ground and in-flight starts. The
starter motor turns the turbine shaft through the accessory gearbox.
Many APU functions are electronically controlled: for example, starting and automatic shut
down. Electronic control of the Garrett APU is managed by an electronic control unit
(ECU) ; the equivalent in the Sundstrand APU is the electronic sequencing unit (ESU). The
ECU and ESU are located in the rear of the air conditioning bay.
The APU fuel pump is supplied with fuel from the aircraft fuel system cross feed line:
between the left common feed and the cross feed valve. The left inner pump normally
supplies low pressure fuel to the APU fuel system.
Figure 1.1 - APU Overview Schematic
Maln AC
busbara
APU
APUbay
fireproof compartment
Fim wire
Single shaft
gas turbine
Cools oil
FIRE EXT
Fire
ext
Slatt and run
Pressure
SWitch
ELECTRONICS
I
APU fuel
valve
Vave not
RPM TGTIEGT
STOP
in position
selected
i-v 1-0 5-0000 I
FCOM:V1-002
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Nov 01 / 09
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Volume 1
APU
Overview
Chapter 5 Topic 1
Page3
Normal Operation
The APU start sequence is completely automatic. It is initiated by selecting the

START/STOP switch to START. The switch is left at START while the APU is running.
The APU fuel system automatically maintains the RPM within the governed range as inlet
conditions and power demands change.
In the air, the APU is normally stopped by selecting the START/STOP switch to STOP.
On the ground, the APU is normally stopped by pressing the APU OVSPD button.
The APU can be used to supply air and electrical power simultaneously on the ground.
In the air, the normal use of the APU is:
To supply air to the air conditioning packs for take-off and landing.
To act as a backup to the engine driven generators; the generator does not deliver
power, but is ready to deliver electrical power should an engine generator fail.
If the APU generator is used to supply the aircraft electrical system in the air, the APU air is
selected off in most cases.
Fuel System
Fuel is supplied to the APU via an aircraft low pressure valve. The valve is controlled by
the APU START/STOP switch. An APU FUEL VALVE annunciator is on the APU panel;
the annunciator indicates that the valve is not in the demanded position. An
APU FUEL LO PRESS annunciator, on the APU panel, indicates that pressure from the
airframe fuel system is low when the START/STOP switch is at START.
All aspects of the Garrett APU fuel system are electronically controlled.
Starting and shutdown are electronically controlled on the Sundstrand APU; when the APU
is running , a hydro-mechanical governor controls the APU RPM.
APU Generator
The Garrett APU has an adapter gearbox which couples the generator to the accessory
gearbox. The adapter gearbox has a self contained oil system that cools and lubricates
the generator.
An APU DRIVE FAIL annunciator on the ELECTRIC panel indicates that oil pressure is low
or oil temperature is high in the adapter gearbox. The annunciator legend is
APU GEN FAULT in early aircraft but the meaning is the same.
The Sundstrand APU does not have an adapter gearbox; the generator is mounted directly
to the accessory gearbox; accessory gearbox oil cools and lubricates the generator.
Neither an APU DRIVE FAIL nor an APU GEN FAULT annunciator is fitted.
On the Garrett APU, the oil cooler fan cools the adapter gearbox oil; on the Sundstrand
APU, the oil cooler fan cools the accessory gearbox oil. In both cases, the fan cools the oil
passing through the generator.
FCOM:V1-002
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Volume 1
APU
Overview
Chapter 5 Topic 1
Page4
Ready to Load
Once the APU is ready to deliver power, it delivers a ready to load (RTL) signal. Shaft and
pneumatic power cannot be taken from the APU until the RTL signal is given. The RTL
signal illuminates the green APU PWR AVAILABLE annunciator. The RTL signal is given:
Four seconds after 97% RPM is achieved for the Garrett APU.
Three seconds after 95% RPM is achieved for the Sundstrand APU.
Automatic Shutdown
The Garrett ECU and the Sundstrand ESU both have an automatic shutdown function .
Automatic shutdown is achieved by closing a fuel valve in the APU fuel system in the event
of certain faults.
An AUTO SHUTDOWN annunciator on the Sundstrand APU panel directly indicates that
the ESU has automatically shut down the APU.
The Garrett APU has an OIL LO PRESS annunciator in place of the AUTO SHUTDOWN
annunciator. The Sundstrand APU does not have an OIL LO PRESS annunciator.
The Garrett OIL LO PRESS annunciator will illuminate whenever the ECU shuts down the
APU; either because the fault was oil low pressure or purely because the APU has run
down.
Emergency Shutdown
The APU can also be shut down by removing power from the ECU or ESU. The APU
stops because power is required to hold the APU fuel system valves open.
On the ground, an aircraft emergency shut-down circuit can shut down the APU by
removing power from the ECU or ESU. In this case neither the OIL LO PRESS nor the
AUTO SHUTDOWN annunciator illuminates. In this event the RPM and EGT indicators will
not be powered.
The emergency shut-down circuit will also close the aircraft low pressure fuel valve.
Indication
The Garrett APU gas temperature indicator is labelled TGT; the Sundstrand indicator is
labelled EGT. For both APUs, the sensed temperature is exhaust gas temperature.
The RPM and EGT sensors signal the ECU or ESU.
The Sundstrand APU has a frequency to voltage converter, next to the ESU, to convert the
EGT and RPM signals from the ESU into a suitable form for the flight deck indicators.
The Garrett and Sundstrand gas temperature limitations are different and are indicated on
the placard.
Both APUs have an hour meter; the Sundstrand APU also has a start counter. The meter
and counter are on the APU.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General Description
A schematic of the APU is shown in Figure 2.1. A three-dimensional section of each

engine is given for each APU: Figure 2.3 for the Garrett and Figure 2.4 for the Sundstrand.
Each APU has:
An aircraft air intake and an APU air inlet duct.
A centrifugal compressor.
A combustor.
A radial turbine connected by a shaft to the compressor.
An APU exhaust nozzle duct and an aircraft exhaust duct assembly.

An accessory gear box connected to the compressor by a shaft.
An APU air valve that bleeds air from the compressor to the aircraft air supply
system.
A surge valve that can bleed air from the compressor into the APU exhaust duct.
The accessory gearbox drives:

A generator that can power the aircraft busbars.
A fan which blows air through an oil cooler.
An oil pump to pressurize the APU oil system.
A fuel pump to supply the APU fuel system.
A DC electrically powered starter motor turns the APU through the accessory gearbox.
Principle of Operation
The aircraft air intake takes air from the left side of the rear fuselage and ducts it to the
APU air inlet. The APU air inlet directs the air evenly around the compressor inlet.
High pressure air from the compressor is directed to the combustor. Fuel is added to the
combustor where it is burnt in the high pressure air. The combustion process adds kinetic
energy to the air while maintaining almost constant pressure.
The high speed, high pressure air exits the combustor to the turbine. The air gives up
most of its energy to the turbine and leaves the APU via the exhaust dueling and an outlet
on the rear right fuselage.
The turbine uses the extracted energy to drive the compressor and the accessory gearbox.
The combined actions of the compressor, combustor and turbine constitute the power
producing part of the APU. This power producer is called the gas generator.
The fuel system maintains the APU speed constant: nominally 60 033 rpm for the Garrett
APU and 64 154 rpm for the Sundstrand APU.
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Volume 1
APU
Configuration
Chapter 5 Topic 2
Page 2
Figure 2.1 - APU Schematic
Mlln AC
Compn:::ssor
Intake
btccd a!r
lbust.na
alr
a:
I!
.!::
s
Cools
4
Exhaust
generator oil
c:
.....
:ii
:I
High pressure
and speed
combustor output
Combustor
Hill" pn n
Lift
CIO I IIP'C$$011
0\ltptn
Fuel systom
IV
j . Qf;.Q0QQ2
Power Off-takes
Power is taken from the APU as shaft power to drive the generator and as pneumatic
power to supply the air supply system.
As shaft load or bleed load is increased on the APU, more fuel has to be burnt to provide
the extra power; so the EGT increases.
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Volume 1
Chapt er 5 Topic 2
Page 3
APU
Configuration
Combustor
The Garrett APU and the Sundstrand APU have annular reverse flow combustors. The
output from the compressor is guided around and into the combustor. The direction of air
is reversed in the combustor . On leaving the combustor, the direction of the air is again
changed by 180"; the air then enters the turbine. The flow is shown schematically
in Figure 2.2.
Figure 2.2 - Reverse Flow Combustor Garrett and Sundstrand APU
Inlet -
-+/ '-
- --,.
Airflow direction
In let -
-t!'
Reverse flow
annular
combustor
Turbine
Igniter
The Garrett APU has one igniter plug powered by an ignition exciter.
The Sundstrand APU has two igniter plugs powered by one ignition exciter.
The ignition exciter is powered by a low DC voltage but produces a high voltage to power
the igniter plug(s).
The exciter is only powered during the start sequence.
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Volume 1
APU
Configuration
Chapter 5 Topic 2
Page4
Surge Valve General
The surge valve protects the APU from surge by bleeding air from the compressor into the
exhaust flow.
The surge valve is electrically controlled but requires compressor pressure to open.
Surge Valve Garrett APU
For the Garret APU, the surge valve is open during starting. When the APU is running:
The surge valve is open at and above 15 000 ft.
The surge valve is open when the APU AIR switch is at OFF.
The surge valve is closed when the APU AIR switch is at ON and the aircraft is
below 15 000 ft.
Surge Valve Sundstrand APU
For the Sundstrand APU, the surge valve is closed during starting. When the APU is
running:
The surge valve is open when the APU air valve is closed.
The surge valve is closed when the APU air valve is open.
FCOM:V1-002
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Volume 1
APU
Configuration
Chapter 5 Topic 2
Page 5
Figure 2.3 - Garrett APU Section

APU air valve
Centrifugal
compJ~essor
Starter
Accessory
gearbox
motor
~~a
Reverse
flow
annular
combustor
Exhaust
duct
Radial
turbine
Fuel pump
Mounting pad for generator adapter gearbox
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AVRO 146-RJ Series
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Volume 1
APU
Configuration
Chapter 5 Topic 2
Page6
Figure 2.4 - Sundstrand APU Section
Exhaust
duct
A ir inlet
Centrifugal
compressor
Mounting pad
Fan
Radial
turbine
for generator
Mounting
pad for fan
Annular reverse
flow combustor
Accessory
geatbox
Fuel
control unit
Mounting pad
for starter motor
FCOM:V1-002
AVRO 146-RJ Series
Starter motor
Nov 01/09
General
The APU bay is a fireproof compartment at the rear of the aircraft: see Figure 3.1. The
APU b ay door forms the bottom of the fireproof compartment. The forward wall of the
fireproof compartment separates the APU bay from the air conditioning bay.
A view into the APU bay from beneath is shown in Figure 3.7 and Figure 3.8.
Figure 3.1 - APU Location
Fireproof
compartment
.. ~~
h
...........
/ 1
Alr cornfitlontng bay

rw.rrd of Uw box front
ECU
Ga!Tett APU
Rear Fuselage
The rear fuselage is shown in Figure 3.2.

The A PU items on the left side of the fuselage are:
The APU air intake. Ducting from the air intake directs air to the APU air inlet.
The fire extinguisher pressure relief indicator .
The air inlet for the oil cooler fan (forward left side of the door).
The outlet for the oil cooler air (Garrett APU only).
The APU exhaust is on the right side of the rear fuselage. The aircraft skin is protected by
a titanium shield. A ramp, ahead of the exhaust outlet, prevents airflow into the exhaust.
Dueling takes air from the APU exhaust duct to the fuselage exhaust outlet. The dueling
passes through the air conditioning bay.
A shroud surrounds the Garrett exhaust dueling; cooling air from the oil cooling fan is
directed between the dueling and the shrouding.
The Sundstrand exhaust dueling is not air cooled. It is made of stainless steel surrounded
by an insulating blanket.
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Volume 1
APU
APU Bay
Chapter 5 Topic 3
Page 2
Figure 3.2 - Rear Fuselage

View from the left
Intake
Air outlet fCK oil cooler

(Gamrtt only)
conditioning pack 1
air outlet
~-.lin1n
Extinguisher
.p ressure
relief
indicator
View from the right
Titanium shield
1- v1 0SOiiOOQ
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Volume 1
Chapt er 5 Topic 3
Page 3
APU
APU Bay
APU Bay Door

The Sundstrand and Garrett doors are shown in Figure 3.4.
The inlet for the oil cooler fan is on the left forward corner of the door.
The door has a fire access point for ground fire fighting equipment.
On the Sundstrand door, the fire entry point is permanently open and is the exit point for air
from the oil cooler fan.
On the Garrett only door, the fire access point is either:
A spring loaded door which blows out if bay pressure is excessive.
OR
A permanently open point similar to that on the Sundstrand door.
Drain.s
Drains are provided to drain fuel, oil and water away from the APU and water away from
parts of the inlet and exhaust dueling.

The drain outlets are at four points on the APU door; they are shown in Figure 3 .3.
Figure 3.3 - APU Drains
........ .
....
Bay Vent
'
Garrett exhaust
shroud O"ain
Drainfot:
, Fuef control U'1it &eal
,. Accessory gearbox breather.
,. Garrett only, adapter gearbox seal.
Crain for:
,
Corl'tlustor.
,. Tur'bine.
,.
Garrett aircraft exhaiJSt duel
,.
Sunclstrand APU exhaust duci.

l-v105-000 10
FCOM:V1 -002
AVRO 146-RJ Series
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AVRO 146-RJ FCOM

Volume 1
APU
APU Bay
Chapter 5 Topic 3
Page 4
Figure 3-4 - APU Bay Door

Sundstrand APU Door
Air in let for oil cooler
Bay vent
Oil cooler fan ouUet

Also serves as fire
access point
Garret APU Door
Fire access point

Also serves as
blow out doo~r~---+
later doors have th.s
fire access point
It improves bay
ventilation
Inlet for oil cocler' ----til~
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
APU
APU Bay
Chapt er 5 Topic 3
Page 5

The air conditioning bay is just forward of the APU bay; the air conditioning bay contains
the following APU items of equipment:
The APU fire extinguisher.
The Garrett ECU.
The Sundstrand ESU and frequency to voltage converter.
An APU STOP switch .
The APU exhaust dueling.
The a.ir conditioning bay is shown in Figure 3.5 for the Garrett APU and in Figure 3.6 for a
Sundstrand APU.
Figure 3.5 - Air Conditioning Bay Looking Aft - Garrett APU
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
APU
APU Bay
Chapter 5 Topic 3
Page6
Figure 3 -6 -Air Conditioning Bay Looking Aft- Sundstrand APU
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
APU
APU Bay
Chapt er 5 Topic 3
Page 7
Figure 3.7 - Garrett APU from Below

Garrott 150 APU
Air
ECU
-..,____
Apu bay
door
~
_: - 't-
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
APU
APU Bay
Chapter 5 Topic 3
Pages
Figure 3_8 - Sundstrand APU from Below

Generator
Fireproof
wall
Exhaust
ductlng
Air
A pu bay
door
---Forward
...
Figure 3_9 - Oil Cooler Inlet Duct (Both APUs)

Diagram shows
Garrett 150 but
cooling duct the
same on both APUs
011 ,.,....,,....
This outlet mates

with tho fan Inlet
when the door is.
c losed
HrHIS.OOOSl
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Garrett APU Generator Drive

There is no need for a constant speed drive because the APU runs at constant speed. The
arrangements are shown schematically in Figure 4.1.
The generator delivers 3-phase AC at 115/200 V and 400 Hz.
The APU drives an accessory gearbox.
The Garrett 150 APU accessory gearbox drives the generator through an adapter
gearbox. The adapter gearbox has a self contained oil system and is used to lubricate and
cool the generator.
When the ready to load (RTL) signal is given:
The APU PWR AVAILABLE annunciator illuminates.
The generator can be energised.
The APU GEN OFF LINE annunciator is enabled.
Garrett APU Generator Cooling

The system is shown in Figure 4.1.
Oil passes from the adapter gearbox to the generator and returns to the adapter gearbox
having cooled the generator. The oil then leaves the gearbox for an oil cooler in the APU
bay; t he oil returns from the cooler to the adapter gearbox. The oil is cooled by air. A fan,
driven by the accessory gearbox, draws air through an inlet on the left side of the APU
door; the air passes through the cooler and leaves the aircraft through an outlet above the
APU door on the left side of the aircraft.
Some of the cooling air from the fan is transferred to the exhaust dueling shroud to cool the
exhaust dueling.
Oil is circulated around the cooling circuit by pumps in the adapter gearbox.
The oil delivery for the generator is monitored for low pressure. The oil temperature in the
accessory gearbox is monitored for high temperature. If the RTL signal is present and a
low pressure or high temperature condition is sensed, an amber A PU DRIVE FAIL
annunciator, on the flight deck electric panel, will illuminate. On early aircraft, the
annunciator legend is APU GEN FAULT, but the meaning is the same.
If the cause of the APU DRIVE FAIL or APU GEN FAULT annunciator illuminating is oil
high temperature, then an APU GEN OIL HIT magnetic indicator (MI) is latched white.
The Ml is on the maintenance panel in the avionics bay.
On the ground, 20 seconds after an adapter gearbox oil fault is detected, an emergency
shut down will be initiated , and an APU EMERG SHUT DOWN Ml will latch white;
emergency shut down will not occur when the aircraft is airborne. The Ml is on the
maintenance panel. On some aircraft, the ground crew call horn will sound until the
START/ STOP switch is selected to STOP.
On shut down, the APU DRIVE FAIL annunciator will extinguish because the RTL signal is
lost.
FCOM:V1 -002
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Volume 1
APU
Generator
Chapter 5 Topic 4
Page 2
Figure 4.1 - Garrett APU Generator
1-+
-+
APU door from the left
Direction of oil flow

Direction of airflow
Air
Airinlet
outlet
Oil cooler
Generator
cootactor
Generator ---eo"t;o3-~~
..
MalnAC
.. OIL
TEIIF
busbars.
LOOIL
PRESS
Contactor
post bon
< BOps
>177"C
APU G N
Oil HI l
GrOt.lld crew
uDR"r
20 second delay
~ hQrrl
..__ Optional
--.__,
Contact or
~~~
control
AtAomatlc
shutdoNnon
ground
ECU
RTL
APUFMFRG
5HIJTOOWN
--~-E~~-r----------------~----~-.
Generator
control unit
APUCE.N
ON
RTL:
OFF
97% 4 seconds for lhe Garrett150 APU.
UHE
e
e
OfFIRESET
=. .I is .__M'_F_!'ut_
_G
_l ~
.___u
F
_A!t.
_D__
R
FCOM:V1-002
on eariy arcraft (Amunciators on ELECTRIC panel)
AVRO 146-RJ Series
Hl1.()5.00058
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Generator
Chapt er 5 Topic 4
Page 3
Garrett Adapter Gearbox Oil Replenishment

The adapter gearbox has an oil replenishment point on its top surface. The location is
shown in Figure 4.2. The type and brand of oil to be used is shown on a label close to the
APU door; there may also be a label for the accessory gearbox. Only the type and brand
of oil specified on the label should be used.
The adapter gearbox replenishment point has a bayonet cap. The cap contains a dipstick
with an ADD and a FULL line.
Some adapter gearboxes have a pressure release button. If fitted, the button should be
pressed before the cap is removed: pressing the button de-pressurizes the gearbox. The
pressure release button is shown in Figure 4.3.
Figure 4.2 - Garrett APU Adapter Gearbox
Generator
Gravity fill
point
Adapter
gearbox
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Volume 1
APU
Generator
Chapter 5 Topic 4
Page 4
Figure 4_3 - Adapter Gearbox Pressure Release Button
Pressure release button
Generator
'
. .
'
Gravity fill
point
'
.
FCOM:V1-002
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AVRO 146-RJ Series
'
.
. --\
,--
Adapter
gearbox
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Generator
Chapter 5 Topic 4
Page 5
Sundstrand APU Generator Drive

There is no need for a constant speed drive because the APU runs at constant speed. The
arrangements are shown schematically in Figure 4.4.
The generator delivers 3 ~ phase AC at 115/200 V and 400 Hz.
The APU drives an accessory gearbox. The accessory gearbox drives the generator
directly.
Oil from the accessory gearbox cools and lubricates the generator.
When the ready to load (RTL) signal is given:
Sundstrand APU Generator Cooling

The generator is cooled by oil from the accessory gearbox. The system is shown in Figure
4.4.
Oil passes from the accessory gearbox to the generator and returns to the accessory
gearbox having cooled the generator. The oil then leaves the accessory gearbox for an oil
cooler in the APU bay; the oil retu rns from the cooler to the accessory gearbox. The oil is
cooled by air. A fan, driven by the accessory gearbox, draws air through an inlet on the left
side of the APU door; the air passes through the cooler. From the cooler, the air passes
over the hottest parts of the APU and then leaves the aircraft through an outlet on the
lower right side of the APU door. The outlet has an additional function; it is also the inlet
for the fire lance of a ground fire extinguisher.
Oil delivery to the generator is monitored for low pressure. Oil temperature in the
accessory gearbox is monitored for high temperature. If a low pressure or high
temperature is sensed, the APU will automatically shut down; an AUTO SHUTDOWN
annunciator on the flight deck APU panel will illuminate. Automatic shut down occurs both
on the ground and in flight.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Generator
Chapter 5 Topic 4
Page6
Figure 4-4 - Sundstrand APU Generator

APU door from the left
APU door from t he right
' '
Air Inlet
011 cooler
Air
olAiet
Generalor
...,.~ ~lor
I:
:e... -
. - -0
:I
Cootactor
1111
MainAC
busbars
position
ESU
I
Enable
I
:;;- 95% RPf./1
10 sE!C()fld delay
~
-+
-+
DiroctJon of oil now
Direction of alrflow
Automatfc shutdown on the
ground and In the al r.

IV105-000 20
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
The APU delivers air from its compressor to the aircraft air supply system via an APU air
valve.
An APU VLV NOT SHUT amber annunciator is below the switch.
The APU air valve cannot be opened until the RTL signal is available. The valve will close
if the RTL signal is lost.
Garrett APU Air Valve

The air valve on the Garret APU acts as:
A shut-off valve.
A flow limiter.
The flow limiting function ensures that the EGT stays within limits. The function effectively
gives priority to the generator. Because the APU AIR valve has a flow limiting function, it is
often referred to as the load control valve (LCV).
If the pneumatic supply or electrical supply to the valve is lost, a spring will drive the valve
closed.
The valve is selected by the APU AIR switch on the AIR SUPPLY panel. The switch
signals the APU electronic control unit (ECU) and the ECU controls the valve position.
The ECU controls the LCV function; the function limits the flow to ensure that the EGT
remains below a nominal 690 C for the Garrett 150 APU.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
APU
Air
Chapter 5 Topic 5
Page 2
Figure 5.1 -Garrett APU Air Valve
j
Alr supply system+ --! APU Air Valve
14---.;.,
I!
I:L
Gatrett APU a1r valve:

,. Shut off valve.
,.
Pressure regulator.
,. Flow hmiter or load

control valve (LCV).
[A'::~ I
Pos1tion
cootii'OI
---------------.
LCV limits flow to ensure that the EGT

remains below the cootlnuoos limit.
ECU
APUAIR
oN
OFF
EGT
l
RTL
Openlshulf command
Enable
A'tfvalve
RTL:
,.
;:{PM
97% + 4 seconds for the Garrett 150 APU
FCOM:V1-002
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Volume 1
APU
Air
Chapter 5 Topic 5
Page3
Sundstrand APU Air Valve
The Sundstrand APU air valve is:
A shut-off valve.
A pressure
regulator~
There is no LCV function. A flow limiting venturi is placed downstream of the APU air
valve. The venturi limits the flow so that the maximum continuous EGT is not exceeded.
The valve is selected by the APU AIR switch on the AIR SUPPLY panel. The switch
signals the valve via a relay that is closed by the RTL signal. The valve is automatically
signalled to close when the APU is shut down.
Pneumatic power is required to both open and close the valve.
If electrical power is lost, the valve will close if pneumatic power is available.
When the APU is shut down, the compressor air pressure decays rapidly. Therefore if the
APU is shut down with the APU AIR switch at ON, the valve may not completely close.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
APU
Air
Chapter 5 Topic 5
Page 4
Figure 5.2 - Sund strand APU Air Valve

Venturi
(flow restrictor)
.........__.... r - - - - - - - - ,
Air supply sys tem
APU Air Valve
Sundstrand APU air valve:

:;.. Shut-off valve.
:;..
~----1
Open/shut
command
Pressure regulator.
APUPWR
AVAILABLE
Venturi limits flow to ensure that the

EGT remains below the continuous limit.
RPM
l+ - - ' - - - - - - r - - 1 95% RPM

Ai r enable
relay
APUAJR
ON
4seconds
E SU
OFF..____,
i-v1-05-00022
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Air
Chapter 5 Topic 5
Page 5
APU VLV NOT SHUT Annunciator
The APU VLV NOT SHUT annunciator indicates that the APU air valve is not shut when it
is signalled to shut. It is signalled to shut when either the START/STOP switch is at STOP
or the APU AIR switch is at OFF.
The APU VLV NOT SHUT annunciator illuminates if:
AND
APU NRV LEAK Annunciator
The aircraft air supply system is supplied by the engines and the APU. The air supply
system is divided into two parts: the left and the right. Normally the right wing engines
supply the right side and the left wing engines supply the left. The APU supplies both
sides. The engine and APU supply ducting is shown schematically in Figure 5.3.
The engine and APU supplies converge at three non-return valves (NRVs): A, Band C.
NRV A prevents the right engines feeding the left side. NRV B prevents the left engines
feeding the right side.
If either NRV A or NRV B fails, engine air will enter the ducting between the three NRVs. A
There is a pressure switch between NRV C and the other two NRVs. It is normal for
pressure to be sensed when the APU is supplying air.
If the switch senses pressure when the APU air valve is closed, then engine air is leaking
Failure of either NRV A or NRV B is indicated by an APU NRV LEAK annunciator on the
APU panel.
The APU NRV LEAK annunciator illuminates if:
AND
The APU air valve is closed.
AND
The pressure switch senses high pressure.
A small vent in the APU supply duct bleeds any air away from the duct due to normal
leakage through the NRVs to prevent spurious warnings.
Once the APU air valve is closed, it takes a short time for the pressure in the duct to
dissipate through the small vent. It is normal for the APU NRV LEAK annunciator to
illuminate for a few seconds after the APU air valve is closed.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Air
Chapter 5 Topic 5
Page6
Figure 5_3 - APU Air Valve and NRV Leak Annunciators

Supply from
right wing
engines
Right air
supply
services
I~
1
A t
Non-return valve
Position
control
Pressure
switch
Small
vent
Left air
supply
services
...
...
...0
t 1+-- r-
en
APU Air 1+--t

Valve
~
c.
E
0
I
Valve
position
- '-
()
T
Indication logic
Supply from
left wing
engines
APU NRV
LEAK
APU NRV LEAK

Warns that air from t he engines has leaked
Illuminates if:
: START/STOP switch is at OFF or APU
AIR switch is OFF.
AND
> APU air valve is closed.
AND
> Pressure switch senses high pressure.
FCOM:V1-002
STOP
APU VLV NOT SHUT
Warns that the APl!J air valve has not

closed when it is signalled to close.
Illuminates if:
: START/STOP switch is at OFF or APU
AIR switch is OFF
AND
J;> APU air valve is not fully closed
AVRO 146-RJ Series
Nov 01 / 09
Aircraft Fuel Supply

The APU fuel system is supplied from the cross feed line via an APU fuel low pressure
(LP) valve. The supply is shown schematically in Figure 6.1.
The fuel is fed from between the left common feed valve and the cross feed valve. The left
inner pump normally feeds the APU but any inner or outer pump can feed the APU if
The APU LP valve is an electrically motorised valve. The motor is powered from the
EMERG BATT busbar. If power is lost to the valve, it remains in its position at the time of
loss of power.
The valve is signalled by the APU START/STOP switch and the aircraft APU emergency
shut down circuit. It is not signalled by the ECU or ESU automatic shut down signal.
The APU LP valve is demanded shut when:
The START/STOP switch is at STOP.
OR
An APU emergency shut down occurs.

The APU LP valve is demanded open when:
The START/STOP switch is at START.
AND
There is no APU emergency shut down signal.
There are two amber fuel system annunciators on the APU panel: APU FUEL VALVE and
APU FUEL LO PRESS.
The APU FUEL VALVE annunciator indicates that the APU LP valve is not in the
demanded position.
The APU FUEL LO PRESS annunciator indicates that the pressure is low at the APU fuel
system inlet. The annunciator is signalled by a pressure switch downstream of the LP
valve. Electrical power for the annunciator is only available when the START/STOP switch
is at START.
If the APU is not supported by an inner or outer pump (suction feed), the
APU FUEL LO PRESS annunciator will illuminate provided the START/STOP switch is at
START.
The APU can be started on suction feed. An inner or outer pump should support the APU
fuel system when the APU is running. This prevents vapour lock, especially at low fuel
states.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 6
Page 2
Fuel System
Figure 6 .1 - Aircraft Fuel Supply
Outer feed tank
II
Inner feed tank
Pressure switch
Cross feed valve
Left common feed valve
Pump
Right common feed valve
-o
START
Position
demand ---~
APU LP fuel valve
NRV
Switch
position
Valve
position
STOP
Shut
APU FUEL LO PRESS annunciator
indicates low pressure at the APU
fuel system inlet provided that the
START/STOP switch is at START.
Emergency
shutdown
Valve not in
demanded position
APU LP valve:
J> Electrically motorised valve.
J> Signalled by APU START/STOP switch and aircraft emergency slhutdown circuit.
The valve is demanded shut if:
> The START/STOP switch is at STOP
OR
An emergency shutdown occurs
The valve is not shut by the ECU or ESU automatic shutdown signal.
The valve is demanded open if :
J>
>
The START/STOP switch is at START.

AND
J> There is no emergency shutdown signal.
APU F'UEL VALVE annunciator illuminates if the valve is not in the demanded position.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Fuel System
Chapter 5 Topic 6
Page3
Garrett 150 APU Fuel System
The Garrett 150 APU fuel system is electronically controlled. The system is shown
The fuel from the aircraft fuel system passes through a filter to the APU driven fuel pump.
From the fuel pump, the fuel passes through a metering valve to a fuel shut-off valve.
From the shut-off valve, the fuel passes to the combustor via a flow divider.
The flow divider divides the flow into primary and secondary flows. The primary flow path
is always open; the secondary flow path opens at a point in the starting cycle where a
higher fuel flow rate is required to continue to accelerate the engine. The secondary path
remains open while the APU runs at constant speed.
The ECU controls the metering valve and the shut-off valve.
When electrical power is lost, both valves close.
The ECU opens the shut-off valve at 10% RPM during the start cycle. The shut-off valve is
closed in response to:
A normal STOP command from the START/STOP switch.
An emergency stop command from the aircraft emergency APU stop circuit.
An automatic shut down command from the ECU fault monitoring circuit.
The shut-off valve closes in response to the emergency and normal STOP commands
because power is removed from the ECU.
The ECU controls the metering valve to:
Maintain the required acceleration during starting.
Keep the EGT within limits during starting.
Maintain APU RPM at the governed speed during running.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
APU
Fuel System
Chapter 5 Topic 6
Page 4
Figure 6.2 - Garrett Fuel System

START
Shut---+
Switch position
Logic
--1
STOP
Valvo
position
Position
demand
APU FUB.
Valve not in
VALVE ~demanded
position
APU LP fuel valve
APU FUEl.
Pressure switch
LO
fSI
Filter
Secondary
now
EGT
~-
'
RPM
i l I
Speed
&
starting
---Start & run

Fuel metering
valve
control
ECU
"u1omstic I
r.huldown
FCOM:Vl-002
AVRO 146-RJ Series
Fuel shutoH
valve
Nov 01 / 09
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Volume 1
APU
Fuel System
Chapter 5 Topic 6
Page 5
Sundstrand APU Fuel System
The Sundstrand fuel system is shown schematically in Figure 6.3.

Starting is controlled hydro-mechanically and electronically.
A hydro-mechanical governor controls APU speed once the start is complete.
The fuel from the aircraft fuel system passes through a filter to the APU driven fuel pump.
From the governor the fuel flow splits into two paths: one through an acceleration control
and one through a start valve.
The fuel pump, governor and acceleration control are contained within a fuel control unit.
The flow from the acceleration control passes to the combustor via a main valve.
The flow from the start valve passes directly to the combustor.
The ESU controls the start valve and the main valve.
When electrical power is lost, both valves close.
The ESU opens the start valve at 3% RPM during the start cycle and closes it when 85%
RPM is achieved. The start valve is closed when the APU is running at governed speed.
The main valve is opened during the start cycle when RPM is above 14% and light up is
achieved. Between 14'% and 50'% RPM, the ESU opens and closes the valve to prevent
excessive EGT. Above 50% RPM the main valve is open.
The acceleration control senses compressor pressure. As compressor pressure increases,
the acceleration control allows more fuel to be passed to the combustor. The acceleration
control is fully open once the APU reaches governed speed.
The governor remains fully open until 90% RPM. It then meters fuel to maintain the
governed speed.
The main valve is closed in response to:
A normal STOP command from the START/STOP switch.
An emergency stop command from the aircraft emergency APU stop circuit.
An automatic shut down command from the ESU fault monitoring circuit.
The main valve closes in response to the emergency and normal STOP commands
because power is removed from the ESU.
On some aircraft power is not removed from the ESU until 60 seconds after the
START/STOP switch is selected to STOP; on these aircraft the ESU shuts the main valve
when the START/STOP switch is selected to STOP.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
APU
Fuel System
Chapter 5 Topic 6
Page6
Figure 6.3 - Sundstrand Fuel System

START
Shut-
Logte
-+!
STOP
Valve
position
Position
demand
Valve not in
-demanded
L----__..J
poslt.lon
rI lO
AI'Ufua I
..,.E$11
Pressure switch
Filter
~ Combustor
Fuel
control
I
RPM
AccoleraUon
EGT
control
-4--- l --+-f- --L- !.+-- - - - -1- - - - - Start & run

Starting fuel
control
_j
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Garrett 150 APU Oil System
The Garrett 150 APU oil syst-em is shown schematically in Figure 7.1 .
Oil is contained in a sump at the bottom of the accessory gearbox.
A pump draws oil from the sump and pressurizes the oil to a nominal 45 psi.
From the pump the oil passes to a filter.
From the filter the oil passes to:
The engine bearings.
The accessory gearbox bearings and gears.
Oil return is by graveity to the sump.
The oil is cooled by APU inlet air passing over fins attached to the accessory gearbox.
A pressure switch is downstream of the filter. If pressure drops below 31 psi, a low
pressure signal is sent to the ECU. The ECU passes this signal directly to the amber
APU OIL LO PRESS annunciator on the APU panel. If the APU RPM is above 97%, the
ECU shuts down the APU after a delay of 10 seconds.
The APU OIL LO PRESS annunciator is inhibited when the START/STOP switch is at
STOP.
Automatic shutdown is achieved by closing the APU fuel shut off valve. The aircraft APU
fuel valve remains open until the START/ STOP switch is selected to STOP.
The Garrett 150 ECU is installed with fault code M Is. They display an appropriate code
when the ECU initiates shutdown for high oil pressure.
A high oil temperature switch on the gearbox sump is used to shut down the APU if the oil
temperature rises above 140C. There is a one second delay before automatic shutdown.
A combined drain valve and chip detector is fitted to the gearbox sump.
FCOM:Vt -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Oil System
Chapter 5 Topic 7
Page 2
Figure 7.1 -Garrett Oil System
o~--------------~
APUOIL
LO PRESS
ECU
10 second delay --'--
+'
RPM
> 97% 150APU
LEnable-+
~PCJOII.
~second
Lo.voll
pressure
t.O~sa l
011 ptassure < 31 psi
Pump output
regulated to 45 P6l
i
Oil pump
delay
t
High oil temperature
Ott ten pwature > 140"C
Pressum switch
Filter
--
Drain and chip
J Inlet 1111, flowing over fms

t
...
Tempef'ature switch
detector
OIL LO PRESS am\Jnci ator illuminates if oil pressure less than 31 psi and the START/STOP'
switch is at START
Automatic shutdown given for low oil pressure if:
,.
RPM geater than 97%
AND
Oil pressure less lhan 31 psi for more than 10 seconds.
Automatic shutdown given for t-tgh oil tefll)erature it oil temperature greater than 140"C for
more than 1 second
1 11'1 - 05- 00060
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Oil System
Chapter 5 Topic 7
Page3
Sundstrand APU Oil System
The Sundstrand APU oil system is shown schematically in Figure 7.2.

Oil is contained in a sump at the bottom of the accessory gearbox. A gearbox pump draws
oil from the sump and passes pressurized oil to a supply filter via an oil ~cooler. The
nominal pressure is 60 psi.
A fan, driven by the accessory gearbox, blows air through the oil-cooler. The fan takes air
from an inlet on the APU door. The air from the oil-cooler passes over the hotter parts of
the APU and then exhausts through a hole on the APU door.
From the supply filter the oil passes to:
The engine bearings.
The accessory gearbox bearings and gears.
The APU generator via a generator supply pump. The nominal pressure is 270 psi.
Oil from the gearbox and engine is returned by gravity to the sump.
Oil from the generator is returned to the sump by a generator scavenge pump via a
generator scavenge fi lter.
A pressure switch is downstream of the generator supply pump. If pressure drops below
210 psi, a low pressure signal is sent to the ESU. If the APU RPM is above 95%, the ESU
shuts down the APU after a delay of 1o seconds.
A temperature switch is downstream of the supply filter. If oil temperature rises above
135C, a high oil temperature signal is sent to the ESU. If the APU RPM is above 95%, the
ESU shuts down the APU after a delay of 10 seconds.
Automatic shutdown is achieved by closing the APU main fuel valve. The aircraft APU LP
fuel valve remains open until the START/STOP switch is selected to STOP.
The ESU is fitted with fault code Mls. They display a code showing which fault caused the
APU to automatically shutdown.
An oil de-prime valve is fitted to the inlet of the gearbox oil pump. When the valve is open,
the pump cannot pump oil into the system.
The de-prime valve is opened:
During the early stages of the start to reduce the torque required to start the engine.
During an automatic shutdown.
During a normal shutdown if the aircraft is fitted with the modification that holds
power on the ESU for 60 seconds after the START/STOP switch is selected to
STOP.
The de-prime valve is opened on shutdown to reduce the chance of APU oil entering the
air conditioning system.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Oil System
Chapter 5 Topic 7
Page 4
Both the supply filter and the generator scavenge filter include a bypass and an impending
bypass indicator.
A combined drain valve and chip detector is fitted to the gearbox sump.
Figure 7.2 - Sundstrand Oil System
Pressure switch
Pump
Temperature switch
Filter impending bypass pop- out indicator
Main fuel valve
ESU
De-prime
valve control
Oil cooler
Supply
Oil temperature > 135C
filter
Oilrpressure < 210 psi
Generator
supply
Gearbox
Gearbox
pump
De-prime
va lve
Engine
bearings
bearings
& gears
Accessory
Gearbox
Generator
Generator
scavenge pump
Generator
scavenge filter
Drain & chip detector
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Starter Motor
The APU has a DC powered electric starter motor; the motor rotates the APU through the
APU accessory gearbox. The motor is used for ground and airborne starts.
Power is applied to the motor via a starter contactor at the beginning of the start
sequence. The contactor is opened when the starter cut-out speed is achieved.
Starter cut-out is 50% RPM for the Garrett 150 APU and the Sundstrand APU.
The motor is connected to the gearbox by a clutch . The clutch automatically disengages
when electrical power is removed from the starter motor.
Starting Supplies
The starting supplies are shown schematically in Figure 8.1 . The APU and engine starter
motors are supplied by a DC start busbar. The busbar can be supplied by:
The Transformer Rectifier (TR) starting supplies via a start select contactor for each
TR. Two TRs are used for main engine starting; only TR 1 is used for APU starting.
The batteri es via an A PU battery contactor.
An external DC power unit (EXT DC) via an external DC contactor.
However, only one of these three supplies can be connected to the start busbar at a time.
Whenever the start busbar is powered, a white START PWR ON annunciator illuminates;
the annunciator is on the flight deck engines panel (Figure 8.3).
EXT DC is connected to the aircraft on the right side of the fuselage just forward of the
hydraulic bay (Figure 8.4).
The APU battery contactor i.s used to power the st art busbar during APU starts from the
battery.
Some aircraft have an engine battery start facility; in this case, the start busbar is powered
from the battery via the APU battery contactor.
For main engine starting and APU starts from EXT DC, a START MASTER switch on the
ENGINES panel must be ON. With the START MASTER at ON, the source to power the
start busbar depends on the position of a START PWR switch on the ENGINES panel; the
switch has three positions: NORM, COLD and EXT DC.
With the START MASTER at ON, the start busbar will be powered by:
Two of the three TRs if the START PWR switch is at NORM or COLD; the voltage
will be 28 Vat NORM and 36 Vat COLD. At COLD, the TRs will be disconnected
from the main DC busbars.
EXT DC if the START PWR switch is at EXT DC. If the main AC busbars are
powered, the TRs will supply the main DC busbars. The voltage of the EXT DC
supply can be displayed on the DC voltmeter once EXT DC is plugged in.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 8
Page 2
Starting
Figure 8.1 - Starting Supplies Schematic
TR 1
TR2
TR 3
EXT DC
DC 1
DC 2
Start
select
> contactors
BATT1
DC voHs
BATT2
optional
DC 2
TR 3
opt iona I
EXT DC
contactor
~.?......................J
)
lr
BATI2
APU battery
contactor
START BUS BAR
START l lllum1nates whenever there
PVI.R ON
is power on the start busbar.
To engme
starter motors.
ToAPU
starter motor.
The voltage of EXT DC can be displayed on the DC voltmeter once EXT DC is plugged in.
One of the following can be connected to the start busbar at a time:
);> The batteries.
);>
);>
The TR starting supplies.

EXT DC.
With the START MASTER at ON, the sta rt busbar will be supplied by:
);>
);>
Two of the TRs if the START PWR switch is at NORM or COLD.

EXT DC if the START PWR switch is at EXT DC.
Only start the APU with the START MASTER at ON if the START PWR switch is at EXT DC..
Starting the APU with the START MASTE R OFF:
);> Power to the start busbar is automatically connected and disconnected during the start
sequence.
);> Either TR 1 or t he BATT(S) are used; TR 1 preferred to the BATT(S).
:.> The BATT(S) are chosen if both main AC busbars are not powered. The APU cannot
be started from the BATI(S) if TR 1 fails and at least one of the main AC busbars is
powered; a start can be made from EXT DC.
i-v1 -05-000B2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Starting
Chapter 5 Topic 8
Page3
Starting from EXT DC
If the APU is to be started from EXT DC, the START MASTER must be ON and the
START PWR switch at EXT DC. The START PWR ON annunciator will remain illuminated
throughout the start; it will not extinguish until the START MASTER is selected OFF.
External DC can be the start source regardless of the state of the main AC busbars.
START PWR Switch
The APU must not be started with the START MASTER at ON and the START PWR switch
at COLD; starting in this condition will damage the starter motor as 36 V will be applied to
the motor.
The APU should not be started with the START MASTER at ON and the START PWR
switch at NORM ; starting in this condition will apply a higher torque than normal to the
starter and gearbox as two TRs would be used.
Starting from the Batteries or TR 1
To start the APU from the batteries or TR 1, the START MASTER must be OFF. Power is
connected to the start busbar when the START/STOP switch is selected to START; power
is disconnected from the START busbar when the starter cut-out RPM is achieved. The
START PWR annunciator illuminates when the START/STOP switch is selected to START
and extinguishes at starter cut-out RPM.
To use TR 1, EXT AC or an engine generator must be available.
TR 1 is automatically preferred to the batteries.
The preference logic depends on the modification state of the aircraft.
The battery can be the start source only if both AC1 and AC2 are not energised. If just one
of the two main AC busbars is not energised and TR 1 fails, the APU cannot be started.
An APU start is not possible with DC BUS 1 failed and DC 2 powered because at least one
main AC must be powered if DC 2 is powered.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Starting
Chapter 5 Topic 8
Page 4
Start Contactor
The start contactor and its logic is summarised in Figure 8.2.
When the START/STOP switch is selected to START, the APU fuel valve is signalled to
open. Once the valve is open, the start contactor closes. At starter cut-out RPM. the
contactor opens.
On some early aircraft, the contactor cannot be closed if the START MASTER is at ON.
Figure 8.2 - Starter Contactor
TR 1
TR2
TR3
DC 2
DC 1
Start
select
~ contactors
EXT DC
BATT2
optional
TR 3
optiona I
p.. . . ... . ... . ..f)

,
)
APU battery
contactor
START
PV'.R ON
Illu minates w henever there

is power on the start busbar..
To eng ine
starter motors.
START BUSBAR
I)) contactor
EXT DC
BATT 2
DC volts
DC 2
)
BATT 1
)I
)I
Starter
contactor
APU
starter
APU starter contactor closes if:
)>
The START/STOP switch is at START
AND
The APU fuel valve is open.
AND
)>
RPM is less than starter cut-out RPM .
J.>.
i-v1 -05-00063
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
APU
Starting
Chapt er 5 Topic 8
Page 5
Figure 8.3 - Starting Portion of Engines Panel
STARTPWR
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Starting
Chapter 5 Topic 8
Page6
Figure 8.4 - External DC Connection

Right Side of Aircraft
External connection point door closod
IUC1'IIICM.
Claii-'I'IOiii
-D.C.
FCOM:V1-002
External connection point door open
....
CGII.CTIOIII
avD.C.
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
APU
Starting
Chapter 5 Topic 8
Page 7
Garrett 150 APU Start Sequence
When the START/STOP switch is selected to START:
The ECU is powered.
The APU fuel valve is signalled to
open ~
When the fuel valve is open, the start contactor closes and the APU starts to rotate.
At 10% RPM:
The igniter is powered.
The fuel shut off valve is opened.
The surge valve is signalled to open.
Light up occurs shortly after fuel and ignition are applied.

acceleration by varying the position of the metering valve.
The ECU controls the
At starter cut-out RPM, the starter contactor is opened. Starter cut-out is 50% for the
Garrett 150.
The igniter is switched off at 97% RPM for the Garrett 150.
At ready to load (RTL), the APU PWR AVAILABLE annunciator illuminates.
97% + 4 seconds for the Garrett 150.
RTL is
The ECU controls the metering valve to maintain governed speed.

If the start is from the battery or TR 1, the START PWR ON annunciator will illuminate
when START is selected and extinguish at starter cut-out.
For a start from EXT DC, the START PWR ON annunciator will be illuminated throughout
the start; it will not extinguish until the START MASTER is selected OFF.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
APU
Starting
Chapter 5 Topic 8
Page8
Sundstrand APU Start Sequence
When the START/STOP switch is selected to START:
The ESU is powered.
The oil de-prime is opened.
The surge valve is closed.
The APU fuel valve is signalled to open.
When the fuel valve is open, the start contactor closes and the APU starts to rotate.
At 3% RPM:
The igniter is powered.
The start fuel valve is opened.
At 14% RPM and an EGT rise:
The main fuel valve is opened.
The ESU will open and shut the main valve as necessary to prevent excessive
EGT.
At 50% RPM:
The main fuel valve is held fully open.
The start contactor opens.
The de-prime valve is closed.
At 85% RPM:
The start fuel valve is closed.
The igniter is turned off.
At 95% + 3 seconds:
The surge valve opens.
The hydro-mechanical governor maintains governed speed.
If the start is from the battery or TR 1, the START PWR ON annunciator will illuminate
when START is selected and extinguish at starter cut-out.
For a start from EXT DC, the START PWR ON annunciator will be illuminated throughout
the start; it will not extinguish until the START MASTER is selected OFF.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The APU is contained within a fireproof box behind the air conditioning bay. The inner
surface of the APU bay door forms the lower surface of the box. A fire detector is fitted
within the fireproof box. The detector is a gas-filled wire. It is wound around the four inner
vertical surfaces of the firebox as shown in Figure 9_1.
A fire extinguisher is fitted in the air conditioning bay. The extinguisher is mounted on the
forward outer vertical surface of the fireproof box. The extinguisher discharges into the
fireproof box. The extinguisher position is shown in Figure 9.2.

A FIRE EXT switch is provided on the APU paneL A fire bell and warnings on the APU
panel and CWP give warning of fire.
Fire Detection
The detector is connected to an electronic circuit. The circuit has two functions:
Fire detection.
Monitoring.
Together, the detector and electronic circuit are called the APU fire loop. The APU fire
loop is shown schematically in Figure 9.3.
If the detector detects a fire, a fire warning is given. The fire warning is removed once the
fire wire cools below the overheat threshold.
If the monitoring circuit detects a failure of the fire wire:
The amber APU t collector caption illuminates on the CWP.

A LOOP FAULT annunciator illuminates on the APU panel.
The amber alert lamps flash.
An APU FIRE test button is provided on the GRND TEST panel. When the button is
pressed, both the detection and the monitoring elements of the electronics are tested. If
the test is passed, the loop fault cautions and the fire warnings are given.
Figure 9.1 - APU Fir e Wire
Fireproof
compartment
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AVRO 146-RJ Series
Fire Wire
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Fire Protection
Chapter 5 Topic 9
Page 2
Figure 9-2 - APU Extinguisher Location

Fireproof
compartment
Fire extinguis her
!
Discharge pipe
Pressure relief pipe
Figure 9_3 - APU Fire Loop

APU FIRE LOOP
Electronics
Loop fault
APU
fi re-wire
monitor
I
I
L _ ___ l
Fire Warnings
APU FIRE
test button
LOOP FAULT given if:
}. Fault detected
OR
)
APU FIRE test button pressed

Fire warnings given if:
}. Fire detected
OR
}.
FCOM:V1-002
APU FIRE test button pressed
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Fire Protection
Chapter 5 Topic 9
Page3
Fire Extinguisher
The extinguisher and its controls and indicators are shown in Figure 9.4.
The extinguisher consists of a bottle and a head. The head is connected to a discharge
pipe. The discharge pipe connects the head to the fireproof compartment. A frangible disc
in the head prevents the extinguishant passing into the discharge pipe. The head includes
an explosive charge. When the charge is detonated, the frangible disc breaks and the
extinguish ant flows into the discharge pipe and thus into the fireproof compartment.
The explosive charge is detonated electrically when the FIRE EXT switch is selected to
DISCH. The switch is spring-loaded from DISCH to the normal position. A red guard must
be lifted before the switch can be operated. The guard is spring-loaded to the normal
position.
A white APU EXT USED annunciator is provided on the APU panel. An electronic circuit
detects whether or not the charge has been detonated. When the explosive charge has
been detonated, the APU EXT USED annunciator illuminates.
An ENG & APU EXTING button on the GRND TEST panel tests the electronic circuits.
When the button is pressed, the APU EXT USED annunciator should illuminate;
additionally, a similar annunciator for each of the engine extinguishers should illuminate. If
an annunciator does not illuminate when the button is pressed, the associated detector
circuit has failed the test.
The extinguisher has a pressure-relief pipe. The contents are prevented from entering the
pressure-relief pipe by a second frangible disc in the bottle. The pipe is connected to a
pressure-relief indicator. The pressure-relief indicator is on the left side of the fuselage just
above the forward end of the APU door hinge: see Topic 3, Figure 3.2.
When an overpressure condition occurs within the bottle, the frangible disc breaks; the
extinguishant then flows into a pressure-relief pipe and discharges through the
pressure-relief indicator.
The pressure-relief indicator is shown in Figure 9.5. It consists of a red conical bowl that is
normally covered by a green disc. The pressure-relief pipe is connected to an orifice in the
centre of the bowl. When the extinguishant enters the pressure-relief pipe, the green disc
is blown off the bowl; the red bowl is revealed and all the extinguish ant flows out through
the orifice in the centre of the bowl.
There are two types of pressure-relief indicator. One has an extra feature: a plug in the
orifice in the red bowl. If the green disc falls out but the plug remains in place, pressure
relief will not have taken place.
The green disc may discolour with age to become almost white. As long as the disc is in
place and the red bowl cannot be seen, pressure relief will not have taken place.
The pressure-relief indicator signals that extinguishant has been discharged through the
indicator because pressure has become too high in the bottle. The APU EXT USED
annunciator indicates that the bottle has been discharged into zone 1 because the
FIRE EXT switch has been operated.
Pressure relief does not cause the APU EXT USED annunciator to illuminate.
FCOM:V1-002
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Nov 01 /09
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Volume 1
APU
Fire Protection
Chapter 5 Topic 9
Page 4
There are two types of fire bottle available to the aircraft. The pressure relief design is
slightly different. On one, the pressure-relief indicator will not blow out when the explosive
charge is detonated . On the other, there is a possibility that the pressure-relief indicator
will blow out when t he extinguisher is discharged using the FIRE EXT switch. However,
the amount of extinguishant lost through the pressure-relief indicator is small.
Figure 9.4- APU Fire Extinguisher
Discharge into
fi reproof box
APU EXT
USED
'
''
'
/ Electronic \
~
\ detector /
Extinguisher
head
FIRE EXT
DISCH
,,___.of ___/ ' '
APU
EXT
FIRE EXT switch

Electrically discharges the bottle
Extinguisher bottle
ENG & APU

EXTING
test button
Pressure-relief pipe
Pressure-relief indicator
Figure 9.5 - Pressure-Relief Indicator
Typical indicator
Indicator with Plug
Indicator with or without Plug
Green disc
Plug
Red bowl
Green disc
Green disc in place
Green d1sc oul

and plug in place
FCOM:V1-002
AVRO 146-RJ Series
Green disc out and plug

out or not fitted
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Fire Protection
Chapter 5 Topic 9
Page 5
Fire Warning
If a fire is detected:
The fire bell sounds.
A red APU FIRE t caption illuminates on the CWP.
A red APU FIRE annunciator illuminates on the APU panel.
The red alert lamps flash.
On the ground:
The APU is shutdown by the aircraft emergency shut down circuit.
The APU fuel valve is shut.
The APU AIR valve is shut.
The APU generator is taken off-line.
As an option, the ground crew call horn sounds until the APU START/STOP
switch is selected to STOP.
In the air, nothing is automatically shutdown.
The FIRE EXT switch discharges the fire extinguisher. In the air, the APU START/STOP
switch must be selected to STOP before the FIRE EXT switch is selected to DISCH. At
STOP, the fuel supply to the APU is cut off and the electrical and air supply from the APU
are shut down. On the ground, to back up the auto shut down system, the APU
START/STOP switch should be selected to STOP before the FIRE EXT switch is selected
to DISCH.
FCOM:V1-002
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Nov 01 /09
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Volume 1
APU
Fire Protection
Chapter 5 Topic 9
Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The APU functions are supplied from BATT 1 and EMERG DC.
The ECU is supplied from BATT 1 busbar.
To start the APU, BATT 1 busbar and EMERG DC must be powered. However the APU
will continue to run with only the BATT 1 busbar powered.
If BATT 1 is selected OFF, BATT 1 will not be charged. Therefore if BATT 1 is selected
OFF when the APU is running, BATT 1 will gradually discharge.
There are two types of APU fault shut down : emergency shut down and automatic shut
down.
Emergency shut down is activated by the aircraft APU emergency shut down circuits.
Automatic shut down is commanded by the fault sensing circuits of the ECU.
Power Supply and Normal Shut Down

The ECU is supplied from BATT 1 busbar via the ST ART/STOP switch and an emergency
shut down relay. The power supply is shown schematically in Figure 10.1.
When the switch is selected to START, power is applied to the ECU and a start will be
initiated.
Power to the ECU is lost if the START/STOP switch is selected to STOP or an emergency
shut down is signalled.
When the ECU loses electrical power, the APU will shut down because power is lost to the
fuel shut off valve and the fuel metering valve. The TGT and RPM indicators will not be
powered.
Emergency Shut Down

Emergency shut down is achieved by breaking the power supply to the ECU. The APU
shuts down because power is removed from the ECU controlled fuel valves.
As the ECU is not powered, the flight deck RPM and TGT indicators are not powered.
Emergency shut down can only take place on the ground. Whenever an emergency shut
down takes place:
An APU EMERG SHUT DOWN Ml will latch white. The Ml is on the maintenance
panel.
On some aircraft, the ground crew call horn will sound until the START/STOP
Automatic Shut Down

The ECU achieves automatic shut down by closing the fuel shut off valve.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
APU
Garrett Electronic Control
Chapter 5 Topic 10
Page 2
Figure 10.1 - Garrett APU Power Supply

RPMandTGT
indicators
t
TGT
RPM
L___e_c_u_ ___.l4
BATT1 BUS
Emergency
shut down relay
ECU power
START
Shutdown
STOP
When the switch is selected to START, powe.r is applied to the ECU and a start will be
initiated.
The APU will continue running until :
The switch i s sel ected to STOP.
OR
>
The aircraft circuits initiate an emergency shut down.
OR
The ECU initiates an automatic shut down.
If STOP is selected or an emergency shut down is made, the ECU is not powered; so the TGT
and RPM indicators will not be powered.
The ECU remains powered when an automatic shut down is made, so the TGT and RPM
indicators remain powered.
i-v1-05-00038
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 1o
Page3
ECU Functions
The Garrett 150 APU ECU functions are shown schematically in Figure 10.2.
The Garrett 150 APU ECU:
Generates a ready to load (RTL) signal.
Controls the APU fuel system valves.
Controls the on/off function of the APU air valve.
Controls the surge valve.
Supplies the EGT and RPM signals for the flight deck indicators.
Automatically controls the start sequence.
Drives an hour meter.
Monitors for faults and will automatically shut down the APU when a fault is
detected.
Tests the over-speed shut down circuit, including shutting down the APU, when the
flight deck APU OVSPD button on the GRND TEST panel is pressed. The
over-speed test is inhibited in the air by a squat switch.
The Garrett 150 APU fuel system is completely controlled by the ECU. The start fuel shut
off valve turns the fuel on and off; the metering valve controls fuel flow to govern
acceleration during starting and then acts as a speed governor during running.
The APU air valve is controlled by the ECU. The APU AIR switch signals the demand for
air. The ECU allows the air valve to open once the RTL signal is generated. The ECU
then controls the air valve position to limit the EGT to below a nominal 690 "C.
The ECU opens the surge valve during starting. When the APU is running , the ECU:
Opens the surge valve when the aircraft is at and above 15 000 ft.
Opens the surge valve when the APU AIR switch is at OFF.
Closes the surge valve when the APU AIR switch is at ON and the aircraft is below
15 000 ft.
The flight deck TGT and RPM indicators are directly signalled by the ECU.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 10
Page 4
Figure 10.2 - Garrett 150 APU ECU Functions

APU start oontactor
Start be....,
Electronic
control unlt
ECU
Squat s....;tch
0
( BATT1BUS
START
Startlng
APUOVSPD
.__ _ ECU power. :-::---i

slalt and stop
Automabc
slltJdown
RPMeeneor
EGT"71'I
Opcn'shut
~ STOP
RPM
Carfllete
fuel contrOl
.,
APU fuel
valve
lncicatlon
TGT
APUGl!N
ON
OFF
UNE
RTL
OFF/RESET
Combustor
Shutdown
I Enj~e
+
1- . - - - - ; Low oil praesure switch
Air VPiVe
mocU'atlon
Surge valve
conltrol
~------------.
1..
+-:l
~L
o AAI:-as
APUAIR
Ope!V'smrt
:N
O
Jcommand OR'
15 000 It
swttch
SurgoVMivo
FCOM:V1-002
AVRO 146-RJ Series
IY1-<1500061
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 1o
Page 5
Garrett 150 Fault Shut Down
Garrett 150 fault shut down is shown schematically in Figure 10.3.

There are two types of APU fault shut down : emergency shut down and automatic shut
down. Emergency shut down is activated by the aircraft APU emergency shut down
circuits. Automatic shut down is commanded by the fault sensing circuits of the ECU.
The Garret 150 emergency shut down circuits will be activated on the ground if:
An engine fire warning is given.
The refuel panel APU EMERG STOP switch is operated.
The air conditioning bay APU STOP switch is operated.
An adapter gearbox high oil temperature or low oil pressure is sensed. If a high oil
temperature is sensed, an APU GEN HI T Ml is latched white; the Ml is on the
maintenance panel.
The Garrett 150 ECU will automatically shut down the APU if:
An APU over-speed occurs: RPM above 110% or the OVSPD button pressed.
The RPM signal is lost.
The EGT rises above the limit: the start limit during starting and the maximum
continuous limit during running.
The EGT signal is lost ; the TGT gauge will be at full scale deflection.
High accessory gearbox oil temperature.
An over-current within the ECU or in some of the electrical devices driven by the
ECU.
The accessory gearbox oil pressure is low.
The low oil pressure shut down is only enabled above 97% RPM. There is a 10 second
delay before shut down occurs.
The reason for the automatic shut down is given by fault code Mls on the ECU.
All protective functions are reset when the START/STOP switch is selected to STOP.
The maintenance panel Mls are reset by a RESET switch on the maintenance panel.
The ECU Mls are reset when a start is initiated.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 10
Page6
Figure 10.3 - Garrett 150 Fault Shut Down

Genef'ator adapter gear boll
High otl
temperature
,\PU GN
OIL HI T
STOP
Low oi
ptessure
SWtlCMS
Enabo
Emergency shut down
ECU
Squat switch
Air rO
Ground
0DilOnal
lJ:os.s of RPM '
hnk
RPMMnsor
APU lMlkG
SHUT DOWN
Ground crew
call hom
Fuel shut off valve
I R_P~,
~
Enable
Low oil
pressure
switch
low oil
pressure
ECU magnetic fault indicators:

Faults tndicated by the combination
of white lndlcatOI's.
All ECU automatic shut down
condw
tlons can be indicated.
00
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 1o
Page 7
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The APU functions are supplied from BATT 1 and EM ERG DC.
The ESU and frequency converter are supplied from BATT 1 busbar.
To start the APU, BATT 1 busbar and EMERG DC must be powered. However the APU
will continue to run with just the BATT 1 busbar powered.
If BATT 1 is selected OFF, BATT 1 will not be charged. Therefore if BATT 1 is selected
OFF when the APU is running, BATT 1 will gradually discharge.
There are two types of APU fault shut down: emergency shut down and automatic shut
down.
Emergency shut dow n is activated by the aircraft APU emergency shut down circuits.
Automatic shut down is commanded by the fault sensing circuits of the ESU.
Emergency Shut Down
Emergency shut down is achieved by breaking the power supply to the ESU. The APU
shuts down because power is removed from the ESU controlled fuel valves.
As the ESU is not powered, the flight deck RPM and EGT indicators are not powered.
Emergency shut down can only take place on the ground. Whenever an emergency shut
down takes place:
An APU EMERG SHUT DOWN Ml will latch white. The Ml is on the maintenance
panel.
On some aircraft, the ground crew call hom will sound until the START/STOP
Automatic Shut Down

The ESU achieves automatic shut down by closing the main fuel valve.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Sundstrand Electronic Control
Chapter 5 Topic 11
Page2
Power Supply and Normal Shut Down
There are two standards of power supply for the ESU: the basic standard and one that
holds power on the ESU and frequency to voltage converter for 60 seconds after the
START/STOP switch is selected to STOP. The two standards are shown schematically
in Figure 11 .1 and Figure 11 .2.
The ESU and the frequency to voltage converter are supplied from BATT 1 busbar via the
START/STOP switch and an emergency shut down relay for both standards.
The hold-on standard has two additional features:
A circuit which holds power at the emergency shut down relay for 60 seconds after
the START/STOP switch is selected to STOP.
A close signal to the ESU from the START/STOP switch.
For both standards, power will be lost at the ESU immediately an emergency shut down
signal is made; therefore:
The APU will shut down because the main fuel valve will close.
The EGT and RPM indicators will not be powered.
The oil de-prime valve will not be powered.
For the basic standard, the effect on the ESU of turning off the START/STOP switch is the
same as for an emergency shut down.
The hold-on circuit was introduced so that the oil de-prime valve would be opened during a
shut down using the START/STOP switch. Opening the de-prime valve during shut down
reduces the risk of oil entering the air conditioning system.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 11
Page3
Figure 11.1 - Sundstrand Bas ic Power Supply

Frequency to
voltage
converter
r----..:1RPM and EGT indicators I
BATT 1 BUS
START
t
EGT
RPM
0
Shutdown
ESU
Emergency
shutdown relay
STOP
When the switch is selected to START, power is applied to the ESU and a start will be
Initiated.
The APU will continue running until:
l> The switch is selected to STOP.
OR
l> The aircraft circuits initiate an emergency shutdown.
OR
l> The ESU initiates an automatic shutdown .
If STOP is selected or an emergency shutdown is made, the ESU is not powered; the EGT
and RPM indicators will not be powered and the oil de-prime valve will not be opened.
The ESU remains powered when an automatic shutdown is made, the EGT and RPM
indicators remain powered and the oil de-prime valve will be opened.
i-v 1-05-0004 2
Figure 11 .2 - Sundstrand Power Supply with 60 Sec ond Hold-on

Frequency to 1---+: RPM and E GT indicators I
voltage
co nverter
Power
supply
0
Emergency
--<2.....o
Shutdown
shutdown relay
l.
BATT 1 BUS I
Ho lds pow er on
for 60 seconds
START
after STOP
~
+--selected.
STOP
When the switch is selected to START, power is applied to the ESU and a start will be
initiated.
The APU will continue running until the switch is selected to STOP.
At STOP, a stop signal commands the APU to stop but the ESU remains powered for
60 seconds, so:
l> The EGT and RPM indicators will indicatte for 60 seconds.
AND
.l> The oil de-prime valve will open during the shutdown cycle.
The behaviour on emergency and automatic shutdown is the same as the basic standard.
i-v 1-05-00043
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 11
Page4
ESU Functions
The ESU functions are shown schematically in Figure 11.3. The ESU:
Generates a ready to load (RTL) signal.
Controls the APU fuel system valves ~
Controls the on/off function of the APU air valve.
Controls the surge valve.
Supplies the EGT and RPM signals for the flight deck indicators.
Automatically controls the start sequence.
Drives an hour meter.
Drives a start counter.
Monitors for faults and automatically shuts down the APU when a fault is detected.
Tests the over-speed shut down circuit, including shutting down the APU, when the
flight deck APU OVSPD button on the GRND TEST panel is pressed. The
over-speed test is inhibited in the air by a squat switch.
Controls the fuel during the starting sequence using both the start valve and the
main valve in conjunction with the fuel control unit acceleration control. The start
valve is closed during running.
Stops the APU by shutting the main valve.
A hydro-mechanical governor controls the APU speed during running.

The APU air valve is an on/off valve and pressure regulator. It does not have an EGT
limiting function. The ESU prevents the valve opening if the RTL signal is not present.
The ESU keeps the surge valve closed during starting. When running, the ESU closes the
surge valve when the air valve is open and opens the surge valve when the air valve is
closed.
The ESU supplies the EGT and RPM signals to the flight deck via a frequency to voltage
converter.
The ESU controls an oil pump de-prime valve. The valve is open:
During starting to offload the oil pump.
During automatic shut down, including shut down due to pressing the APU OVSPD
button.
During shut down when the START/STOP switch is selected to STOP provided that
the 60 second power hold-on modification is fitted.

The de-prime valve is opened during shut down to reduce the risk of oil entering the air
conditioning system.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 11
Page 5
Figure 11 .3 - Sundstrand APU ESU Functions
n;n
APU start contactor
L_~
SUrt
~~
bu~s~bM
~_r--~~ ~ 0---
Startor motor
Electronic
sequencing unit
ESU
( Stan counter
"-
S tarting fuel
control and
I fuel shutoff
Frequency
to voltage
"- '
EGT
APU
~dlcatl~
converter
95% RPM
~---r----~--~
AVAII...ABL
STOP
shutdown
start & stop
Au tom abc
EGT thtrmoc;ouplt
RPM
l !4---ESU power._ __.
Starting
AI'UOVSPD
Fuel
control
3seconds
Generator
control unit
AI'UGEH
ON
OFF
LINE
f--
OfF!RESET
APtJ AIR
ON
Combustor
IV.r
OFF '----' en&ble
relay
High oil temperature switch

Low oil pressure switch
..,
~--------------~ LOPR51
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 11
Page6
Fault Shut Down
There are two types of APU fault shut down: emergency shut down and automatic shut
down. Emergency shut down is activated by the aircraft APU emergency shut down
circuits. Automatic shut down is commanded by the fault sensing circuits of the ESU.
Sundstrand fault shut down is shown schematically in Figure 11.4.
The emergency shut down circuits will be activated on the ground if:
An engine fire warning is given.
The refuel panel APU EMERG STOP switch is operated.
The air conditioning bay APU STOP switch is operated.
The ESU will automatically shut down the APU if:
An APU over-speed occurs: RPM above 108% or the OVSPD button pressed.
An under-speed occurs: RPM less than 90% after RTL has been achieved.
The RPM signal is lost.
The EGT rises above the limit: the start limit during starting and the maximum
continuous limit during running.
The EGT input is open circuit.
There is a short circuit on the EGT input.
There is a short circuit in the oil low pressure switch.
There is a short circuit in some of the electrical devices driven by the ECU.
There is a failure in the digital processor.
There is a failure in the processor data conversion.
The APU fails to start. This fault is based on RPM achieved against time.
The APU fails to accelerate during start; the APU does not accelerate for two
consecutive seconds.
The APU fails to light. The APU fails to light within 8 seconds of start initiation or
there is a loss of combustion after light-up.
There is low accessory gearbox oil pressure.
There is a high accessory gearbox oil temperature.
The low oil pressure and high oil temperature shut downs are only enabled above
95% RPM. There is a 10 second delay before shut down occurs.
The reason for the automatic shut down is given by fault code Mls on the ESU.
All protective functions are reset when the START/STOP switch is selected to STOP.
The APU EMERG SHUT DOWN Ml is reset by a RESET switch at the maintenance panel.
The ESU Mls are reset when a start is initiated.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Chapter 5 Topic 11
Page 7
Figure 11-4 - Sundstrand Fault Shut Down

ESU
~
~
AP\1 OVSPO
RPM sensor
Start Failures
switches
Emergency shutdown
Squat switch
Ground
Fail to accelerate
Based on EGT
APU
H1ghEGT
E!~ER G
S>iU T D OWN
Optional
link
Ground crew
call hom
~TT1 aus]
EGT thermocouple
ESU
LossofEGT
Short circuit
ESU Digital
Processor Failures
Open circuit
Memory and
sequencing
Processor failure
Data conversion
Sensor data fa1l
High oil
temperature switch
~.
~
Enable
po.var
Shutdcrwn 0
Emergency
shutdown relay
STOP
ESU magnetic indicators:
Indicate start phase and automatic

shutdown condition
w oil 1-----t-~L.:O
~I:_:H:au~l~tJ
ressure
witch
Oil pressure
switch shoo
[9999
FCOM:V1-002
Based on RPM
Based on RPM
STOP
AVRO 146-RJ Series
Code indicated by the combination

of wtute IndiCators
6 start phases Indicated

15 ESU automatic Shutdown
oonditions can be indicated
Nov 01 / 09
APU Panel
The APU panel is shown in Figure 12. 1; the panel is drawn with the Garrett standard of
annunciators and the Garrett 150 TGT and RPM indicators. The indicators for the two
APUs are compared in Figure 12.2.
The only difference between the annunciator configurations is that the Sundstrand APU
has an AUTO SHUTDOWN annunciator rather than an OIL LO PRESS annunciator.
The APU FIRE annunciator indicates that a fire has been detected in the APU bay;
automatic shut down will take place on the ground but not in the air. A repeat of the fire
warning is given on the CWP by the APU FIRE t caption: see Figure 12.3.
The LOOP FAULT annunciator indicates that a fault has been detected in the APU fire
loop.
When the APU FIRE TEST button on the GRND TEST panel is pressed, the APU fire loop
is tested; a successful test is indicated by all the fire warnings being given and the
LOOP FAULT annunciator illuminating. Part of the GRND TEST panel is shown in Figure
12.4.
The APU EXT USED annunciator indicates that the fire extinguisher has been discharged
by the FIRE EXT switch circuit.
The FIRE EXT switch discharges the fire extinguisher. Most aircraft have a flap guarding
the switch. On some early aircraft, the flap is not fitted; instead a baulk is fitted. This
arrangement is shown in Figure 12.1.
The APU PWR AVAILABLE annunciator indicates that the APU is ready to take loads from
the generator and the air supply system.
The APU OIL LO PRESS annunciator indicates that the Garrett accessory gearbox oil
pressure is less than 31 psi.
The AUTO SHUTDOWN annunciator indicates that the Sundstrand APU has been
automatically shut down by its ESU.
The APU FUEL LO PRESS annunciator indicates that pressure is low at the input to the
APU fuel system.
The APU FUEL VALVE annunciator indicates that the valve is not in the demanded
position. The valve is demanded closed if the START/STOP switch is at STOP or an
emergency shut down occurs. The valve is demanded open if the START/STOP switch is
at START and an emergency shut down signal is not present.
The APU NRV leak annunciator indicates that engine air is leaking into the APU air supply
duct.
Setting the START/STOP switch to START, powers the ECU or ESU and initiates the start
sequence. The switch remains at START during running. Selecting STOP will stop the
APU and removes power from the ECU or ESU. On some Sundstrand APUs, power
remains on the ESU for 60 seconds after STOP is selected.
A baulk prevents inadvertent selection of START.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 2
Figure 12_1 - APU Panel

Panel shown with Garrett 150 RPM & TGT indicators
Flap over FIRE EXT switch must be raised
to anow swllch to be selected to DISCH
Baulk must be moved to the right to allow

START/STOP sw1lch to be selected to START
If Sundstrand
APU fitted
APU OIL
LO PRESS
replaced with
AUTO
SHUTDOWN
Altornatlve fire extinguisher switch

arrangement on some early aircraft
Baulk must be moved to the I!IQht to allow
FIRE EXT switch to be selected to DISCH
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AV RO 146-RJ FCOM
Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 3
Figure 12.2- APU Indicators

Garret 150 indicators
Surndstrand indicators
Garrett RPM Indicators

The red radial is at the over-speed shutdown RPM - 110%.
The g reen arc is from RTL RPM to the maximum normanoperating RPM:
97% to 107% for the 150 APU.
The arrber arc is from the maximum nomnal operating RPM to the over-speed shutdown RPM.
Sundstrand RPM Indicator
The red radial is at the maximum allowed RPM - 106.5%.
The green arc on Sundstrand RPM indicator is the allowed operating range - from 91.5% to
106.5%; under-speed shutdown occurs at 90%; over-speed shutdown occurs at 108%.
Garrett TGT Indicator
The red radial i s at the maximum allowabl e temperature during running - 746C for the 150 APU.
f he g reen arc runs from zero to the maximum nomnal operating value - 110c for the 150 APU.
The arrber arc runs from the maximum normal operating value to the maximum allowed value.
Sundstrand EGT Indicator
The red dot is at the start limit- 1 oo2 c.
The red radial is at the maximum allowable temperature during running - 71sc.
The green arc runs from 2so c to the maximum allowable temperature during running.
i-v 1-05-000 55
FCOM:V 1-002
AV RO 146 -RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 4
Figure 12.3 - Part of CWP

--
---
Fire in the
APU bay
APU
Fifth row
from the top
Amber annunciator illuminated

on the APU panel
Figure 12.4 - Part of Ground Test Panel
..
Third row
from top
The APU FIRE but1on tests the APU Ore loop.
The ENG & APU EXTING button tests the eKtlnguisher used circuits of all the extinguishers
The APU OVSPD buttoo tests the over-speed Circuit and ls used to shut down the APU on
the ground
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 5
APU Circuit Breakers
The APU circuit breakers are divided between the APU & ENGINE START, FIRE and
FUEL circuit breaker panels.
The APU & ENGINE START circuit breaker panel is shown and described in Figure 12.5.
The FIRE circuit breaker panel is shown and described in Figure 12.6.
The FUEL circuit breaker panel is shown and described in Figure 12.7.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page6
Figure 12.5 - APU & Engine Start Circuit Breaker Panel

AP.'U & ENGINE
..
If a Sundstrand APU is fitted,
is replaced by
The circuit breakers applicable to the APU are A30 to A34 on the top row.
APU VALVE WARN (A30) supplies the :
J;> APU VLV NOT SHUT annunciator.
> APU NRV LEAK annunciator.
>
APU FUEL VALVE annunciator.

APU OIL+FUEL WARN (A31) supplies:
> The APU FUEL LO PRESS annunciator.
J;> On just the Garrett APU , the APU OIL LO PRESS annunciator.
APU CTRL (A32) supplies power via the START/STOP switch to:
> The APU OIL+FUEL WARN circuit breaker.
> The APU EMERG STOP circuit breaker.
> The Garrett ECU.
J;> The Sundstrand ESU and frequency to voltage converter.
APU START CTRL (A33) is fitted if a Garrett APU is fitted and supplies:
> The APU battery contactor (connects t he battery to the start busbar).
J;> TR 1 start select contactor (connects TR 1 to the start busbar).
The starter motor contactor.
APU START/AIR CTRL (A33) is fitted if a Sundstrand APU is fitted and supplies:
> The APU battery contactor (connects the battery to the start busbar).
J;> TR 1 start select contactor (connects TR 1 to the start busbar).
J;> The starter motor contactor.
> The APU air valve.
APU EMERG STOP (A34) supplies:
> The overspeed test circuit.
J;>
>
The emergency shutdown circuit.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page 7
Figure 12.6 - Fire Circuit Breaker Panel
BATt
BAT 1
BAT I
BAT 1
MDC
DATI
BATt
ENG 1
EHG2
E.HGA
EXU1
APU
EXT
APU
EXT
C.t.RGO
f.XT
EHG3
V(T
111
.,
!11
_,
EXT
Optional circuit breakers:
EXT 1
USf.O
AN'IUN
ftAH
5
DCl
C.t.RGO
FJCT 2
TOILET
~IDC
MDC
1110<:
5
rtDC
rQ;
MDC
MDC
ENG\
ENG 2.
EN04
exr.-a
EXT
1#2
EXT
112
ENGl
I:Xl
12
112
useo
AHNUN
I.IOC
r~oc
MDC
MDC
MDC
I!NG 1
ENG2
1
I!NG 3
LOOP
A
LOOP
LOOP A
\IIARH
APU
LOOP
LOOP 8
WARN
ARE
LOOP
A
ENG4
LOOP
TEST
t.IOC
IADC
PIOC
MDC
rADC
ENG 1
ENG2
LOOP
LOOP
!NG3
LOOf'
E.HG4
LOOP
16
17
Ill
EXT
,.
CARGO EXT 1 & 2
,.
TOLLET SMOKE WARN
,.
ENGLOOPB
,.
LOOP B WARN & TEST
An optiollal Olrcuit breaker

Is only fitted rf the
associated option Is fitted
iMOKIC
W.A.RN
MDC
BEll
TI;ST
r.tOC
..oc
MDC
1
llNG 1
PYLON
k'G2
PYlON
PYLON
OVHT
OVHT
ENG3
PV'l014
OVHT
21
12
23
[NG4
OVHT
FIRE
20
The IFlRE panol circuit breakers apphcable to the APU are:

,. EXT#1 +APU USED ANN UN (C20}: it supplies the APU EXT USED annunciator circuit.
,
APU EXT (C21): it supplies the APU fire extinguisher discharge circu1l
,. APU LOOP (E21 }; it supp~es the APU fire loop.
, FIRE BELL (E23): it supphes the fire bell; the same bell used for both engine and APU
nre warning.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Pages
Figure 12.7- Fuel Circuit Breaker Panel
MDC
MOC
XFEED
APU
VALVE
FUEL
BAERG
VALVE
MDC
MOC
The APU fuel valve circuit breaker supplies

power for the aircraft APU fuel valve
LCOMM RCOMM
FEED
FE.EO
VALVE VALVE
BAT
3
OTY
ALTN
PWR
FUEl
1
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
APU
Flight Deck Summary
Chapter 5 Topic 12
Page9
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
Scope ...................................... ................................. ........................ .............................
Overview Schematic ...... .. ................... .... ................... .. ........... ......... ... ......... .......... .. .....
CAU Channels ................................................................................. ........... .......... ... .....
Audio Warnings ............................................................................................ .................
Crew Call.......................................................................................................................
ASPs and Crew Call Panels...... ........... ................................. ..... ...... .............................
Static Dischargers ........................................................................................ .................
Video Surveillance ....................... .......... ........... ....................... .......... ............. ..............
2
4
4
4
4
4
4
Topic 2- Flight Deck

Flight Deck Speakers ......................................... ................... ........................................
Handwheel Transmit and Intercom Switch..... ............. ....................... ............. ........ ......
Hand Microphone ........................................... ....................... ............. ...........................
Audio Selector Panel Location .. .. .... .. .. .. .. .... . .... .. .. .. .. .. .. .. .. .. .... .. .... .. .. .. .. .. .. .. .. .. .... .. .. .. .. ...
Headset Connections..................................... .... .............................. .............................
ASP with PA and Service Intercom Selectors...............................................................
ASP without PA and Service Intercom Selectors ........ .......... ........................................
Flight Deck Intercom ........................................................................ .. ...........................
Crew Call......................................................................................... ..............................
Overhead Panel Crew Call........ ........... ...................................... ...... .. .. .. . ... .. .. ... . .. .. .. .. .. .
Centre Console Crew Call. ............................................................................................
Radios..... ............................................ .......... ................................................................
ACARS..........................................................................................................................
SELCAL ....................................................................................................... .................
Cabin Radio Telephone ....................... .........................................................................
Video Surveillance ........................................................................... .............................
Emergency Locator Transmitter................................................................... .................
Litton EL T Switch ...................... ............................................... .......... ...........................
Fixed Kannad ELT Switch..................... ............. ...... ............................................ .........
Overhead Circuit Breaker Panel ... ....... ... ......... ... .......... ......... ... ....... ... ............ .......... ....
3
3
5
5
7
9
11
13
13
15
17
19
21
21
23
25
25
25
27
Topic 3 - Cabin
Cabin Handsets......................... ............. .......................................................................
Vesti bule Attendant's Panels ............... ..... ....................................... .............................
Roof Call Lamps. ................................. ............................................. ............ .................
Passenger Service Units and Toilets............... ................................ ............ .................
Service Intercom ............................. ............... .......................... ... ..... ........ ............ .........
Passenger Address................... ....................................................... ..... ...... ........... .......
FCOM:V1-002
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Volume 1
COMMUNICATION
Contents
Chapter 6 TOC
Page2
Topic 4 - Crew Call
Purpose.........................................................................................................................
Ground Crew Call Switch..............................................................................................
Flight Deck Crew Call Panel..................................................... ....................................
Cabin Roof Call Lights...................................................................... ............................
Cabin Handset Call Switches and Annunciators...........................................................
Ground Crew Call Horn.................................................................................................
Calls to the Flight Deck.................................................................................................
PA Tones......................................................................................................................
Calls to the Cabin ..........................................................................................................
Inter-cabin Calls............................................................................................................
Passenger and Toilet Call.............................................................................................
1
1
1
3
3
5
7
7
8
8
9
Topic 5- VHF Radios
Architecture ...................... .......... ..... ..... ..... ...... .............................. .... ...... ... ....... .... ...... ..
Channel Spacing...........................................................................................................
RMP Frequency Windows.................................................................. ...........................
Channel Names for Receivers with 8.33 kHz spacing..................................................
VHF Antennas...............................................................................................................
1
1
1
3
5
Topic 6 - HF Radios
Architecture ...................... .......... ..... ..... ..... ...... .............................. .... ...... .... ...... .... ...... ..
HF Antennas.................................................................................................................
CollinsHFS-700............................................................................................................
1
3
5
Topic 7 - SELCAL
Operation ..... ..... ....... .... .... ... ....... ...... .... ...... .... .. ... ...... ..... ...... ..... ...... .. .... .. ... . ..... . .... ...... ..
SELCAL Codes.............................................................................................................
Architecture ...................... .......... ..... ..... ..... ...... ......................... ......... ...... .... ...... .... ...... ..
Test...............................................................................................................................
1
2
2
2
Topic 8 - Radio Telephones
Cabin Radio Telephones...............................................................................................
Topic 9 - Static Dischargers
Background...................................................................................................................
Purpose of Static Dischargers.......................................................................................
Static Discharger Construction......................................................................................
Static Discharger Location .. .. . .... .. .. ...... ... .. ........ ... .... .. ..... ...... ...... ... .. . ..... . .... ...... ..... ...... .
Types of Dischargers....................................................................................................
FCOM:V1-002
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Nov 01 /09
1
1
1
1
3
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Volume 1
COMMUNICATION
Contents
Chapter 6 TOC
Page3
Topic 10.1- ELT General
Types of ELT ................................................................................................................ .

Activation ...................................................................................................................... .
Transmission Frequencies .. ................................... .................................................. .... .
1
1
Topic 10.2- Litton ELT
Architecture........................................................................... ........................................
Visual and Aural Indications.................................................................................. ........
The Switch ... ..... .. .... ... .. ...... . .... ... ... ...... .. ...... . .. ... .. .. . ... ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
1
1
1
Topic 10.3- Kannad Fixed ELT
Architecture...................................................................................................................
LED and Horn .. .. . .... ... ... ..... . ....... ... .... .. ........ . .. .... ... .... ... ... .. ... . ..... ..... ...... ...... ..... .... .. .. ... ..
The Switch ... ..... .. .... ... .. . ..... . .... ... ... .... .. .. ... ... . .. ... .. .. . ... ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
Test...............................................................................................................................
1
1
1
1
Topic 10.4- Kannad Portable ELT
Stowage ........................................................................................................................
TheELT .... ....................................................................................................................
1
1
Topic 11 -Video Surveillance
Overview.......................................................................................................................
Viewing Screen .. . .... .. .... ..... . ....... .... ..... ........ . .. .... ... .... .. . ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
Cameras........................................................................................................................
Control Panel ... .. . .... ... ... ..... . ..... .. ... .... .. .. .... .. . .. .. .. .. .. ... ... ... .. ... . ..... ..... ...... ...... ..... .... .. ... .. ..
1
3
5
Topic 12- ACARS
Overview ...................................................................................................................... .
Architecture with a MIOU ............................................. ......... ......................... ...... .... .....
Architecture with Collins FMS .......................................................................................
Printer........................................................................... ......... ........................................
MIDU ............................................................................ .................................................
Collins MCDU....................................................................................................... .........
Triggers .. ... .. ...... .. .... ... ... ..... . .... ... ... ........ ...... . .. ..... .. . ... ... .. ... ... . .... . ..... ..... ...... ...... ..... .... .. ..
Pre-flight Menu..............................................................................................................
In-flight Menu ...... ................................................................... ......... ......................... .....
Post-flight Menu............................................................................................................
Miscellaneous Men u .....................................................................................................
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AVRO 146-RJ Series
Nov 01/09
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Volume 1
COMMUNICATION
Contents
Chapter 6 TOC
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Scope
This chapter covers the following communications items fitted to the aircraft either as part
of the standard fit or as options:
VHF radios. The standard fit is two radios: VHF 1 and VHF 2. A third VHF radio
(VHF 3) may be added as an option. Each radio is in the avionics bay. The radios
are controlled from either of two radio management panels on the centre console.
HF radios. One or two HF radios are available as options: HF 1 and HF 2. Each
radio is in the avionics bay. The radios are controlled from either of two radio
management panels on the centre console.
Flight deck and cabin intercoms.
Passenger address (PA) system.
Navigation system audio identification signals.
Flight deck audio selector panels (ASPs). These allow the pilot to select receive
and transmit functions for the various communications devices.
The central audio unit (CAU). The CAU is the brain of the communication system.
Crew call system.
Emergency locator transmitter (ELT). The ELT is an option.
Selective calling (SELCAL) system. SELCAL is an option.
Aircraft Communications Addressing and Reporting System (ACARS). ACARS is

an option.
Cabin radio telephone.
Static discharge wicks.
Video Surveillance System.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
COMMUNICATION
Overview
Chapter 6 Topic 1
Page2
Overview Schematic
The heart of the communications system is the central audio system (CAU). The CAU
controls and distributes all the audio signals. The CAU contains a flight deck intercom and
a service intercom.
The flight deck intercom is used for communication between the three flight deck
occupants and a ground crew member via a connection at the external AC connection
point.
The service intercom is used for communication between the flight deck and the cabin.
The ground crew can also connect to the service intercom via four connections points.
There is a ground crew connection point in the electrical bay, in the hydraulic bay, in the air
conditioning bay and at the refuel panel.
There is an audio selector panel (ASP) for each flight deck crew member. Each ASP
allows the associated crew member to select transmit functions and receive functions.
Each ASP communicates with the CAU.
Each flight deck crew member has a headset with ear pieces and a boom microphone.
Each headset is connected to the associated ASP.
On the outboard horn of each control wheel, there is a three position intercom and transmit
switch. The position of the left switch goes to the left seat ASP; the position of the right
switch goes to the rig ht seat ASP.
Each pilot has a hand microphone stowed on the associated control column. Each
microphone has a press to talk switch and is connected to the associated ASP.
Each crew member has an oxygen mask containing a microphone connected to the
associated ASP. A switch on each ASP is used to select the mask microphone.
There are two flight deck speakers on the roof panel: one on the left and one on the right.
They are driven by the CAU. Each speaker has an on/off switch.
All the radios communicate with the CAU. Each crew member selects the radio for
transmission on the associated ASP. Each crew member selects the radios for reception
on the associated ASP.
All navigation audio signals are sent to the CAU. Each crew member can individually
select any navigation facility on their ASP.
The audible warning system sends the audio warnings to the CAU. The CAU sends the
warnings to the headsets and the speakers.
A passenger address amplifier provides audio signals to speakers in the cabin. The audio
signals can be speech from any of the crew members or the output from a tape player.
There are up to three handsets in the cabin. They communicate with the CAU. Each
handset has a press to talk button, a set of push switches and a set of indicator lights.
Each handset can be connected to the service intercom or to the PAusing switches on the
associated control panel.
The three flight deck crew inputs to the CVR come from the CAU.
The CAU has two channels: channel A and channel B. Channel A is powered from
EMERG DC and channel B is powered from DC BUS 2.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Overview
Chapter 6 Topic 1
Page 3
Figure L 1 - Overview Schematic

Hanclwheel intercom
and transm it sw itches
EMERG DC
I
Channel A
DC BUS 2
I
ChannelS
VHF 1
VHF 2
Central Audio Unit
VHF 3
HF1
HF 2
Fllghl Deck Intercom
ILS 1
--1 Audible Warning Unit

Tepe
LLS 2
Player
VOR 1
VOR2
Service Intercom
DME1
DME2
ADF1
IIID
ADF 2
Marker
..
1--~~-JJ-JL-il-JL-ll_j~==
[~F~w~e~gr~o~u~n~d~c~re~w~so~c~k~e~ts~~======~~
i-v1.()6.000S1
FCOM:Vl-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Overview
Chapter 6 Topic 1
Page4
CAU Channels
Channel A drives all the audio functions except the right hand microphone and the right
speaker. Channel B drives all the audio functions except the left hand microphone and the
left speaker.
With a channel A failure, the left speaker and left hand microphone are lost. With a
channel B failure, the right speaker and right hand microphone are lost.
If EMERG DC fails, channel A will be lost; so the left hand microphone and the left speaker
will be lost. If DC BUS 2 fails, channel B will be lost; so the right hand microphone and the
right speaker will be lost.
Audio Warnings
The audible warning unit sends the audio warnings to the CAU. The CAU sends the
warnings to the flight deck speakers and the earphones of the three headsets. It is not
possible to select the audio warnings off.
Crew Call
A crew call system is fitted. The crew call system is used to attract the attention of a crew
member or the ground crew. The system uses switches, annunciators, lights, chimes and
a horn. The flight deck switches and annunciators are on a crew call panel. The panel is
either on the overhead panel or the centre console.
ASPs and Crew Call Panels
Static Dischargers
Static dischargers are fitted to the aircraft to provide an easy path for electrical charge
accumulated on the airframe to discharge to the atmosphere.
Video Surveillance
A video surveillance system may be fitted. It allows part of the cabin to viewed from the
flight deck via two cameras and a video screen.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Overview
Chapter 6 Topic 1
Page 5
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Flight Deck Speakers
There are two flight deck speakers, they are on the roof panel: one on the left and one on
the right. They are shown in Figure 2.1.
Each .speaker has a two position switch. The positions are ON and OFF.
Regardless of the position of the switch, the audio warnings can be heard over both
speakers.
When the left switch is at ON, the audio functions selected on the left seat ASP can be
heard over the speaker. When the right switch is at ON, the audio functions selected on
the right seat ASP can be heard over the speaker.
A switch on each ASP is used to select the mask microphone: either MASK or BOOM.
When the left speaker switch is at OFF and the left ASP switch is at BOOM, the audio
functions selected on the left seat ASP cannot be heard over the left speaker.
When the right speaker switch is at OFF and the right ASP switch is at BOOM, the audio
functions selected on the right seat ASP cannot be heard over the right speaker.
The MASK position of the ASP microphone switch overrides the OFF position of the
associated speaker switch. If the left BOOM/MASK switch is at MASK, the left speaker is
turned on.
If the right BOOM/MASK .switch is at MASK, the right speaker is tuned on. The
BOOM/MASK switch on the third crew member's audio selector panel does not affect the
flight deck speakers.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 2
Figure 2.1 - Flight Deck Speakers
Lert Speaker
Right Speaker
ON
ON
SPKR
SPKR
Ot=r:
Off
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Flight Deck
Chapt er 6 Topic 2
Page 3
Handwheel Transmit and Intercom Switch

There is a handwheel transmit and intercom switch on each column. The right handwheel
transmit and intercom switch is shown in Figure 2.2. Each switch has three positions: INT,
R/T and centre neutral.
Each switch is spring loaded to the centre position. At R/T, transmission takes place over
the service selected for transmission on the associated ASP. At INT, the associated pilot's
microphone is connected to the flight deck intercom.
Figure 2.2 - Handwheel Transmit and Intercom Switch
Top Surface of Right Yoke
Switch at Neutral
Switch at INT
Switch at RIT
Hand Microphone
There is a hand microphone on each column. The left hand microphone is shown in Figure
2 .3 .
Each hand microphone has a lead with a jack pl ug, a stowage slot and press to talk
switch. The stowage slot allows the microphone to be mounted on a clip on the rear face
of the column. The jack plug is plugged into a socket on the front face of the column.
When the press to talk sw itch is pressed, transmission takes place over the service
selected for transmission on the associated ASP.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Right Deck
Chapter 6 Topic 2
Page 4
Figure 2.3 - Left Hand Microphone
Jack connection point

Microphone
'''"
....u
t- J.A.
"'"
Y.,-1)
I.O(.:AI
Press to talk switch
Stowage s lot
Stowage clip
On tile column beh1111d the miCrophone
j ... ,
FCOM:V1-002
AVRO 146-RJ Series
.06.0005oOQ
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Flight Deck
Chapt er 6 Topic 2
Page 5
Audio Selector Panel Location

There is an ASP for each flight deck crew member. The pilots' ASPs are on the side
consoles. The third crew member's ASP is on the sidewall just to the rear of the right C
screen. The ASP locations are shown in Figure 2.4 and Figure 2.5.
Headset Connections
Each headset has two jack plugs: one for the microphone and one for the earphones. The
connection points are shown in Figure 2.4 and Figure 2.5. The connection points for the
left seat pilot are just inboard of the left oxygen mask stowage.
The connection points for the right seat pilot are just inboard of the right oxygen mask
stowage. The connection points for the third crew member are just below the third crew
member's oxygen mask stowage.
Figure 2.4 - Left Side ASP and Headset Connections
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Chapter 6 Topic 2
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Figure 2.5 - Right Side ASP and Headset Connections
Right seat ASP
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Chapter 6 Topic 2
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ASP with PA and Service Intercom Selectors
The ASP with PA and service intercom selectors is shown in Figure 2.6.
The square buttons on the top row are the transmit selectors. When a button is in, the
associated transmit facility is selected. Only one facility can be selected at a time. The
buttons are mechanically interlocked so that, when a button is pressed in, the previously
selected button pops out. There is a transmit selector for each radio, the service intercom
and the PA.
The service intercom and PA are transmit facilities. Care must be taken to ensure that
messages to the cabin crew or passengers are not transmitted over the radios and that
radio messages are not delivered to the cabin crew or passengers.
There are round combined receive and volume controls for the flight deck intercom, the
VORs, the ILSs, the DMEs, the ADFs, the marker receiver and all the transmit functions
apart from the PA. When a selector is pressed in, the associated audio is selected to the
headset earphones and speaker associated with the ASP. A black dot on each volume
control indicates its position against an arc around the control.
DME 1 and DME 2 are controlled from one volume control. ILS 1 and ILS 2 are controlled
from one volume control. VOR 1 and VOR 2 are controlled from one volume control.
These three volume controls have a number one sector and a number two sector. At the
centre position, the number one and number two volume is zero. Rotating the control to
the left increases the number one volume; rotating the control to the right increases the
number two volume.
All the other volume controls are rotated clockwise to increase the volume.
A three-position intercom and transmit switch is on the left side of the ASP. The switch
positions are INT, RIT and centre neutral. The switch is spring loaded to the centre
position. Some ASP's have the spring loading from INT to centre neutral deleted.
Transmission over the selected facility occurs when:
The associated column switch is at the R/T position.
OR
The associated ASP intercom and R/T switch is at the R/T switch.
OR
The press to talk button is pressed on the hand microphone.
The receive selector for a transmit facility is immediately beneath the transmit selector.
When a transmit facility is selected, the associated receive selection becomes active
regardless of the position of the receive switch and the volume cannot be reduced to zero.
A pilot's microphone is connected to the flight deck intercom if either the associated column
switch is selected to INT or the associated ASP switch is at INT. To receive speech over
the flight deck intercom, the associated INT receive selector must be pressed in.
A square VOICE switch is below the VOR and ADF selectors. When the switch is pushed
in, a filter is applied to the audio of the VORs and the ADFs. The filter reduces the volume
of the identification codes to improve the intelligibility of any voice audio.
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Chapter 6 Topic 2
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COMMUNICATION
Right Deck
A three-position test switch is at the bottom right of the ASP. The positions are A, centre
neutral and B. The switch is spring loaded to the centre position . .At A, channel B is turned
off so that channel A can be tested. At B, channel A is turned off so that channel B can be
tested.
A rotary microphone selector switch is on the right side of the ASP. The switch has two
positions: BOOM and MASK. With a switch at BOOM:
The associated headset microphone is connected to the audio system.
The associated oxygen mask microphone is disconnected from the audio system.
With a switch at MASK:
The associated headset microphone is disconnected from the audio system.
The associated oxygen mask microphone is connected to the audio system.
If the left BOOM/MASK switch is at MASK, the left speaker is turned on. If the right
BOOM/MASK switch is at MASK, the right speaker is tuned on. The BOOM/MASK switch
on the third crew member's audio selector panel does not affect the flight deck speakers.
Figure 2.6 - ASP with PA and Service Intercom Selectors
Transmit a&lectors
Transmit faciUty
receive selectors
Transmit and
Intercom switch
lntarcom receive selector
Inoperative
Channel test switch
Audio Identification filter switch

Navigation aod lo a&lectors
Microphone select switch

lv1-0EHl0057
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Chapter 6 Topic 2
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ASP without PA and Service Intercom Selectors

The ASP without PA and service intercom selectors is shown in Figure 2.7.
The square buttons on the top row are the transmit selectors. When a button is in, the
associated transmit facility is selected. Only one facility can be selected at a time. The
buttons are mechanically interlocked so that, when a button is pressed in, the previously
selected button pops out. There is a transmit selector for each radio.
There are round combined receive and volume controls for the flight deck intercom, the
service intercom, the VORs, the ILSs, the DMEs, the ADFs, the marker receiver and all the
transmit functions. When a selector is pressed in, the associated audio is selected to the
headset earphones and speaker associated with the ASP. A black dot on each volume
control indicates its position against an arc around the control.
DME 1 and DME 2 are controlled from one volume control. ILS 1 and ILS 2 are controlled
from one volume control. VOR 1 and VOR 2 are controlled from one volume control.
These three volume controls have a number one sector and a number two sector. At the
centre position, the number one and number two volume is zero. Rotating the control to
the left increases the number one volume; rotating the control to the right increases the
number two volume.
All the other volume controls are rotated clockwise to increase the volume.
A three-position intercom and transmit switch is on the left side of the ASP. The switch
positions are INT, RIT and centre neutral. The switch is spring loaded to the centre
position.
Transmission over the selected facility occurs when:
The associated column switch is at the R/T position.
OR
The associated ASP intercom and RIT switch is at the RIT switch.
OR
The press to talk button is pressed on the hand microphone.
The receive selector for a transmit facility is immediately beneath the transmit selector.
When a transmit facility is selected, the associated receive selection becomes active
regardless of the position of the receive switch and the volume cannot be reduced to zero.
A pilot's microphone is connected to the flight deck intercom if either the associated column
switch is selected to INT or the associated ASP switch is at INT. To receive speech over
the flight deck intercom, the associated INT receive selector must be pressed in.
A square VOICE switch is below the VOR and ADF selectors. When the switch is pushed
in, a filter is applied to the audio of the VORs and the ADFs. The filter reduces the volume
of the identification codes to improve the intelligibility of any voice audio.
A three-position test switch is at the bottom right of the ASP. The positions are A, centre
neutral and B. The switch is spring loaded to the centre position. At A, channel B is turned
off so that channel A can be tested. At B, channel A is turned off so that channel B can be
tested.
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COMMUNICATION
Right Deck
A rotary microphone selector switch is on the right side of the ASP. The switch has two
positions: BOOM and MASK. With a switch at BOOM:

on the third crew member's audio selector panel does not affect the flight deck speakers.
Figure 2.7 - ASP without PA and Service Intercom Selectors
Service intercom
volume control
Transmit selectors
Transmit facility
receive selectors
Transmit and
Inter com switch
Intercom reoelve selector
Audio Identification
filter switch
Channel test switch
Inoperative
Navigation audio selectors

Microphone Hlect switch
iV1-0000068
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Flight Deck
Chapter 6 Topic 2
Page 11
Flight Deck Intercom
The flight deck intercom is shown schematically in Figure 2.8.

The users are the three flight deck crew members and a ground crew member. The
ground crew member plugs into a socket on the external AC panel.
To listen on the flight deck intercom, a flight deck crew member must press the associated
ASP INT button in.
Each pilot has two intercom and transmit switches: one on his handwheel and one on his
ASP. To talk through the flight deck intercom, a pilot must select INT on either switch.
To talk over the flight deck intercom, the third crew member must select intercom on his
ASP intercom and transmit switch.
There is no indication on the flight deck that a ground crew member is plugged into the
socket on the external AC panel.
The cabin crew cannot talk or listen on the flight deck intercom.
The flight deck intercom is in the CAU and has two channels. One powered by EMERG
DC and the other by DC BUS 2. The flight deck intercom should be available if just one of
the busbars is powered.
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Right Deck
Chapter 6 Topic 2
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Figure 2.8- Flight Deck Intercom

Left seat pilot's ASP
Right seat pilot' s ASP
Flight Deck
lnt.r~om
Ground crew connection point
Third crew member's ASP
Ground crew call button
External ac connection point
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Chapter 6 Topic 2
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Crew Call
There are two standards of crew call panel. One is on the overhead panel; the other is on
the centre console.
Overhead Panel Crew Call
The flight deck crew call panel is on the bottom left of the overhead panel. The crew call
There are three square call switches in a row: emergency call, cabin call and ground call.
Each switch has an annunciator.
A call cancel push button is to the left of the call switches.
The emergency call switch has a red EMERG CALL annunciator. The annunciator
illuminates when an emergency call is made from the cabin to the flight deck or from the
flight deck to the cabin.
The cabin call switch has a blue CABIN CALL annunciator. The annunciator illuminates
when a normal call is made from the cabin to the flight deck or from the flight deck to the
cabin.
The ground call switch has a blue GRND CALL annunciator. The annunciator illuminates
when a call is made by a ground crew member to the flight deck. A ground to flight deck
call button is on the external AC panel. The panel is shown in Figure 2.8.
If a call is made to the flight deck, a single chime sounds and the associated annunciator
remains illuminated until the cancel call push button is pressed. The chime is generated in
the audible warning unit.
A momentary press of the EM ERG CALL button makes an emergency call to the cabin.
A momentary press of the CABIN CALL button makes a normal call to the cabin.
Calls to the cabin are accompanied by a double chime over the PA. The chime is
generated by the PA system. The visual indication in the cabin depends on the level of the
call.
Pressing and holding the GRND CALL button sounds a ground crew call horn in the nose
gear bay.
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COMMUNICATION
Right Deck
Figure 2.9 - Overhead Panel Crew Call
Cabin call annunciator

and switch
Ground call
Emergency cilll
annunciator
and switch
annuncliltor and ISWitch
STBY COMP 8i
EYE LOCATOR
Cancel call pu$hbutton
IVl-ll&-00060
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Chapter 6 Topic 2
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Centre Console Crew Call
The flight deck crew call panel is on the centre console. The crew call panel is shown in
Figure 2.1 0. The panel has crew call switches, PA selectors and service intercom
selectors.
There are three square call switches in a row: emergency call, cabin call and ground call.
Each switch has an annunciator. A call cancel push button is to the left of the call
switches.
The emergency call switch has a red EMERG CALL annunciator. The annunciator
illuminates when an emergency call is made from the cabin to the flight deck or from the
flight deck to the cabin.
The cabin call switch has a blue CABIN CALL annunciator. The annunciator illuminates
when a normal call is made from the cabin to the flight deck or from the flight deck to the
cabin.
The ground call switch has a blue GRND CALL annunciator. The annunciator illuminates
when a call is made by a ground crew member to the flight deck. A ground to flight deck
call button is on the external AC panel. The panel is shown in Figure 2.8.
If a call is made to the flight deck, a single chime sounds and the associated annunciator
remains illuminated until the cancel call push button is pressed. The chime is generated in
the audible warning unit. A momentary press of the EMERG CALL button makes an
emergency call to the cabin.
A momentary press of the CABIN CALL button makes a normal call to the cabin.
Calls to the cabin are accompanied by a double chime over the PA. The chime is
generated by the PA system. The visual indication in the cabin depends on the level of the
call.
Pressing and holding the GRND CALL button sounds a ground crew call horn in the nose
gear bay.
The call panel has the following PA and service intercom controls for each pilot:
A PA selector.
A Service intercom selector.
A press to talk switch.
Each pilot has a handset on the associated side console. Each handset has a press to talk
switch. Each handset can only be used for the PA and the service intercom. If the
handset is removed from its cradle, all the receive functions on the associated ASP are
automatically turned off. When a handset is replaced in its cradle, the centre console
selection is cancelled.
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Chapter 6 Topic 2
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The boom microphone can be used to talk over the PA or the service microphone by
selecting the PA or service intercom on the centre console and then pressing the
associated press to talk switch on the centre console.
When a handset or centre console press to talk switch is pressed, a selected transmit
function on the ASP is overridden but not deselected.
Figure 2.10- Centre Console Crew Call
PA
SER
PA
SER
INT
INT
,':,
~
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Flight Deck
Chapter 6 Topic 2
Page 17
Radios
Two VHF radios are fitted to all aircraft: VHF COMM 1 and VHF COMM 2. A third VHF
radio may be fitted: VHF COMM 3. The radios are in the avionics bay.
One or two HF radios may be fitted: HF 1 and HF 2. The radios are in the avionics bay.
VHF COMM 1, VHF COMM 2, HF 1 and HF 2 are all controlled from two radio
management panels (RMPs) on the centre console: RMP 1 on the left and RMP 2 on the
right.
VHF COMM 3 may be fitted as a communications radio or just as the communications link
for AGARS. If VHF 3 is used just as a communications radio, it can be tuned from the
RMPs.
The RMPs are shown in Figure 2.11. Each RMP has:
An ACTIVE LCD display. This displays the radio and the frequency in use.
A PRE SELECT LCD display. This displays the radio in use and a pre selected
frequency.
A pair of concentric knobs for changing the frequency on the pre select display.
The frequency on the active display cannot be controlled directly.
A transfer switch. When the transfer switch is pressed, the frequency on the pre
select display is swapped with the frequency on the active display. To change the
frequency of the selected radio, set the frequency on the pre select display and
press the transfer button. The previous frequency can be returned to by a further
press on the transfer button .
Five radio select buttons, one for each radio. When a button is pressed, the
associated radio becomes the controlled radio. The associated legend is presented
on both displays.
A green AM mode indicator for the in-use HF radio. The HF radio can be toggled
between the AM and single side band modes by pressing the associated radio
select button.
The number one radios are normally associated with RMP 1; the number two radios are
normally associated with RMP 2. If a radio not normally associated with an RMP is
selected by pressing the associated radio select button for less than three seconds, the
radio legends flash on both the active and the pre select displays. If the button is
subsequently pressed for three seconds, the flashing will stop. If the radio select button is
held for 3 seconds on initial selection, the legends will initially flash and then stop flashing.
The LCD displays are tested by the ANNUNCIATORS TEST button on the left instrument
panel. The frequencies in the two displays are stored when electrical power is off. If the
selected radio is de activated, the display shows dashes. The displays also show PASS
and FAIL messages. On power up, a PASS message is displayed for five seconds after a
successful test. The FAIL message is displayed whenever BIT detects a failure.
The RMPs just tune the radios. The radio transmit and receive functions selected on the
ASPs are not affected by which radios are selected on the RMPs.
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Right Deck
Chapter 6 Topic 2
Page 18
Figure 2.11 - Radio Management Panels
Radio Management panel1
VHF
VHF
I
-,
' '-
Radio Management Panel 2
,-~
I 11
.1
I 1.1 -
I
I
11
I
Selected Radio
I ol
I 1.1
VHF
-,- -,,-,,,_ - _, ,_, -
Tran$fer Switch
VHF
-~ .-,
:
-,
nn
I C L l. I 1_1 1_1
Radio S&ltetor Switches
FCOM:V1-002
,_
,_,
,_
HF Mode Light
Active Frequency Window
VHF
- -, ,-, ,1
AVRO 146-RJ Series
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VHF
I
I
11-111 1-l rt
I - 1 -1 1_1 1_1
Frequency Salaetor
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Chapt er 6 Topic 2
Page 19
A CARS
Some aircraft are fitted with an Aircraft Communications Addressing and R-eporting System
(ACARS). The ACARS has a management unit (MU) in the avionics bay. The MU uses
VHF 3 to transmit data to ground stations and to rec-eive data from ground stations.
The ACARS has a flight deck control and display unit. Aircraft fitted with Collins FMS use
the FMS multi purpose control and display unit (MCDU). Aircraft without Collins FMSs use
a control and display unit dedicated to ACARS. The dedicated control and display unit is a
multi i nput interactive display unit (MIDU). If MCDUs are fitted, they are on the forward
centre console. If a MIDU is fitted, it is either on the rear centre console or on an extension
of the left side console. The positions are shown in Figure 2.13.
An ACARS printer is on the flight deck. The printer is installed on the centre console or on
an extension to the right side console. The positions are shown in Figure 2 .12.
For some ACARS received messages, a double chime sounds. The chime is generated by
Figure 2.12- ACARS Printer
.I
I ll
1:1
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Right Deck
Chapter 6 Topic 2
Page 20
Figure 2.13 - ACARS Control and Display Unit
If Collins FMSs are fitted, the MCOUs

ere on the forward centre console
If a MIDU is fitted, it is on the centre

console or the left side conso le
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Chapter 6 Topic 2
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SELCAL
Some aircraft have a selective calling (SELCAL) system. A SELCAL control panel is fitted
to the centre console. The panel is shown in Figure 2.14. It has an annunciator for each
radio.
SELCAL allows the crew to be called without maintaining a listening watch on a radio.
Each aircraft has a SELCAL code. When ATC transmits the aircraft's code, a double
chime is heard over the audio system and the associated annunciator illuminates on the
SELCAL panel. The chime is generated by the audible warning unit.
Cabin Radio Telephone
Some aircraft have a radio telephone. In these aircraft one or more of VHF COMM 3, HF 1
or HF 2 can be used as the radio element of the radio telephone. A cabin phone panel is
fitted to the centre console. A typical panel is shown in Figure 2.14.
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Chapter 6 Topic 2
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Figure 2.14- SELCAL and Radio Telephone
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Chapter 6 Topic 2
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Video Surveillance
An optional video surveillance system may be fitted. It consists of:
Two cameras in the forward vestibule.
A viewing screen on the flight deck ~
A small control panel on the centre instrument panel.
The flight deck arrangement is shown in Figure 2.15.

The video screen is behind the First Officer's seat. The screen has a brightness control
and a contrast control; a green LED is illuminated when the system is powered up.
The control panel has a power switch and a camera select switch.
The system allows either pilot to monitor activity in the forward vestibule.
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Chapter 6 Topic 2
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COMMUNICATION
Right Deck
Figure 2-1 5 - Video Surveillance
Power
Switch
Camera
Se lec1
Switch
Right C-screen
Power on LED
Bright neScs control
Contra$t control
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Chapter 6 Topic 2
Page 25
Emergency Locator Transmitter
Emergency locator transmitters (ELTs) may be fitted . They may be fixed or portable.
There are two fixed ELTs available: Litton and Kannad. There is one portable ELT
available: a Kannad ELT.
The fixed ELTs have a control panel on the centre console. There are two ELT control
panels: one for the Litton and one for the Kannad fixed ELT. The panels are shown in
Figure 2.16. Each panel has a three-position switch. The switch is used to:
Arm the ELT.
Force the ELT to transmit.
Test the ELT.
Reset the ELT to the armed state.
The Litton panel has an ELT ON annunciator. When the ELT is transmitting, the
annunciator flashes. Indication that the Kannad fixed ELT is transmitting is given by a
flashing amber LED.
The normal position for each switch is the centre position. At this position, the ELT will
automatically start transmitting if a set "g" threshold is exceeded.
If the Litton ELT is fitted, an ELT -L is fitted to the CWP.
Litton ELT Switch
The switch has three positions: ON/TEST, ARM and RESET. The switch is baulked at the
ARM and ON/TEST positions. The switch has to be lifted up to clear the baulk.
The switch is spring loaded from the RESET position to the arm position. The switch is
normally at the ARM position. The ON/TEST position allows the ELT to be tested and to
be forced to transmit. A momentary selection to RESET stops the ELT transmitting.
Fixed Kannad ELT Switch
The switch has three positions: ON, ARM and RESET/TEST. The switch is baulked at the
ARM and RESET/TEST positions. The switch has to be lifted up to clear the baulk. The
switch is spring loaded from the RESET position to the arm position.
The switch is normally at the ARM position. The ON position forces the ELT to transmit.
The RESET/TEST position is used to test the ELT and to reset it after an ON selection.
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Chapter 6 Topic 2
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Figure 2.16 - ELT Controllers
Litton Panel
On annunciator
Switch guard
Kannad Panel
On LED
Switch guard
CWP Caption
IV106 00087
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Chapter 6 Topic 2
Page 27
Overhead Circuit Breaker Panel
The communications circuit breaker panel is shown in Figure 2.17.

The AVIONIC MASTER CTRL (A25) circuit breaker supplies power to the relays operated
by the avionics master switches.
The VHF COM 1 (A26) circuit breaker supplies power to the number 1 VHF radio.
The PAX ADDRESS (A27) circuit breaker supplies power to the passenger address
amplifier.
The AUDIO A (A28) circuit breaker supplies power to channel A of the CAU.
The AUDIO 8 (828) circuit breaker supplies power to channel 8 of the CAU.
The AURAL WARN A (A29) circuit breaker supplies power to channel A of the audible
warning unit.
The AURAL WARN 8 (829) circuit breaker supplies power to channel 8 of the audible
warning unit.
The COMM CTRL 1 (825) circuit breaker supplies power to the left radio management
panel.
The FLT DATA REC (826) supplies power to the flight data recorder.
The VOICE REC (827) supplies power to the cockpit voice recorder.
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Chapter 6 Topic 2
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Figure 2-17 - Communications Circuit Breaker Panel
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Cabin Handsets
All aircraft have a handset in the forward vestibule and a handset in the rear vestibule.
Some aircraft have a third handset; the third handset is in the rear vestibule.
A handset is shown in Figure 3.1.
The handset has a set of integral pushbuttons:
A PA button selects the handset to the PA.
An INT button connects the handset to the service intercom.
An IC button makes a normal inter cabin crew call.

An amber EIC button makes an emergency crew call from the cabin to the flight
deck.
A PI button is used to make a normal cabin to flight deck crew call.

A RESET button resets the call system.
A press to talk button must be pressed to talk over either the PA or the service
intercom.
The handset cradle has a set of annunciators at the top. The backgrounds of the
annunciators illuminate. The annunciators are:
PA with a white background. When the annunciator is illuminated , the handset is
connected to the PA.
IC with a green background. The annunciator is illuminated when a normal crew

call is made from the front to the rear cabin or from the rear to the front cabin.
EIC with a red background. Illuminates when an emergency crew call is made from
the cabin to the flight deck or from the flight deck to the cabin.
PI with a blue background. Illuminates when a normal crew call is made from the
cabin to the flight deck or from the flight deck to the cabin.
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Cabin
Chapter 6 Topic 3
Page 2
Figure 3_1 - Cabin Handset
PA selected
Inter-cabin call
Emergency call between the flight deck and the cabin

Nom~al
call between flight deck and cabin
Normal cabin to flight deek call button

Inter-cabin call button
PA select button
Service Intercom
select button
Call rasat button

Press-to-talk b1.1tton
Emergency cabin to flight deck call button

Wt-o&-00069
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COMMUNICATION
Cabin
Chapter 6 Topic 3
Page3
Vestibule Attendant's Panels

Two cabin attendant's panels are fitted:
A forward attendant's panel above the forward service door.
AND
A rear attendant's panel over the rear service door.
Each panel contains the following communications items:
A PA speaker.
A blue CABIN CALL annunciator.
An amber FWD TOILET call annunciator.
An amber REAR TOILET call annunciator.
The forward panel also contains:
Cabin lights switches and circuit breakers.
Ground power control and indication for the ground service busbar.
Door warning indicators.
Status annunciators for the set belt signs and the no smoking signs.
Indicators and circuit breakers for the toilet water heaters.
Indicators and circuit breakers for the pipe heaters.
Typical panels are shown in Figure 3.2. The forward panel is the top panel.
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AVRO 146-RJ Series
Nov 01 /09
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Volume 1
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page 4
Figure 3.2 -Typical Attendant' s Panel

~R
....,..._
. .. . . . ..... ..
. ... . .. .. ... ..
. . . . . . . .... ..
......
-
-... -....
,....,,........,"...
~
~
~m._._
<111--- Cabln Call Annunciator - -
I= 1.~---.
----
Roar Toilot Call

Annunciator
Forward Toilet Calli Annunciator
rr=l
L.::.l
PA
Speaker
.. .. .. .. .. .. .. .. .. .. .. .. ..
. .. . . . . . . . . . .
. .... . .. . . . . .
f.v1.08-00070
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page 5
Roof Call Lamps

Green roof call lights are positioned at convenient intervals on the cabin roof together with
the aisle emergency lights.
A light unit is shown in Figure 3.3.
Figure 3.3 - Roof Call Lights
AJsle Emergency Lights
Roof Call Lamp
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Volume 1
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page6
Passenger Service Units and Toilets

Each passenger ser vice unit (PSU) has a passenger combined call light and switch. A
combined call light and switch is in each toilet.
The cabin PA speak.ers are on the PSUs. A PA speaker is in each toilet.
Examples are shown in Figure 3.4.
Figure 3-4 - Passenger Service Units and Toilets
PSU PA Speaker
PSU CaU Switch and Light
Toilet PA Speaker
Toilet Call Swit ch and Light
;.v1 .Q6.00072
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AVRO 146-RJ Series
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Volume 1
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page 7
Service Intercom
The service intercom is shown schematically in Figure 3.5.

The service intercom is used for communication :
Between the flight deck.
Between the forward and rear of the cabin.
Ground crew can also join the service intercom via:
A point in the electrical bay.
A point in the hydrau lic bay.
A point at the refuel panel.
A point in the air conditioning bay.
The ground crew connections are isolated when the aircraft becomes airborne by squat
switch 2.
A flight deck crew member:
Joins the service intercom by selecting the service intercom transmit facility on the
flight deck (on the ASP or centre console depending on the modification standard).
For ASPs with PA selectors, talks over the service intercom using the R/T selection
on his ASP intercom and transmit switch; the pilots can also use their handwheel
switches and hand microphones.
For ASPs without PA selectors, uses the headset and the PTT button on the centre
console or uses the handset.
Adjusts the service intercom volume to his headset using the service intercom
volume control on the ASP.
A cabin crew member joins the service intercom by pressing the INT switch on the
associated handset. To talk over the service intercom, the handset push to talk switch
must be pressed.
The service intercom is in the CAU and has two channels. One powered by EMERG DC
and the other by DC BUS 2. So the service intercom should be available if just one of the
busbars is powered. However, the service intercom is not available to the cabin crew if DC
BUS 2 is lost because the cabin handsets default to PA if DC BUS 2 is lost. The cabin
handset PA annunciator is also inoperative when DC BUS 2 is lost.
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Volume 1
COMMUNICATION
Cabin
Chapter 6 Topic 3
Pages
Figure 3 _5 - Service Intercom Schematic
l eft seat pilot's ASP
Right seat pilot's ASP
Third erew member' s ASP
Service Intercom
Squat Switch Ratay
Avionics Bay
Connectlon
Hydraulics Bay
Connection
Refuel Panel
Connection

Connection
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AVRO 146-RJ Series
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Volume 1
COMMUNICATION
Cabin
Chapter 6 Topic 3
Page9
Passenger Address
The passenger address (PA) system is shown schematically in Figure 3.6. PA

announcements are made through a passenger address amplifier to speakers in the cabin,
vestibules and toilets. The noise level in the cabin is sensed and sent to the CAU. The
CAU controls the volume of the amplifier according to the noise level in the cabin.
The flight deck PA announcements are made through the CAU to the PA amplifier. The
cabin crew make their announcements directly to the PA amplifier. The PA
announcements come back from the amplifier to the CAU ; thus a flight deck crew member
can hear any PA announcements when PAis selected on the associated ASP. There is no
volume control to adjust the level of this sidetone.
A flight deck crew member:
Joins the PA by selecting the PA facility on the flight deck (on the ASP or centre
console depending on the modification standard).
For ASPs with PA selectors, talks over the service intercom using the R/T selection
on his ASP intercom and transmit switch ; the pilots can also use their handwheel
switches and hand microphones.
For ASPs without PA selectors, uses the headset and the PTT button on the centre
console or uses the handset.
A cabin crew member joins the PA system by pressing the PA switch on the associated
handset. To talk over the PA, the handset push to talk switch must be pressed.
The PA amplifier is powered from EMERG DC. This is the only power supply. If EMERG
DC is lost, the PA is lost. The PA is available at the essential and the emergency power
levels. However, the power for the cabin handset PA annunciators is from DC BUS 2.
Therefore, these annunciators will not function at the essential and emergency power
levels.
The PA amplifier also generates chimes and passes these to the cabin speakers. There
are three chimes: a single high tone chime, a single low tone chime and a double tone
chime composed of a high tone immediately followed by a low tone.
The double tone is given whenever a crew call is made from the flight deck to the cabin
and whenever an inter cabin call is made. A single low tone chime is given when the
status of the seat belt signs or no smoking signs is changed. A single high tone chime is
given when a PSU call button or toilet call button is pressed.
The PA amplifier applies the following priority to amplifier inputs, from highest to lowest:
Flight deck.
Cabin attendant.
Tape player.
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Volume 1
Chapter 6 Topic 3
Page 10
COMMUNICATION
Cabin
Figure 3_6 - Passenger Address Schematic

Left seat pilot's ASP
Third c:r&w m&mber's ASP
IRJght seat pilot' s ASP
Central Audio Unit
-,
ChannelS
ChannoiA
I
DC BUS2
PA
Sldetone
Flight
Deck PA
Tape Player
Automatic
Volume
control
PA Amplifier
Speakers In the cabin, vesti bules and toilets
FCOM:V1-002
AVRO 146-RJ Series
Cabin Noise sensor
Nov 01 / 09
Purpose
The crew call system is used to attract the attention of a crew member or the ground crew.
The system uses annunciators. lights, chimes and a horn.
Ground Crew Call Switc h
A ground crew call push bunon is on the EXT AC connection panel. It is shown in Figure
4 .1.
Figure 4.1 - Ground Crew Call Button
Extomal ac connection point

1-\11.()6.00075
Flight Deck Crew Call Panel

The flight deck crew call panel is on the bottom left of the overhead panel or on the centre
console. The crew call switches and annunciators are the same on both panels. The
overhead panel is shown in Figure 4.2: the centre console panel is shown in Figure 4.3.
There are three push switches with combined annunciators: EMERG CALL, CABIN CALL
and GRND CALL.
The EMERG CALL annunciator indicates that an emergency call has been made from the
flight deck or from the cabin. The CABIN CALL annunciator indicates that a normal call
has been made from the flight deck or from the cabin. The GRND CALL annunciator
indicates that a call has been made from the EXT AC panel.
Pressing the EMERG CALL button makes an emergency call to the cabin. Pressing the
CABIN CALL button makes a normal call to the cabin. Pressing the GRND CALL button
sounds a ground crew call horn. The horn is in the nose gear bay.
There is one CNCL CALL button. It is used to cance'l a call.
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Volume 1
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 2
Figure 4.2 - Overhead Crew Call Panel
Emergency call switch and annunciator
Ground call switch and annunciator
Normal cabin call switch and annunciator
iV1-06-00076
Figure 4.3 - Centre Console Crew Panel
Call cancel push button
Ground call switch and annunciator
Emergency call switch and annunciator

Normal cabin call switch and annunciator
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COMMUNICATION
Crew Call
Chapt er 6 Topic 4
Page 3
Cabin Roof Call Lights

Green roof call lights are positioned at convenient intervals on the cabin roof together with
the aisle emergency lights. A light unit is shown in Figure 4.4.
Figure 4.4 - Roof Call Lights
Aisle Emergency Ughts
Roof Call Lamp
I-Y1-oB-000711
Cabin Handset Call Switches and Annunciators

All aircraft have a handset in the forward vestibule and a handset in the rear vestibule.
Some aircraft have a third handset; the third handset is in the rear vestibule.
Crew call annunciators are on each handset cradle. Each handset has integral crew call
buttons. The annunciators and buttons are shown in Figure 4.5.
There are three call annunciators: IC, EIC and Pl. The annunciators are black legends.
When an annunciator is active, its background is illuminated by a coloured light: green for
the IC annunciator; red for the EIC annunciator and blue for the PI annunciator.
The IC annunciator indicates that an inter cabin call has been made. The EIC annunciator
indicates that an emergency call has been made from the flight deck to the cabin or from
the cabin to the flight deck. The PI annunciator indicates that a normal call has been made
from the flight deck to the cabin or from the cabin to the flight deck. The handset has four
call buttons: IC, PI, EIC and RESET. Pressing the IC button makes an inter cabin call.
Pressing the PI button makes a normal call to the flight deck. Pressing the EIC button
makes an emergency call to the flight deck.
The RESET switch is used to cancel a call.
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Volume 1
Chapter 6 Topic 4
Page 4
COMMUNICATION
Crew Call
Figure 4.5 - Cabin Handset Call Switches and Annunciators
Inter-cabin call annunciator

Emergency call annun ciator
Nonnal cabin calf annunciator
Normal cabin to ftlght deck calf button

fnter-<:abln call button
El EJ
1//1
Emorgoncy cabin to flight docft call button

J.y1.QI.00079
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Nov 01 / 09
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Volume 1
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 5
Ground Crew Call Horn
The ground call horn is in the nose undercarriage bay. The horn operation is shown
Pressing and holding the GRND CALL button on the overhead panel sounds the ground
crew call horn. The horn sounds for as long as the button is held pressed.
On some aircraft with an emergency locator transmitter (ELT), the ground call horn sounds
if the ELT is transmitting and the engines are not running. If a Litton ELT is fitted, engine
N 1 is monitored. If a Kannad ELT is fitted, the position of the BEACON switch is
monitored.
On some aircraft, the horn sounds on the ground when the APU is shut down by the APU
emergency shutdown circuit.
There are two APU emergency stop switches. One is at the refuel panel and the other is in
the air conditioning bay.
The Garrett APU adaptor gearbox is attached to the APU accessory gearbox. The APU
generator is driven by the accessory gearbox through the adaptor gearbox. Oil in the
adaptor gearbox cools and lubricates the generator. When a high oil temperature or a low
oil pressure is sensed in the adaptor gearbox, an amber APU DRIVE FAIL annunciator
illuminates on the overhead ELECTRIC panel.
The emergency shutdown circuit automatically shuts down the APU on the ground:
If an APU fire warning is given.
OR
If either APU emergency stop switch is operated.
OR
On aircraft fitted with a Garrett APU, 20 seconds after a low oil pressure or a high
oil temperature is detected in the APU generator adaptor gearbox.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
Chapter 6 Topic 4
Page6
COMMUNICATION
Crew Call
Figure 4.6 - Ground Crew Call Horn
Gtound Crew
Call Hom
Refuel Panel
Stop Switch
Atr Conditioning
Bay Stop SWitch
Ground
Emergency shutdown I-- +---4Q""-::
Air
Garrett AP\1
G.neratOf' lldapter gear box
High Oil
tempera ture
Lowoll
"Engines not running" ~-~F
____,
pressure
20 second dolay
Emergency Locator
Trans.mltter
"1-06-00080
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 7
Calls to the Flight Deck
A call from the ground crew to the flight deck is made by pressing the CALL button at the
external AC panel. When the button is pressed:
A single chime sounds over the speakers and the headsets. The single chime is
generated by the audible warning unit.
The GRND CALL annunciator on the overhead panel illuminates. The light remains
illuminated until the call cancel push button is pressed.
Each cabin handset has PI call button and an EIC call button.
A normal call from the cabin to the flight deck is made by pressing a PI call button. When a
PI button is pressed:
The CABIN CALL annunciator on the overhead panel illuminates. The annunciator
remains illuminated until the call is cancelled. The call can be cancelled using the
flight deck cancel button.
An emergency call from the cabin to the flight deck is made by pressing an EIC call button.
When an EIC button is pressed:
The EMERG CALL annunciator on the crew call panel illuminates. The annunciator
is latched on. The annunciator remains illuminated until the call is cancelled. The
call can be cancelled using the flight deck cancel button.
PA Tones
The PA amplifier generates chimes and passes these to the cabin speakers. There are
three chimes: a single high tone chime, a single low tone chime and a double tone chime
composed of a high tone immediately followed by a low tone.
The double tone is given whenever a crew call is made from the flight deck to the cabin
and whenever an inter cabin call is made. A single low tone chime is given when the
status of the seat belt signs or no smoking signs is changed. A single high tone chime is
given when a PSU call button or toilet call button is pressed.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page a
Calls to the Cabin
A normal call to the cabin is made by pressing the CABIN CALL switch on the flight deck.
When the CABIN CALL button is pressed:
The flight deck CABIN CALL annunciator illuminates.
The PA dual tone chime sounds once.
The green roof call lights are latched on.
The blue PI annunciator illuminates at each cabin station.
A normal call to the cabin can be cancelled using the RESET button on the front cabin
handset or the flight deck cancel button.
An emergency call to the cabin is made by pressing the EMERG CALL switch on the flight
deck. When the EMERG CALL button is pressed:
The flight deck EMERG CALL annunciator flashes.
The green roof call lights flash.
The red EIC annunciators flash at each cabin station.
An emergency call to the cabin can be cancelled using the RESET button on the front
cabin handset or the flight deck cancel button.
Inter-cabin Calls
A inter-cabin call is made by pressing a handset IC button. When an inter cabin switch is
pressed:
The green roof call lights illuminate.
The green IC annunciator at each cabin station illuminates.
The inter cabin call can only be cancelled from the station at which the call was initiated.
The associated RESET button is used to cancel the call.
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Volume 1
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page9
Passenger and Toilet Call
The passenger and toilet call system is shown schematically in Figure 4.7.
There is a forward attendant's panel above the forward service door and a rear attendant's
panel over the rear service door.
Each panel contains the following call annunciators:
A blue CABIN CALL annunciator.
An amber FWD TOILET call annunciator.
An amber REAR TOILET call annunciator.
Each PSU has a call switch and a call light. When a switch is pressed to make a call:
The associated PSU call light illuminates.
The PA single high tone chime sounds.
When the PSU switch is pressed a second time, the associated PSU call light goes out.
When any PSU call light is illuminated, the vestibule CABIN CALL annunciators are
illuminated. The vestibule CABIN CALL annunciators remain illuminated until all the PSU
call lights are extinguished.
Each toilet has a call light and switch.
When a toilet call switch is pressed:
The call light is latched on.
The PA single high tone chime sounds.
The associated TOILET call annunciator illuminates in both vestibules.
Pressing a toilet switch a second time removes the latch and the call light goes out.
When the forward toilet call light is illuminated, the vestibule FWD TOILET annunciators
are illuminated. The vestibule FWD TOILET annunciators remain illuminated until the
forward toilet call light is extinguished.
When the rear toilet call light is illuminated, the vestibule REAR TOILET annunciators are
illuminated. The vestibule REAR TOILET annunciators remain illuminated until the rear
toilet call light is extinguished.
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Volume 1
COMMUNICATION
Crew Call
Chapter 6 Topic 4
Page 10
Figure 4-1 - Passenger and Toilet call

Forward Cabin
Attendant's Panel
b--t-"""T--1 Switc h
Forward Toilet
~-_;--+-~-~--~l ro~ ~
Call switch and

light
,. . . . . .:. -+=:-:.1""'" 1
TOILET
PSU call switches

and lights
PA
Single
High Tone
Combined switches and lights
OR
Touch sensitive switches and
separate lights
Rear Cabin
Attendant's Panel
Rear Toilet
L--+--llro~ I
Call switch and

light
i-v1-06-00081
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Archit ecture
The VHF radio architecture is shown in Figure 5.1 . Two VHF radios are fitted to all aircraft:
VHF COMM 1 and VHF COMM 2. A third VHF radio may be fitted: VHF COMM 3. The
radios are in the avionics bay. They are cooled by the avionics cooling fan.
VHF COMM 1 is powered from EMERG DC. VHF COMM 2 is powered from DC BUS 2.
VHF COMM 3 is powered from DC BUS 1.
The radios are switched through the Avionics Master switches: avionics master 1 for VHF
COMM 1 and avionics master 2 for VHF COMM 2 and VHF COMM 3. The avionics master
switches control relays. The power for the relays comes from DC BUS 2. The relays need
power to move them to the off position. If DC BUS 2 is lost, the relays move to the on
position. Thus, regardless of the position of the avionics master switches, VHF COMM 1
and VHF COMM 3 will remain powered if DC BUS 2 fails.
The radios are controlled from the radio management panels.
The third VHF may be used as a normal communications radio. In which case, it is
controlled from the radio management panels (RMPs). If ACARS is fitted, the third VHF
radio is fitted but it is controlled by the ACARS not the RMPs.
Some aircraft use the third VH F radio as a cabin radio telephone.
The VHF radios are tuned by the RMPs or the ACARS. Selection for transmission via a
radio or reception from a radio is made from the audio selector panels through the central
audio unit. The central audio unit has two channels: channel A and channel B. Channel A
is powered from EMERG DC ; channel B is powered from DC BUS 2. Either channel
supports transmission and reception through all three radios.
Each radio has an antenna.
Channel Spacing
The aircraft VHF communication frequency band has two standards of channel spacing:
8.33 kHz and 25.0 kHz. A few aircraft have radios that can only select channels at
intervals of 25 kHz ; most aircraft have radios that can select channels at 8.33 kHz and 25
kHz intervals.
RMP Frequency Windows

Each RMP has two frequency windows. Only one is active at a time. The frequency is
displayed in MHz. If the radio is configured for just 25 kHz channel spacing, there will be
only two digits after the decimal point. If the radio is configured for 25 kHz spacing and
8.33 kHz spacing, there will be three digits after the decimal place.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page 2
Figure 5_1 -VHF Radio Architecture
DC BUS2
EMERG DC
DC BUS 1
0
0
Q
Antenna
Antenna
VHF 1
An tenna
VHF 3
VHf 2
Central Audio Unit
EMERGOC
FCOM:V1-002
AVRO 146-RJ Series
DC BUS 2
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page3
Channel Names for Receivers with 8.33 kHz spacing
The tuning range of the receiver is 118.0000 to 136.9917 MHz in steps of 8.33 MHz.
There are only six digits on the display. So the channels have names. The name is set on
the controller.
Multiples of 25 kHz (3 times 8.33) are also included in the range of channels available to
ATC operating in the 8.33 kHz spacing environment. Multiples of 25 kHz are also available
to ATC operating in the 25 kHz spacing environment. However, the bandwidth of a
channel that is a multiple of 25 kHz in the 25 kHz spacing environment is wider than the
bandwidth of a channel that is a multiple of 25 kHz in the 8.33 kHz environment. So that
the correct bandwidth is chosen, the names of multiples of 25 kHz depend on the
environment (25 kHz spacing or 8.33 kHz spacing).
The channel names are illustrated in Table 5.1. The 25kHz spacing names should only be
used if they are specified by ATC.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page 4
Table 5.1 -VHF Channels

Channel Name
Actual Frequenc y (MHz)
Ch annel Spacing (kHZ)
11 8.000
11 8.005
11 8.010
11 8.01 5
118.025
11 8.030
11 8.035
11 8.040
11 8.050
11 8.055
11 8.060
11 8.065
118.0000
25
118.0000
8.33
118.0083
8.33
118.0167
8.33
118.0250
25
118.0250
8.33
118.0333
8.33
118.0417
8.33
118.0500
25
118.0500
8.33
118.0583
8.33
118.0667
8.33
11 8.075
11 8.080
11 8.085
11 8.090
11 8.100
11 8.105
11 8.110
118.0750
25
118.0750
8.33
118.0833
8.33
118.0917
8.33
118.1000
25
118.1000
8.33
118.1083
8.33
11 8.11 5
118.1167
8.33
136.975
136.980
136.985
136.9750
25
136.9750
8.33
136.9833
8.33
136.990
136.9917
8.33
..
..
..
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AVRO 146-RJ Series
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Volume 1
COMMUNICATION
VHF Radios
Chapter 6 Topic 5
Page 5
VHF Antennas
The VHF antenna locations are shown in Figure 5.2.

The VHF 1 antenna is on the top of the centre fuselage.
The VHF 2 antenna is on the lower forward fuselage.
The VHF 3 antenna is on the top of the fin.
FCOM:V1-002
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Volume 1
Chapter 6 Topic 5
Page6
COMMUNICATION
VHF Radios
Figure 5_2 - VHF Antennas
0
0
0
0
0
0
0
c::
c::
CD
c::
...
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1.1.
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Cll
c:
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FCOM:V1-002
~
~
0
0
0
0
.,
AVRO 146-RJ Series
c::
c:
Cl
c:
o(
N
L&.
J:
>
Nov 01 / 09
Archit ect ure

Either one or two Collins HFS-700 radios may be fitted. The HF radio architecture is
shown in Figure 6.1. The HF radios are in the avionics bay. HF1 is powered from AC BUS
1. HF 2 is powered from AC BUS 2.
The radios are switched through the Avionics Master switches: avionics master 1 for HF 1
and avionics master 2 for HF 2. The avionics master switches control relays. The power
for the relays comes from DC BUS 2. The relays need power to move them to the off
position. If DC BUS 2 is lost, the relays move to the on position. Regardless of the
position of the avionics master switches, both radios will remain powered if DC BUS 2 fails.
Some aircraft use the HF radios as a cabin radio telephone.
The HF radios are tuned by the AMPs. Selection for transmission via a radio or reception
from a radio is made from the audio selector panels through the central audio unit. The
central audio unit has two channels: channel A and channel B. Channel A is powered from
EMERG DC; channel B is powered from DC BUS 2. Either channel supports transmission
and reception through both radios.
Each radio is coupled to its antenna by an antenna coupler. The purpose of the coupler is
to match the impedance of the radio transmitter to the impedance at the antenna. The
impedance depends on the frequency in use. The antenna coupler is tuned for
transmission by:
Selecting the frequency for transmission.

Selecting the associated HF transmit function on an ASP.
Selecting R/T momentarily on either associated INT RIT switch.
A steady tone is heard while the coupler is being tuned. The coupler must be tuned
whenever a new frequency is selected.
FCOM:V1-002
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Nov 01/09
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Volume 1
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 2
Figure 6.1 - HF Radio Architecture
EMERGDC ~~~------------~--------------~l
Central Audio Unit
DC 9US2
Tx
A C BUS 1
If a shunl antenna es filled,

it IS sharod by the couplets
Wire antenna
Tx
AC BUS2
Wire an ten na
Rx
Rx
Antenna
Coupler
Antenna
Coupler
HF2
HF 1
DC BUS 2
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 3
HF Antennas
There are three possible antenna configurations:
A single long wire antenna for aircraft with just one HF radio.
Two long wire antennas for aircraft with two HF radios.
A single shunt antenna for aircraft with one or two HF radios.
The shunt antenna location is shown are in Figure 6.2. The wire antennas are shown in
Figure 6.3.
The forward end of a long wire antenna is attached to a post on the top of the centre
fuselage; the aft end of the antenna is attached to either the fin or the underside of the
tailplane. HF 1 antenna is on the left and HF 2 antenna is on the right. A coupler for each
antenna is in the cabin roof.
The shunt antenna is a strip of metal inside a cavity in the fin leading edge. The antenna
couplers are in the base of the fin. If two radios are fitted, the couplers share the one shunt
antenna.
If two HF radios are fitted, there is an interlock circuit between the couplers. The interlock
only allows transmission on one HF radio at a lime. When transmission is taking place on
one HF radio, transmission and reception are inhibited on the other radio. If neither radio
is transmitting, reception is available on both HF radios.
Figure 6.2 - Shunt Antenna Location
HF shunt antenna
..'
,f
~~----~~--~~~~r-l.~~L-----~
The antenna couplel"5 are in the base ofthe fin
v1.06-00085
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 4
Figure 6.3 - HF Wire Antennas
The anltenna couplers are in the cabin roof
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 5
Collins HFS-700
The Collins HFS-700 transceiver operates in the frequency range 2.0 to 26.999 MHz. The
frequency can be changed in 1 kHz steps on the RMPs. The controller is shown in Figure
6.4.
The RMP HF frequency display has five places. The units of the display are MHZ. A
decimal point is between the second and third place from the left. The outer frequency
selector changes the three left places. The inner frequency selector changes the three
right places.
The HF has two modes: USB and AM.
At USB, the radio is set for operation on the upper sideband.
At AM, the radio is set to operate using both sidebands.
A green light on the MCP illuminates when the selected HF is in the AM mode. The HF
radio can be toggled between the AM and single side band modes by pressing the
associated radio select button.
FCOM:V1-002
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Nov 01 /09
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Volume 1
Chapter 6 Topic 6
Page6
COMMUNICATION
HF Radios
Figure 6.4- Collins HFS-700
Transfer
HF
Switch Mode light
Selected Radio
Preselected
Window
Frequ
HF
13
-.9n .
I .C W
HF
11 9LII-
I I.
I i:L
-------
Radio Selector Switches
FCOM:V1-002
AVRO 146-RJ Series
Frequency Selector
i-v1-06-001 06
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
HF Radios
Chapter 6 Topic 6
Page 7
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Operation
SELCAL stands for selective calling. The SELCAL system alerts the flight crew that there
is an incoming transmission from ATC without the crew maintaining a listening radio
watch. The associated radio must be tuned to the required frequency, but the radio's
receive function on the audio selector panel may be deselected. The SELCAL alert is
available on all the radios fitted to the aircraft.
A SELCAL panel is on the centre console. It is shown in Figure 7.1 . The panel has a push
switch for each radio connected to the SELCAL system. Each switch contains a white
annunciator. The an nunciators are normally extinguished. An annunciator illuminates to
alert the crew that a ground radio operator wishes to communicate with the aircraft.
Each aircraft has a SELCAL code. The code is normally written on a placard on one of the
instrument panels.
When ATC makes a transmission containing the aircraft's code:
A double chime sounds over the speakers and headsets.
The associated annunciator illuminates on the SELCAL panel. The annunciator

extinguishes when its switch is pressed.
When the SELCAL chime is heard, the radio is identified by the illuminated annunciator.
The annunciator is reset to off by pressing its switch. The associated radio is selected on
one of the ASPs and communication is established with the ground station.
The double chime will sound through the loud speakers and headsets regardless of the
position of the speaker switches and the position of the INT selectors on the audio selector
panels.
Before going on SELCAL watch, the crew pass the aircraft's SELCAL code to ATC ; ATC
then make a test transmission of the code.
Figure 7.1- SELCAL Panel
iV10600087
FCOM:Vl-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
COMMUNICATION
SELCAL
Chapter 6 Topic 7
Page2
SELCAL Codes
A SELCAL code is a four letter code. Each code consists of two pairs of letters: for
example: MQ-AC. The letters from A to S inclusive are used except I, Nand 0.
Each letter corresponds to an audio frequency. A corresponds to the lowest frequency.
The frequencies increase from A to S. The second letter in each pair must correspond to a
higher frequency than the first. Neither of the letters used in the first pair can be used in
the second pair.
The code is transmitted as two pairs of tones. The transmission time for each pair is one
second; there is a pause of 0.2 seconds between the two pairs of tones.
There are not enough codes available to ensure that a unique code is assigned to each
aircraft. Duplicate codes are normally assigned to aircraft operating in widely separated
parts of the world. If two aircraft with the same code are operating in the same area, ATC
will endeavour to assign separate frequencies to the aircraft.
Architecture
The SELCAL system consists of the flight deck panel, a SELCAL decoder and a SELCAL
double chime. The decoder is in the avionics bay. The SELCAL chime is generated by the
audible warning unit. The system is shown schematically in Figure 7.2.
The decoder monitors all the radio receivers. If the aircraft's code is detected on one of the
rece1vers:
The decoder illuminates the associated annunciator on the flight deck SELCAL
panel.
The decoder activates the SELCAL chime in the audible warning unit.
The audible warning unit sends the SELCAL chime to the central audio unit.
The central audio unit sounds the chime over the speakers and the headsets.
The illuminated annunciator is extinguished when its switch is pressed.

The decoder is powered from DC BUS 1 via the AVIONICS MASTER 2 switch. The
avionics master switches control relays. The power for the relays comes from DC BUS 2.
The relays need power to move them to the off position. If DC BUS 2 is lost, the relays
move to the on position. Therefore, regardless of the position of the avionics master
switches, the decoder will remain powered if DC BUS 2 fails.
Test
The test is initiated by pressing and releasing the TEST button. The button must be
pressed for less than one second. A few seconds after the button is released, the SELCAL
annunciators illuminate in sequence from left to right. Once all the annunciators have
illuminated, they all remain lit for a further 3 seconds. The SELCAL double chime sounds
as the annunciators ripple from left to right.
FCOM:V1-002
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Volume 1
COMMUNICATION
SELCAL
Chapter 6 Topic 7
Page3
Figure 7 -2 - SELCAL Schematic
A udible Warning Unit

Central A udio Unit
SELCAL double chime
DC BUS 1
Reset
Reset
Reset
Reset
Reset
SELCA L Decoder
VHF 1
Tranaceiver
VHF2
Tranacelver
FCOM:V1-002
VHF 3
Tranaceiver
AVRO 146-RJ Series
HF 2
Tran sceiver
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
SELCAL
Chapter 6 Topic 7
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Cabin Radio Telephones
Some aircraft may be equipped with a cabin radio telephone. This provides passengers
with an air to ground radio telephone link which can be patched into ground based
telephone networks. For further information consult the manufacturers operating
instructions.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Background
During flight, the aircraft can accumulate a static charge of electricity due to its motion
relative to the air and any particles contained in the air. The aircraft electrical charge can
become so great that a discharge occurs from the aircraft back to the air. The discharge is
more likely to occur from the more pointed parts of the aircraft: for example,
communications antennas. Discharge through a communications antenna causes noise in
the transmitted and the received signals.
Purpose of Static Dischargers

Static dischargers are also known as static wicks. They are designed to provide an easy
discharge path from the aircraft so that the charge on the antennas does not build up to a
level that causes discharge from the antennas.
The static dischargers also supply a path for a lighting strike to be conducted through the
aircraft skin to the atmosphere.
Static Discharger Construction
Each static discharger is composed of many carbon fi bres wrapped in a cylinder. Each
fibre ends in a sharp point. The points at the ends of the static dischargers are much
sharper than any points on the antennas. This allows the discharge from the aircraft to
occur at a much lower level of charge than is required for discharge through the antennas.
Static Discharger Location
There are 29 static dischargers fitted to the aircraft. The positions of the dischargers are
Each elevator and aileron has four trailing edge static dischargers and two tip dischargers.
Thus, each control surface has six dischargers.

There are two static dischargers on the rudder trailing edge and one on the trailing edge of
the fin. There are two static dischargers on the top of the fin. The fin and rudder have a
total of five dischargers.
The dischargers are checked in the external checks.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
COMMUNICATION
Static Disc hargers
Chapter 6 Topic 9
Page 2
Figure 9.1 - Static Discharger Location
4 trnill ng edge
dischargers
2 tip discllargers
2 tip dischargers / '
.__ 2 lip dlscnargars
3 tralllng edge
dischargers
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Static Dischargers
Chapt er 6 Topic 9
Page 3
Types of Dischargers
There are two types of discharger: tip and trailing edge.
Typical tip and trailing edge dischargers are shown in Figure 9.2.
Figure 9.2 - Tip and Trailing Edge Dischargers
2 lip dischargers
4 trailing edge dischargers

1-vHI600090
FCOM:Vl-002
AVRO 146-RJ Series
Nov 01 /09
Types of ELT
There are three types of ELT available:
Litton fixed ELT.
Kannad fixed ELT.

Kannad portable ELT.
The fixed units:
Are fixed to the aircraft.
Have an antenna on the top of the rear fuselage.
Have a control panel on the flight deck.
The Kannad portable unit:
Is stowed in on of the cabin stowages.

Has its own antenna.
Does not have an external antenna.
Does not have a control panel on the flight deck.
Activation
The fixed ELTs are automatically activated by a "g" switch. Deceleration is measured
along all three aircraft axes: longitudinal, lateral and normal. The magnitude of a
deceleration that activates the switch depends on the time that the deceleration is applied.
The higher the deceleration the shorter the time required to activate the switch.
Transmission Frequencies
All the ELTs transmit on three frequencies:
121.5 MHz.
243.0 MHz.
406.025 MHz.
Homing signals are transmitted on 121.5 and 243 MHz to guide rescue services to the
aircraft in the event of an accident.
The frequency of 406 MHz is required for t ransmission to satellites. The transmitted data
contains the identification of the aircraft. The distress signal is normally relayed to the
ground stations within five minutes. The satellites can determine the position of the aircraft
to within less than two nautical miles; the position is normally determined within two hours.
Once the ELT is activated, an internal battery will maintain transmission on 406.025 MHz
for 24 hours and on 121 .5 and 243 MHz for 48 hours .
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Architecture
The Litton ELT is shown schematically in Figure 10.2.1 .
The ELT is in the roof of the rear cabin. The ELT is connected to an antenna on top of the
rear fuselage.
A control panel is in the flight deck on the centre console. The panel has an ELT ON
amber annunciator and a control switch.
The amber annunciator is driven by a circuit external to the ELT . This circuit requires
power from EXT DC. The external circuit also drives the ground crew call horn and an
ELTJ, caption on the CWP.
The switch is connected directly to the ELT.
The power supply for the ELT is provided by its own internal battery. The battery is not
charged by the aircraft supply. The battery is changed every five years.
Visual and Aural Indications

The ELT annunciator flashes whenever the ELT is transmitting. The ELTJ- caption
illuminates steadily when the ELT is transmitting. The ELT.J, caption is a low category
amber caption; so the associated attention getting does not include the single chime.
The ground crew call horn is pulsed on and off when the N1 of all engines is 20% or less
and the ELT is transmitting. If the N1 of any engine is greater than 20% and the ELT is
transmitting, the horn remai ns off but the ELT ON annunciator flashes and the ELT.J,
caption illuminates steadily.
The 20% N 1 signal comes from the PEDs via the flight data acquisition unit (FDAU).
The Switch
The switch has three positions: ON/TEST, ARM and RESET. The switch is baulked at the
ARM and ON/TEST positions. The switch has to b& lifted up to clear the baulk. The switch
is spring loaded from the RESET position to the arm position.
The switch is normally at the ARM position. The ON/TEST position allows the ELT to be
tested and to be forced to transmit. A momentary selection to RESET stops the ELT
transmitting.
If the switch is put to ON/TEST or the switch is at ARM and the "g" switch is activated:
In the first 17 seconds, the ELT ON annunciator flashes ten times.
After 17 s&eonds, transmission begins. The annunciator then flashes every

2.7 seconds; the ground crew call horn is pulsed at 2. 7 second intervals if the
BEACON switch is at OFF.
When the switch is put to RESET and then back to ARM, transmission ceases, the
ELT reverts to the armed state, the annunciator goes out and the horn stops
sounding.
FCOM:V1-002
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Nov 01/09
AVRO 146-RJ FCOM

Volume 1
Chapter 6 Topic 10.2

Page 2
COMMUNICATION
Litton ELT
Figure 10.2.1 - litton ElT Schematic
Ground Crew
Call Hom
ELT
Steady
Flash
[
ESS DC
On
Rntt
.....__ Pulsed
output
LPED
RPED
ILJ
All engines
s hutdown
ELTon for
annunciatolf
and caption
0
)
Flight Data A cquisition Unit

ELTon
for hom
Flight data Recorder
Antenna
Battery
FCOM:V1-002
G' Switch
AVRO 146-RJ Series
'I
Nov 01 / 09
Architecture
The Kannad fixed ELT is shown schematically in Figure 10.3.1 .
The ELT is in the roof of the rear cabin. The ELT is connected to an antenna on top of the
rear fuselage.
A control panel is in the flight deck on the centre console. The panel has an amber LED
and a control switch.
The amber LED is driven by the ELT.
The switch is connected directly to the ELT.
An external circuit drives the ground crew call horn. The circuit is powered from ESS DC.
charged by the aircraft supply. The battery is changed every six years.
LED and Horn
The LED flashes whenever the ELT is transmitting.
The ground crew call horn sounds continuously when:
The BEACON switch on the LIGHTS & NOTICES panel is at OFF.
AND
The ELT is transmitting.
If the BEACON switch is at ON and the ELT is transmitting, the horn remains off but the
LED flashes.
The Switch
The switch has three positions: RESET/TEST, ARM and ON. The switch is baulked at the
ARM and ON positions. The switch has to be lifted up to clear the baulk. The switch is
spring loaded from the RESET/TEST position to the arm position.
The switch is normally at the ARM position. At the ARM position, the ELT will be
automatically activated by the "g" switch.
The ELT transmits when the switch is put to ON. It remains transmitting when the switch is
selected from the ON position to the ARM position.
If the ELT is transmitting, it can be reset to off by momentarily selecting the switch to
RESET/TEST and then releasing the switch to the ARM position.
Test
The ELT is tested by selecting the ELT panel switch to RESET/TEST. The test lasts for a
maximum of five seconds. A successful test is indicated by one long flash of the LED. If
the test fails, the LED will make a series of flashes. The number of flashes indicates the
cause of the failure.
FCOM:V1-002
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Nov 01 /09
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Volume 1
COMMU NICATI ON
Kannad Fixed ELT

Page 2
Figure 1 0.3.1 - Kan nad EL T Schematic
Ground Crew
Call Hom
ESSDC
Fl<~sh
On
External clreult
Reset
'
' .
0. I
BEACON OFF
c::1l
ELTon
for horn
Antenna
1, .,
\V
Battery
FCOM:V1-002
' G' Switch
AVRO 146-RJ Series
Nov 01 / 09
Stowage
The Kannad portable ELT is normally secured in a stowage in the rear cabin. A typical
stowage is shown in Figure 10.4.1. The exact position must be found from the Company
Operations Manual.
The ELT is held in the stowage by a Velcro strap; the strap can be quickly undone.
The ELT
A lanyard with a fastening clip is attached to the ELT.
charged by the aircraft supply. The battery is changed every six years.
The ELT has a control panel on its top surface. The panel is shown in Figure 10.4.3. The
panel has an antenna socket, a three position switch and a red LED. The panel also has a
connector socket. The socket is used to program the ELT.
A small whip antenna is connected to the antenna socket on the control panel.
The red LED and a beeper indicate that the ELT is transmitting.
The sw itch positions are ARM, OFF and ON. If the switch is at the ARM position, the EL T
will be automatically activated by its "g" switch. At OFF, the ELT does not transmit. When
the EL T switch is moved to ON, the ELT makes a self test. A continuous beep is made
during the test. If the test passes, the LED makes one long flash. If the test fails, the LED
makes a series of short flashes. When the ELT is tr ansmitting on 121 .5 and 243 MHz, the
LED flashes and the beeper sounds intermittently. When the ELT makes a transmission
on 406 MHz, the LED makes one flash but the beeper does not sound.
To use the ELT as a portable ELT, remove it from its stowage and select ON. The ELT
should be kept in the verticaL The ELT is shown in the vertical position in Figure 10.4.2.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Kannad Portable ELT

Page 2
Figure 10-4-1- Kannad ELT Stowage

Stowage door closed
Whip antenna
FCOM:V1-002
Lanyard
Stowage door open
Velcro strap
AVRO 146-RJ Series
E:LT
ELT
IV1~00093
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Kannad Portable ELT

Page 3
Figure 10.4.2- Kannad ELT in the Vertical Position
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
COMMUNICATION
Kannad Portable ELT

Page 4
Figure 1 0.4.3 - Kannad ELT Top Surface

LED
Ant
Antenna
FCOM:V1-002
Switch
Connector
(not used)
AVRO 146-RJ Series
i-YI06-00095
Nov 01 / 09
Overview
The video surveillance system allows either pilot to monitor activity in the forward
vestibule. The system allows the flight crew:
To identify persons requesting entry to the flight deck.
To detect suspicious activity and to detect a potential threat.
The video surveillance system consists of:
Two cameras in the forward vestibule. The cameras are fixed at a predetermined
viewing angle.
A viewing screen behind the First Officer's seat.
A small control panel on the centre instrument panel.
Viewing Screen
The viewing screen is above and behind the First Officer's seat. It is shown in Figure 11.1 .
The screen is a monochrome LCD.
The screen has a brightness control and a contrast control. A light sensor above the LED
automatically adjusts the brightness of the screen according to the ambient lighting
conditions.
An LED above the brightness control illuminates steadily in green when the system is
powered. If the system detects a fault, the green LED flashes.
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page 2
Figure 11-1 - Viewing Screen
RJght C-screen
Pow~ron
+--
LED
Brightness cont rol

Contrast control
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page 3
Cameras
Both cameras are in the forward vestibule. They are shown in Figure 11 .2. Camera 1 is
above the flight deck entrance; camera 2 is above the forward attendant's panel.
The field of view of camera 1 includes the vestibule area immediately aft of the flight deck
door and the forward cabin aisle. The field of view of camera 2 includes the complete
vestibule area. The field of view of the cameras is shown in Figure 11 .3.
Each camera has an infrared function and so can detect an image in darkness.
Figure 11 .2 - Cameras
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page 4
Figure 11-3 - Field of View of the Cameras
Front Service Door
Flight Deck Door
Front Passenger Door
FCOM:V1-002
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AVRO 146-RJ FCOM

Volume 1
Chapter 6 Topic 11
Page 5
COMMUNICATION
Video Surveillance
Control Panel
The control panel is above the engine instruments. The panel is shown in Figure 11 .4.
The panel has two switches: a power switch and a camera select switch.
The power switch is labelled POWER and has two positions: ON and OFF. The switch is a
lock toggle switch. It has to be pulled out before its position can be changed. The system
is powered from DC BUS 2.
The camera select switch is labelled VIEW SELECT. The switch is spring-loaded to the up
position. The viewing screen can only display a picture from one camera at a time.
Moving the switch momentarily to the down position toggles the screen from one camera to
the other.
When the POWER switch is selected ON, camera 1 is automatically selected. If the V IEW
SELECT switch is not moved for more than five minutes, the display automatically powers
down, but the LED stays green to indicate that the system is still powered. A momentary
selection of the VIEW SELECT switch to down reactivates the display to the camera in use
when the screen powered down.
Figure 11 .4 - Control Panel
Power S&l&eted ON
Power
Came.ra
Switch
SeJect Sw itch
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AVRO 146-RJ Series
Power Selected OFF
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AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
Video Surveillance
Chapter 6 Topic 11
Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Overview
Some aircraft are fitted with an Aircraft Communications Addressing and Reporting System
(ACARS). The ACARS has a management unit (MU) in the avionics bay. The MU uses
VHF 3 to transmit data to ground stations and to receive data from ground stations.
The ACARS has a flight deck control and display unit. Aircraft fitted with Collins FMS use
the FMS multi purpose control and display unit (MCDU). Aircraft without Collins FMSs use
a control and display unit dedicated to ACARS. The dedicated control and display unit is a
multi i nput interactive display unit (MIDU). If MCDUs are fitted, they are on the forward
centre console. If a MIDU is fitted, it is either on the rear centre console or on an extension
of the left side console. The positions are shown in Figure 12.2.
An ACARS printer is on the flight deck. The printer is installed on the centre console or on
an extension to the right side console. The positions are shown in Figure 12. 1.
For some ACARS received messages, a double chime sounds. The chime is generated by
Figure 12.1 - ACARS Printer Locations
The printer Is on the centre

console or the right side. console
~V1~100
FCOM:V1 -002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 2
Figure 12.2- ACARS Contr ol and Display Unit Locations
If Collins FMSs are fitted, I he MCOUs

are on the forward cen tre console
If a MIDU Is fitted, It ls on the centre

console or the left !Side console
i-v1-C60010 1
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page3
Architecture with a MIDU
The AGARS architecture with a MIDU fitted is shown in Figure 12.3. The heart of the
AGARS is the management unit (MU). The MU communicates with the MIDU and the
printer. The MU transmits and receives data via VHF 3. VHF 3 can be set to either a data
mode or a voice mode via the MIDU. In the data mode:
The MU automatically tunes the VHF according to the aircraft position and the
ground station locations.
The MU transmits and receives messages.
VHF 3 cannot be tuned from the RMPs or used for voice communication ; an RMP
will display "AGARS" if VHF 3 is selected.
In the voice mode:
VHF 3 can be tuned using the RMPs and used as a normal communication radio.
The MU cannot transmit or receive messages.
The MU receives the following data from both GNS-X navigation management units:
Altitude .
Date and time.
Distance and time to destination .
Present position .
True airspeed .
Wind velocity .
Static air temperature .
The MU receives groundspeed from IRS 2.

The PEDs send engine N2 and fuel quantity to the MU.
The engine life computer sends trend messages, exceedance messages, incident alert
messages and low cycle fatigue messages to the MU. The ELC receives the flight number
and the zero fuel weight from the MU.
The MU gets ground air status from the squat switch system .
The MU gets status of the cabin doors, all closed or not, from the door warning system.
The MU receives the parking brake position.
The AGARS gives a double chime for some received messages. The chime comes from
the aural warning unit.
An identification unit sends the aircraft identifier and an airline identifier to the MU. The
identification unit is in the avionics bay. The identifiers are used by the ground to identify
the source of a message and by the aircraft to recognise messages intended for the
aircraft.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 4
Figure 12.3- Architec ture with a MIDU

Antenna
VHF 3
Engine Life Computer

IRS 2
GNS 1
GNS 2
AC BUS 1
Identification Circuit
,A.CARS
II
Squat switch
Audible Warn ing Unit
i v106.00102
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 5
Architecture with Collins FMS
The AGARS architecture with Collins FMSs fitted is shown in Figure 12.4. The heart of the
AGARS is the management unit (MU). The MU communicates with FMS 2 and the printer.
The MU transmits and receives data via VHF 3. VHF 3 can be set to either a data mode or
a voice mode via a MCDU.
In the data mode:
The MU automatically tunes the VHF according to the aircraft position and the
ground station locations.
The AGARS transmits and receives messages.
VHF 3 cannot be tuned from the RMPs or used for voice communication; an RMP
will display "AGARS" if VHF 3 is selected.
In the voice mode:
VHF 3 can be tuned using the RMPs and used as a normal communication radio.
The AGARS cannot transmit or receive messages.
The MU receives the following data from FMS 2:
Altitude.
Date and time.
Distance and time to destination.
Present position.
True airspeed.
Wind velocity.
Static air temperature.
The MU receives groundspeed from IRS 2.

The PEDs send engine N2 and fuel quantity to the MU.
The engine life computer sends trend messages, exceedance messages, incident alert
messages and low cycle fatigue messages to the MU. The ELC receives the flight number
and the zero fuel weight from the MU.
The MU gets ground air status from the squat switch system.
The MU gets status of the cabin doors, all closed or not, from the door warning system.
The MU receives the parking brake position.
The AGARS gives a double chime for some received messages. The chime comes from
the aural warning unit.
An identification unit sends the aircraft identifier and an airline identifier to the MU. The
identification unit is in the avionics bay. The identifiers are used by the ground to identify
the source of a message and by the aircraft to recognise messages intended for the
aircraft.
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Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page6
Figure 12.4- Archit~H:ture with a Collins FMS
FMS2
Antenna
VHF3
IRS2
ldentifietion Circuit
Squ:~t
switch
ACARS
I
t"AH [lt_;lR
NOT SILT
Audible Warning Unit
IV1-0000103
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Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 7
Printer
The printer is shown in Figure 12.5.

There is a row of switches and annunciators on the top of the printer.
There are three push switches on the top of the printer: SLEW, RESET and TEST. There
are three annunciators to the right of the switches: MSG, PAPER and FAIL.
The printer contains a roll of paper. A paper quantity indicator is on the top of the printer.
The PAPER annunciator illuminates when the printer is out of paper.
The printer can print text and solid black graphics. Each line of text contains up to 40
characters. When a message is received, the MSG annunciator illuminates; the printer
then prints the message; the paper containing the message is automatically passed
through an outlet on top of the printer.
If the printer fails, the FAIL annunciator illuminates.
The SLEW switch advances paper through the outlet.
The RESET switch is used to reset the MSG annunciator.
When the TEST button is pressed, a test sequence is initiated. The three annunciators
illuminate and a test pattern is printed.
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Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Pages
Figure 12.5 - Printer

Printer out of paper annunciator
Reset switch
Slew switch
Message received
annunciator
Printer fail
annunciator
Test swit.ch
FAIL
Paper quantity indicator
FCOM:V1-002
Paper outlet
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Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page9
MIDU
The MIDU is shown in Figure 12.6.

The MIDU has the following elements:
A colour liquid crystal display (LCD) with six line select keys on each side.
A DIM and a BRT key. Pressing the DIM key reduces the brilliance of the display.
Pressing the BRT key increases the brilliance of the display.
An alphabetic QWERTY keyboard. The keyboard includes an SP key for entering a

space.
A numeric keyboard. The keyboard has numerals from 0 to 9, a stroke key, a

decimal point key and a plus or minus key.
A DEL key and a CLR key are at the bottom right of the display. The DEL key is
inoperative. The CLR key is used to clear or delete entries.
Four control keys: MENU, PREV, NEXT and VHF.
A memory cartridge access door.
Four annunciators on the right side. MENU, DATA, VOICE and FAIL.
Pressing the MENU key takes the display back to the main menu. Pressing the PREV key
takes the display to the previous page. The NEXT key takes the display to the next page.
The VHF key is not operational.
The MENU, DATA and VOICE annunciators are not used. However, they illuminate when
the ANNUNCIATORS TEST button on the left instrument panel is pressed. The FAIL
annunciator indicates that there is a fault within the MIDU.
The MIDU is menu driven. Data is entered using a scratchpad. The line select keys are
used to enter data into a field of data. After power up, the MIDU displays two options: the
AGARS menu and the MAINT menu. MAINT selects the maintenance area. AGARS
selects the AGARS menus. There are three AGARS menus:
Pre-flight menu.
In-flight menu.
Post flight menu.
Miscellaneous menu.
The pre-flight, in-flight and post-flight menus are presented automatically.

miscellaneous menu can be accessed from each of the other three A CARS menus.
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The
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Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 10
Figure 12-6 - MIDU

Numeric keys - - - - - - - .
Main menu
select key
Next page key
Previous page key
Stroke, point and

plus or minus keys
Display brilliance keys
EID
Space key
Memory cartridge access door
i-v1-06-00105
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Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 11
Collins MCDU
The Collins MCDU is described in FCOM, Volume 1, Chapter 19, Navigation.

With AGARS fitted, either MCDU can be logged on to the AGARS MU. However, only one
MCDU can be logged on to the AGARS at a time. AGARS operation is activated by
selecting the ACARS menu on the MCDU main MENU page. There are three ACARS
menus:
Pre-flight menu.
In-flight menu.
Post -light menu.
Miscellaneous menu.
The pre-flight, in-flight and post-flight menus are presented automatically.

miscellaneous menu can be accessed from each of the other three A CARS menus.
The
Triggers
The AGARS uses the following triggers to determine the phase of operation. The triggers
are: OUT, OFF, ON, IN and RETURN IN (0001 triggers).
The OUT trigger indicates the first movement of the aircraft. The OFF trigger indicates that
the aircraft is airborne. The ON trigger indicates that the aircraft has landed. The IN
trigger indicates that the aircraft is back on the ramp. The RETURN IN trigger is used to
indicate that the aircraft has returned to the ramp without taking off.
The ON and OFF triggers are activated by the squat switch. The OUT, IN and RETURN
triggers are determined by groundspeed, cabin door status and parking brake position.
The actual logic is defined by the operator.
Pre-flight Menu
The pre-flight menu becomes available on power up. The pre-flight menu provides the
following facilities:
Flight initialisation .
Flight plan data report.
Refuelling report .
Telex .
Received message management.
Voice contact request.
VHF 3 control .
Weather request.
ATIS request.
Passenger information list request.
Miscellaneous menu selection .
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Volume 1
COMMUNICATION
A CARS
Chapter 6 Topic 12
Page 12
In-flight Menu
The in-flight menu becomes available just after take off. The in-flight menu provides the
following facilities:
Telex.
VHF 3 control.
Weather request.
ATIS request
Crew rotation request.
Connecting gate request.
Passenger information list request.
Miscellaneous menu selection.
Post-flight Menu
The post-flight menu becomes available just after landing. The post-flight menu provides
the following facilities:
Telex.
VHF 3 control.
Weather request.
ATIS request.
Crew rotation request.
Connecting gate request.
Miscellaneous menu selection.
When an IN trigger occurs, the ACARS menu automatically changes from the post flight
menu to the pre-flight menu.
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Volume 1
COMMUNICATION
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Chapter 6 Topic 12
Page 13
Miscellaneous Menu
The miscellaneous menu can be reached from each of the other three AGARS menus.
The following facilities are available from the miscellaneous menu:
Data frequency check.
0001status.
Maintenance menu selection.
Parameter display.
Satellite statistics.
VHF statistics.
The last four items are for engineering use.
FCOM:V1-002
AVRO 146-RJ Series
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Topic 1 - Overview
Scope ...................................... ......................................................... .............................

Lower Doors..................................................................................................................
CWP Captions...............................................................................................................
Airstairs .. ........... .. .......... ............. ......... ....................... .. ........... ......... ... ......... ......... ........
Flight Deck Door .. ... ...... ... .......... ............. ......... ............. ......... .......... ... ......... ............. ....
1
2
2
2
Topic 2- Passenger and Service Doors
Overview.................... ........................................................................... ........................

Concept of Door Operation .............................................................. .................. ...........
Inside of the Door................................ ..........................................................................
Outside of the Door............................................ .................. ............ .............................
Shoot Bolts...... .......................... ........ .... ......... ....................... ........ ... .. ........ .... ...............
Shoot Bolt Viewers.................... ..................... .................................. .. .... .. .... ... .. .. .... .. ....
Lugs and Abutments .. .... .. .. .. .. .. .. .. .. .. ... .. .. .. .. . .. .. .. .. .. .... .. .... .. .. .. .. .. .. .. .. .. ... .. .. .. .. .... . .. .. .. .... .
Hinges ....... .............................. ...................................... ....... .........................................
Raising the Door ...........................................................................................................
Guide Block and Spigot............................................ ............................................ .........
Plunger and Ramp.................... ......................................................... ...........................
Baulk Blade ......................................... ............................................ ..............................
Damper..... .............................. ...................................... ....... .........................................
Door not Closed Indicators................... ............................................ ............ .................
Cabin Door Warnings........ .................. ......................................................... .................
Emergency Evacuation Slides ......................................................... .............................
Slide Arming Mechanism ............ ............ ...................... ............ ....... ... ......... ............. ....
Girt Bar Indications........................................................................................................
Passenger and Service Door Locks ........................................... ...... .............................
Lock Operation ................................................................................ ..............................
1
3
5
6
7
9
10
11
13
15
17
19
20
21
23
25
27
29
31
31
Topic 3 - Lower Doors
Overview ...................... .............................................. ...................................................

Bay Lighting ..................................................................................... .............................
Door Handles ... ............. ... .......... ................................ ............. ......... ... ........ .......... ... .....
Avionics Bay Door ..................... ......................................................... ...........................
Hydraulic Bay Door ................................... .......................... ............. ..... ........................
Cargo Bay Doors................................. ......................................................... .................
Cargo Bay Door Protectors.................. ............................................ .............................
APU Bay Door .... ............................................ .................................. .................... .........
Air Conditioning Bay Door ................................................................ .. ..................... ......
Lower Door Warning ........................... ......................................................... .................
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3
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11
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AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Contents
Chapter 7 TOC
Page2
Topic 4 - Ai rstairs
Overview.......................................................................................................................
Lighting..........................................................................................................................
Control............................................ ..................... ..........................................................
Airstairs Accumulator........................................................................ ............................
Airstairs Schematic .. ..... ... ... ... ... . .. .. ...... ... .. ..... . ..... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
1
1
1
5
7
Topic 5 - Flight Deck Door
Basic Door.....................................................................................................................
Enhanced Security Door Construction............................................... ...........................
Enhanced Security Door Latch .. .... .. .. .. ...... ...... .... .. .. .. .. .. .. .. .... .. .... .. .. .. .. .. .. .. .. .. .... .. .... .. .. .
Enhanced Security Door Latch and Lock......................................................................
Enhanced Security Door Emergency Opening ......................... ......... ...........................
Enhanced Security Door Viewing Window....................................................................
Enhanced Security Door Pull Strap...............................................................................
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1
3
6
7
9
13
14
Scope
This chapter covers :
The passenger and service doors.
The lower bay doors.

The airstairs.
The flight deck door.
There are four cabin doors; two passenger doors on the left and two smaller service doors
on the right.
All four cabin doors are also emergency exits. Each door has an emergency escape slide.
On some aircraft the escape slide is also a life raft.
Warning of an unlocked door is given by a CABIN DOOR NOT SHUT amber caption on the
CWP and LEDs on a panel in the forward vestibule above the forward service door.
If there is a fault in the door warning system, a CABIN DOOR FA ULT caption illuminates
on the CWP.
Lower Doors
There are doors for the following fuselage bays:
The avionics bay.

The hydraulic bay.
The forward -cargo bay.
The aft cargo bay.
The APU bay.
The avionics bay, the hydraulic bay and the cargo bays are pressurised. If any one of
these doors is not closed and locked, a LOWER DOOR NOT SHUT amber caption
illuminates on the CWP.
The air conditioning bay and the APU bay are not pressurised. There are no door
warnings for these bays.
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Volume 1
DOORS AND STAIRS

Overview
Chapt er 7 Topic 1
Page 2
CWP Captions
The CWP door captions are shown in Figure 1.1.
Figure 1.1 - CWP captions
i-v1 -07 -00064
Airstairs
Airstairs are available as an option. They can be fitted at the rear passenger door or the
forward passenger door.
The airstairs are hydraulically retracted but deploy under their own weight. Hydraulic
power comes from the yellow system.
Flight Deck Door
A simple folding flight deck door is available as a basic fit. However, most aircraft have an
enhanced security flight deck door.
The enhanced security door opens into the forward vestibule. The door has to equalise
pressure between the flight deck and the cabin in the case of a rapid decompression.
There are two standards. The basic standard has fixed decompression cages. A
modification introduces foldable decompression panels. The foldable panels reduce the
size of the door when it is opened into the forward vestibule.
Both standards of enhanced security door can be locked remotely from a switch on the
centre console. There is a NOT LOCKED annuncia1or beneath the switch. The switch and
annunciator are shown in Figure 1.2.
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Volume 1
DOORS AND STAIRS

Overview
Chapter 7 Topic 1
Page3
Figure 1.2 - Enhanced Security Door Locking Switch and Annunciator
Switch guard
Not locked a nn unciator

Locking switch
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AVRO 146-RJ Series
Nov 01 / 09
Overv iew
There are two passenger doors on the left and two smaller service doors on the right. The
doors open outwards. The front doors open forwards; the rear doors open rearwards. In
all other respects, the four doors function identically. The service doors are shown fully
open in Figure 2.1 . Figure 2.2 shows an overview.
When a door is fully open, it is parallel to the fuselage; the door is held open by a catch.
The catch is on the outside of the door and engages with a fuselage mounted latch. A
door release handle, on the door, is pulled to release the catch.
When the door reaches the frame on closing, it drops down behind abutments;
pressurisation loads on the abutments prevent the door from being opened. Shoot bolts on
the door engage in the door frame to prevent the door rising.
There is an internal and external door operating handle; either handle operates the shoot
bolts and raises/lowers the door. The external handle fits into a recess so that it is flush to
the door skin when the door is closed and locked.
Each door contains an evacuation slide; on some aircraft the slide also functions as a life
raft. The slide is armed by an arming handle on the door. When armed, the slide will
automatically deploy when the door is opened from the inside. If the slide is armed, it is
automatically disarmed when the external door handle is pulled out of its recess.
A door warning system monitors the position of the operating handles and the shoot bolts.
Unsafe conditions are indicated on the CWP and the Forward Cabin Attendant's Panel.
Fig ure 2.1 - Service Door s Fully Open
Front door fully open
The doors are parallel to the fuselage and held to the fuselage by a catctll .,,..1 -07-0000S
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Volume 1
DOORS AND STAIRS

Passenger and Service Doors
Chapter 7 Topic 2
Page 2
Figure 2.2 - Overview
There are four doors:

, Two full sJ:z.ed passenger cloo(s on the left
, Two smaller service doors on ltle right.
Rear left
passengeJ" door
FOIWard right
service door
Tho dOQ(S can be oponed from the inside or ltie outsido.

,. The shoot bolts am removod to unlock tho door.
,. The door IS ra1sed in the frame and then opened outwards.
,. When fully open, the door is parallel to the fuselage.
:,.. A catch llolds door against tho fuS&Iago
,. The catch 1s rnloas9d by a releaso handlo on ltto door.
, The front d()()(S opoo forwards.
; The mar doors open rearwards.
There is an evacuation shde in ~ch door:
,.. The shde Is armed by an arming handle.
, When ltle slide is armed. 11 deploys automatically when the door is opened from the inside.
IA door warning system monttors lhe shoot bolts and the handles.
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AVRO 146-RJ Series
1-\'107-110006
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page3
Concept of Door Operation
The concept of door operation is shown in Figure 2.3.

The motion is swing and drop to close and rise and swing to open. Special hinges which
extend outwards from the fuselage allow the combined vertical and swinging motion. The
hinge line has to be extended beyond the door frame because the fuselage and door
surfaces are both curved.
When the door is open, it lies against the side of the fuselage ; a catch holds the door in
position. The catch automatically engages as the door is swung to the fully open position.
To close the door:
The catch is released by pulling the door release handle.
The door is then swung towards the aperture of the door frame.
Once in the frame the door is lowered. Lugs on the door drop behind abutments on
the door frame. The door is thus prevented from moving outward.
Shoot bolts in the door engage in the door frame to prevent the door rising. The
door is now closed and locked.
To open the door:
The shoot bolts are withdrawn from the frame.
The door is raised so that the lugs are above the abutments.
The door is swung outwards. When fully open, the catch engages in the fuselage
latch.
FCOM:V1-002
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 4
Figure 2.3 - Door Concept

Tho door lugs oro fixod to tho door
The abutments are f ixed to the door frame
The shoot bolts:
l. Arfl on the door
~
Slide into holes in tho door frarno
When the door lugs are behind the door
frame abutments. pll'essurisation loads _
prevent the door rising
V iew from Inside
J ......
At low pressurisation levels, the shoot

bolts prevent the door rising
Closing the door;

Door
, The door is swung in
frame
And then:
,. The d oor Is dropped down- the door lugs are now behind the abutments
And then:
,. The shoot bolts are engaged In the door frame
View from Outside
looking Forward
Op9nln11 the door
, The $hoot boiK are romovad from door 'rame

And then
,. Tho door It llftod 110 that door lugs o abovoe lhtl abulmofl
And then
,. Th doe
Door In transit
Door swings in
and drops down
Door open
Door
Fus.lago
skin
Fuselage skin
C..
--Catch
r
Door
closed
Door lugs lu 1
behind abutmen
1-\1107.()()007
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Volume 1
DOORS AND STAIRS

Chapt er 7 Topic 2
Page 5
Inside of the Door

The inside of the forward passenger door is shown in Figure 2.4.
A wide angle viewer allows the area outside the door to be viewed before the door is
opened. Shoot bolt viewers allow the engagement status of the shoot bolts to be checked.
To open the door, the door handle is rotated anticlockwise to remove the shoot bolts, to
extend the hinges and to raise the door; the door can then be swung open so that the
catch engages in the fuselage latch.
The door release handle is used to release the catch; the handle is then pulled to initiate
movement of the door into the door frame. Once the door is inside the frame, the door
handle is rotated clockwise to lower the door, retract the hinges and engage the shoot
bolts.
The evacuation slide is held in a stowage at the bottom of the door. An arming handle is
above the stowage. The handle is pushed in to arm the slide and pulled out to disarm the
slide.
Figure 2.4- Forward Passenger Door Closed from the Inside
Shoot bolt viewers
Release haoolo
Door handle - - -
+--- Evacuation slide

arming handle
Evacuation slide stowage
,.vl-01-00008
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AVRO 146-RJ Series
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page6
Outside of the Door

The forward service door is shown closed from the outside in Figure 2.5.
The external door handle is recessed. The handle must be pulled out of its recess before it
can be turned. If the escape slide is armed, it is automatically disarmed when the handle is
pulled out of its recess.
When the door is closed, the hinges are covered by plates.
The door open catch is flush to the door when the door is closed. The catch extends from
its recess as the door is raised. When the door is fully open, the catch engages in a latch
on the side of the fuselage.
To open the door, the handle is pulled out of its recess; then, the door handle is rotated
clockwise to remove the shoot bolts, to extend the hinges and to raise the door; the door
can then be swung open so that the catch engages in the fuselage latch.
The door release handle is used to release the catch; the door is then swung into the
doorframe. Once the door is inside the frame, the door handle is rotated anticlockwise to
lower the door, retract the hinges and engage the shoot bolts. The handle is then pushed
back into its recess.
Figure 2-5 - Forward Service Door Closed from the Outside
Hinge plates - - - - - - - i -
Door handle
-----+----
Door open catch
The catch engages here
w1.0Hl0009
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Volume 1
DOORS AND STAIRS

Chapt er 7 Topic 2
Page 7
Shoot Bolts
There are two shoot bolts: one on the opening side of the door and one on the hinge side
of the door. The shoot bolts are fully engaged in retainers in the door frame when the
handle is at the CLOSED position. The shoot bolts are fully out of the retainers by the time
the handle has been rotated 110 away from the CLOSED position.
The shoot bolt and retainers for the forward passenger door are shown in Figures Figure
2.6 and Figure 2.7.
Figure 2.6 - Forward Passenger Door Opening Side Shoot Bolt
Shoot bolt
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Shoot bolt retainer
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Pages
Figure 2-7 - Forward Passenger Door Hinge Side Shoot Bolt
Shoot bolt retajner
Shoot bolt
iv1.07.00Q11
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Volume 1
DOORS AND STAIRS

Chapt er 7 Topic 2
Page9
Shoot Bolt Viewers

There is a viewing pane for each shoot bolt at the top of the door. The viewers are shown
in Figure 2.8.
When a shoot bolt is not fully in its retainer, a groove is visible through the viewing pane.
The groove is painted red.
The fully engaged and partially engaged states are shown in Figure 2.8.
Figure 2.8 - Shoot Bolt Viewers
Shoot bolt v iew-&rs
Shoot Bolt Fully Engaged
Shoot Bolt Not Fully Engaged
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 10
Lugs and Abutments
There are lugs on the door and abU1ments on the door frame. When the door is lowered in
the frame, the lugs are behind the abutments and pressurisation loads will prevent the door
from rising and opening.
The lugs and abutments are shown in Figure 2.9.
On the passenger doors, there are five abutments and five lugs on each side. On the
service doors, there are four abutments and four lugs on each side.
Figure 2.9 - Lugs and Abutments
Lugs
Abutments
11~00013
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Volume 1
DOORS AND STAIRS

Chapt er 7 Topic 2
Page 11
Hinges
Each door has two hinges. The hinges are retractable. When the door is closed, they are
retracted into the side of the door and covered by pl ates. The hinges have to be extended
from their stowage before the door can be raised and opened. Each hinge has a ball joint
to allow the door to be raised and opened.
The top hinge of the forward service door is shown in Figure 2.10. The hinge behaviour as
the door is opened is shown in Figure 2.11 .
The hinges extend outwards through 90 as the door handle is turned through the first
11 0. Further rotation of the handle raises the door. When the handle has been rotated
through 200, the door is fully raised.
Figure 2 .10- Forward Service Door Top Hinge
The door rotates about li'lere to open and close
Door Partially Open
Hinge rotates about here and here to l'&tract and extend

Ooorframe
Edge ofthe door
BaU joint
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 12
Figure 2.11 - Hinge Behaviour as the Door is Opened

Door CloM<t
Handle Rotated Through 110"
Hinges
stowed
Hinges
extended
The door is not raised
Handle Rotated Through 200
BalljoEnt /
The door
is raised
The ball joint allow'S the door to be raised

and to be swung In and out of the frame
1-Vl -07-00015
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 13
Raising the Door

It is easy to rotate the handle through the first 110<>. Thereafter, the door has to be raised
and the force to operate the handle markedly increases.
The door is too heavy to be raised by manual effort alone. A counterbalance spring helps
raise 1he door. The spring is shown in Figure 2.12. The spring pushes on a lever that
pushes down on the tread plate on the bottom of the door frame. The lever is shown in
Figure 2.12 and Figure 2.13.
Figure 2.12- Counterbalance Spring
Door Lowered
Counter balance Spring
Tread pl:ate
Lever
Door Raised
The counterbalance spring

applies forco to the lever
The lever pushes down

on the tread plate
--'
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DOORS AND STAIRS

Chapter 7 Topic 2
Page 14
Figure 2.13 - Door Raised from the Outside
The lever pushing down on the tread plate
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DOORS AND STAIRS

Chapt er 7 Topic 2
Page 15
Guide Block and Spigot

The door must be moved up before it is moved outwards. The door must be in the door
frame when it is lowered and must remain in the door frame while the door is lowered.
A spigot on the door and a guide block on the door frame, guide the door in its vertical
path.
The spigot and guide block are shown in Figure 2.14. The function of the guide block and
spigot is shown in Figure 2.15.
Figure 2.14 - Spigot and Guide Block
- ...
Spigot
Guido Block
t-YHJ7~018
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DOORS AND STAIRS

Chapter 7 Topic 2
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Figure 2 -15- Function of the Guide Block and Spigot
Guide block
The spigot moves In the guide block
---------J
When the spigot t$ In this part,

the door can only move up and down
--------------------J
When the spigot Is In this part,

the door can only move in and out
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DOORS AND STAIRS

Chapter 7 Topic 2
Page 17
Plunger and Ramp

There is a ramp on the door frame above the guide block. A plunger on the door rides
along the ramp as the spigot moves through the guide block. The plunger is above the
spigot. The plunger is shown in Figure 2.16. The function of the plunger and ramp is
The ramp has two parts: a vertical ramp and a horizontal ramp. The two ramps slope away
from the door. The plunger is spring-loaded out of the door. As the plunger moves
outwards, it operates on mechanisms within the door. When the plunger is at the top of the
vertical ramp, the slide arming lever is baulked. Thus the slide cannot be armed once the
door has been opened. As the plunger moves along the horizontal ramp, the catch that
holds the door to the fuselage is released and the door opening handle is locked at OPEN.
When the door is closed, the plunger is pressed back into the door; the catch is re-stowed,
and the door opening handle is unlocked as the plunger moves back along the horizontal
ramp. As the plunger moves down the vertical ramp, the slide arming lever is freed.
Figure 2.16- Plunger
Plunger
The plunger is spring-loaded out of the door
Spigot
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DOORS AND STAIRS

Chapter 7 Topic 2
Page 18
Figure 2.17 - Function of the Ramp and Plunger
Guide block
The plunger rides up I he vertical ramp as the door is raised and the
plunger moves out of the door.
The plunger ndes atong the horizontal ramp as the door Is moved out of the frame
and the plunger moves further away from the door
i-vl-07..00021
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DOORS AND STAIRS

Chapt er 7 Topic 2
Page 19
Baulk Blade
A baulk blade is on the door between the spigot and the plunger. The baulk blade is
shown in Figure 2. 18.
The blade is mechanically operated by the door opening handle. When the handle is at
OPEN or CLOSED, the blade is flush to the door edge. When the handle is between
OPEN and CLOSED, the blade is away from the door edge. When the blade is away from
the door edge, the blade will hit the door abutments if an attempt is made to move the door
out of the door frame.

The blade ensures that the handle is OPEN when the door is swung out of the frame so
that the handle lock engages when the door is swung out. Thus the door cannot be
lowered when it is open.
Figure 2.18 - Baulk Blade
-----+-
Spigot
Baulk blade
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Chapter 7 Topic 2
Page 20
Damper
The door has a damper. The damper is shown in Figure 2.19.
The damper prevents rapid movement of the door in gusty conditions.
When the door is being opened:
The door is not damped over the first 90.
The door is damped over the last 90.
When the door is being closed:
The front doors are damped over the first 135 but not damped over the last 45.
The rear doors are damped over the first 125 but not damped over the last 55.
Figure 2.19 - The Damper
Damper
f.vl-47-00023
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DOORS AND STAIRS

Chapter 7 Topic 2
Page 21
Door not Closed Indicators
A cabin attendant's panel is above the forward service door. There are DOOR NOT
CLOSED LEOs in the bottom left corner of the panel. The LEOs are shown in Figure 2.20.
There are a pair of LEOs for each door, one above the other. The top LED is for the shoot
bolts; the bottom LED is for the door handle.
A SHOOT BOLT LED illuminates if either shoot bolt of the associated door is not fully
engaged in its retainer.
A DOOR HANDLE LED illuminates if the door handle is not in the CLOSED position.
The CABIN DOOR NOT SHUT caption illuminates if one or more of the DOOR NOT
CLOSED LEOs illuminates.
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 22
Figure 2.20- Vestibule Door not Closed Indicato rs
...
...
..
...
_,
......
POWER
D DD
...-
.... - - ~
- - -- =- 13
......
. . . MMe..
OOOIIIIJfCi.OIG'*DC:IlQIII
"''
..... ...,.
""'
...
...
_....:::::._
0.
""
DDDDD
---- .....
.. ... . .... .. .
.. . . . . ..... .
. . ... . .... .. .
.. ... . ... . ' ..
.. .. . . .. .... .
...
'
01111
ecM
_.,
......
-
J ........, ....
@]
~
...-uma
,_,
..... .....
DOOR NOT CLOSED INOICATORS
FRONT
LEFT
FRONT
RIGHT
REAR
LEFT
FCOM:V1-002
SHOOT
BOLT
RAR
RIGHT
DOOR
HANDLE
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DOORS A ND STAIRS
Chapter 7 Topic 2
Page 23
Cabi n Door Warnings
The handle position and the two shoot bolt positions are monitored by micro switches. The
micro switches signal a logic circuit. The logic circuits signal:
The CAB DOOR NOT SHUT caption.
The CAB DOOR FAULT caption.
The door not closed LEOs in the forward vestibule: one for each door handle and
one for each door's pair of shoot bolts.
There is an A and a B micro switch circuit for each shoot bolt and for the handle.
If either the A or the B circuit detects that a shoot bolt is not in the closed position, the
shoot bolt LED and the CABIN DOOR NOT SHUT caption illuminate.
If either the A or the B circuit detects that the handle is not in the closed position, the
handle LED and the CABIN DOOR NOT SHUT caption illuminate.
If the A & B circuits for either shoot bolt of a door are in different positions (one closed and
the other not closed), the following illuminate:
The CAB DOOR FAULT caption, because the circuits are in different positions.
The associated shoot bolt LED indicator because one circuit is in the not closed
state.
The CAB DOOR NOT SHUT caption because one circuit is in the not closed state.
If the A & B circuits for a handle are in different positions (one closed and the other not
closed), the following illuminate:
The CAB DOOR FAULT caption because the circuits are in different positions.
The associated handle LED indicator because one circuit is in the not closed state.
The CAB DOOR NOT SHUT caption because one circuit is in the not closed state.
If the logic circuit for any door loses power, the CAB DOOR FAULT caption will illuminate;
the LEOs will not illuminate; and the CAB DOOR NOT SHUT caption will not illuminate.
Therefore, a CABIN DOOR FAULT caption on its own means that the door warnings have
been lost for a door; it does not imply that the door is not closed.
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 24
Figure 2.21 - Cabin Door Warnings

Logic Power supply
Power Supply B
Power Supply A
Switches shown In th e
not c losed position
Aft shoot
bolt switctl
Handle
Fwd shoot
switch
bOll swllcll
l ogic for one door
SHOOT
BOLT
___
~cu
'----t.__O
CAB DOOR
FAULT
CAB DOOR
NOT SHUT
_.
A or B circuit of either shoot boll

swlloh In tile not closed poslllon
A or B circuit or handle switcf1

in the no1 closed position
A & 8 droult of any mlcfo switch disagree

OR
Logic power supply lost
A or B circuli ot any micro SWllctl In the (IOl clOsed position

wt-07-<l0066
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DOORS AND STAIRS

Chapt er 7 Topic 2
Page 25
Emergency Evacuation Slides

The evacuation slide is shown in Figures Figure 2.22 and Figure 2.23.
Each door has an emergency evacuation slide. The slide is stored in a stowage at the
bottom of the door. A slide arming handle is on the door above the slide stowage. The
handle is pushed in to arm the slide and pulled out to disarm the slide.
If the door is opened from the inside wit h the handle at the arm position, the slide is
automatically withdrawn from its stowage; the slide falls below the door sill and is then
automatically inflated by a gas cylinder. The pressure in the cylinder is displayed on a
gauge that can be seen through a window on the slide stowage. A green arc on the gauge
indicates that the pressure is satisfactory.
The slide is inflated with gas from the gas cylinder and ambient air drawn through an
aspirator on the side of the slide. The aspirator is shown in Figure 2.23.
The slide has a self contained lighting system: a battery and a set of halogen lights. The
lights automatically illuminate when the slide is fully inflated.
Figure 2.22 - Slide Handle and Pressure Gauge

Slide Arming Handle
Dlsarm&d posit ion
Evacuation slide stowage

1-1 -07-00026
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 26
Figure 2-23 - Evacuation Slide

Door Opening
Slide Deployed
Slide light.s
Slide falling out as the door Is opened
Aspirator
l-vl-0700027
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DOORS AND STAIRS

Chapt er 7 Topic 2
Page 27
Slide Arming Mechanism

The slide is attached to a girt bar. The girt bar is shown in Figure 2.24. When the slide
arming handle is at the ARM position. the girt bar expands into two floor brackets. The
brackets are shown in Figure 2.25.
The floor brackets are attached to the door sill. So, if the door is opened with the arming
handle at ARM, the girt bar remains on the door sill. A cable attached to the girt bar
releases the slide from its stowage; the slide falls downwards and the cable opens a valve
on the gas cylinder. The cylinder discharges into the aspirator assembly. The slide inflates
within three seconds with gas from the cylinder and air drawn in through the aspirator.
A handle on the girt bar can be used to manually open the valve on the cylinder if the valve
does not automatically operate.
When the slide is armed, it w ill deploy if the door is opened from the inside. If the door is
opened from the outside with the lever at ARM, the slide/raft should not deploy because
pulling the external handle out of its stowage moves the ARM/DISARM lever to DISARM.
Figure 2.24 - Girt Bar
Slide Stowage
Manutll valve opert1tlng handle
Girt bar
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Chapter 7 Topic 2
Page 28
Figure 2.25 - Floor Brackets
Door sill
Floo1r b rackets
IV1 0700029
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DOORS AND STAIRS

Chapter 7 Topic 2
Page 29
Girt Bar Indications
The ARM/DISARM lever arms the emergency escape slide. The slide is armed when the
ARM/DISARM lever is pushed into its recess. At ARM, the slide is attached to its door sill
by the girt bar; the bar extends to engage with floor brackets on either side of the door sill.
Correct engagement is indicated by the yellow ends of the girt bar protruding through the
collars and red witness slots on the girt bar being hidden by the collars. Springs on the girt
bar should pass over a retaining lip on the inboard face of each collar when the girt bar is
fully engaged.
The girt bar indications are shown in Figure 2.26.
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 30
Figure 2 -26 - Girt Bar Indications
- - - - - Girt bar ends
Girt bar dlsenga~d
Girt bar partially engaged
Girt bar proporly engaged
i-vl-07-00030
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Volume 1
DOORS AND STAIRS

Chapter 7 Topic 2
Page 31
Passenger and Service Door Locks
An external door lock may be installed into each of the passenger and service door
handles. The locks are introduced to improve aircraft security. The lock is key operated.
With the door in the closed position and handle stowed, the door handle can be locked
externally. The lock is a cam operated device located in the end of the door handle
assembly. When rotated, the key operates a cam which engages into a machined keep
attached to the door structure. In the locked position the handle is prevented from being
withdrawn from the door handle recess. Even when locked externally, the door handle can
be unlocked internally.
Lock Operation
To lock the door:

Insert key into lock and rotate 90 degrees clockwise until the lock mechanism
clicks.
Rotate key a further 180 degrees clockwise to lock the handle.
Rotate key 90 degrees anticlockwise and withdraw the key from the lock.
To unlock the door:
Insert key into lock and rotate 90 degrees clockwise until the lock mechanism
clicks.
Rotate key a further 180 degrees clockwise to unlock the handle.
Rotate key 90 degrees anticlockwise and withdraw key from the lock.
All Passenger and Service Doors with external door handle security locks must have the
locks in the open/unlocked position before operation of the aircraft.
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DOORS AND STAIRS

Chapter 7 Topic 2
Page 32
Figure 2.27 - Forward Service Door Lock Position
Door handle
External door lock- - -1-
Door open cat ch - - -+--
i-123..00018
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Overview
The location of the lower doors is shown in Figure 3.1 .

There are doors for the following fuselage bays:
The avionics bay.
The hydraulic bay.

The aft cargo bay.

The APU bay.
Access to the avionics bay is also available through a hatch in the floor of the access aisle
to the flight deck. The hatch entrance is shown in Figure 3.2. A handle on the hatch
allows the hatch to be lifted up and be completely removed from the bay entrance. The
hatch entrance with the hatch removed is shown in Figure 3.3.
The avionics bay, the hydraulic bay and the cargo bays are pressurised. If any one of
these doors is not closed and locked, a LOWER DOOR NOT SHUT amber caption
The air conditioning bay and the APU bay are not pressurised. There are no door
warnings for these bays.
The doors of the three pressurised bays are all plug type doors. When they are closed
they are held in position by shoot bots. The avionics bay door and the hydraulic bay have
two shoot bolts each. Each cargo bay door has four shoot bolts. All four of these bays
have a recessed handle that is pulled and turned to remove the shoot bolts from their
retainers.
The air conditioning bay and avionic bay doors are held closed by latches.
Bay Lighting
All the lower bays except the APU bay have lights. The lights in the air conditioning bay,
the hydraulic bay and the two cargo bays are powered from the ground service busbar and
illuminate automatically when the associated door is opened.
There are seven lights in the avionics bay. Six of these lights can be powered from the
ground service busbar; these lights automatically illuminate when the avionics bay door is
opened. These lights can also be switched on from a switch at the avionics bay hatch.
There is also a switch at the avionics bay door. The bay door switch is spring-loaded to
off. When the ground service busbar is not powered, holding the bay door switch to on
powers three of the lights from the battery busbar. The avionics bay lighting is described in
detail in the Lights chapter.
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DOORS AND STAIRS

lower Doors
Chapter 7 Topic 3
Page 2
Figure 3.1 -lower Doors
0
APU ba.y door
Rear cargo bay door
Avionics bay door
Hydr.aullc bay door

...,., -07 .()0031
Figure 3.2 - Avionics Bay Hatch
Avionics bay hatch
1-1~7-00032
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Lower Doors
Chapt er 7 Topic 3
Page 3
Figure 3.3- Avionics Bay Hatch Open
Flight deck
Avionics bay hatch
Avionics bay lights switch
~vf -07.00033
Door Handles
The avionics bay, hydraulic bay and both the cargo bays have the same type of handle.
The handle is shown in Figure 3.4. The handle fits into a recess in a disc. Turning the disc
operat es the shoot bolts. When the handle is pulled out of the recess, it can be used to
turn the disc.
When the handle is in the door closed and locked position, a red line on the disc is aligned
with a red line on the door.
To unlock the door, the handle is pulled out of its recess and rotated clockwise through 90
to withdraw the shoot bolts from their retainers. The door is now unlocked and can be
pushed inwards.
The handle can be locked with a key. The lock is in the centre of the disc.
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DOORS AND STAIRS

lower Doors
Chapter 7 Topic 3
Page 4
Fig ure 3.4 - Door Handle

Door Closed and Locked
Red line on door

aligned witlrl red line on handle
Opening the Door
Pull the handle out of i1s recess
THEN
Rotate the handle go clockwise
The shoot bolts are now withdrawn from thel'r retainers

The door can be pushd In
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Chapt er 7 Topic 3
Page 5
Avionics Bay Door
The avionics bay also has an internal handle. The handle is shown in Figure 3.5. The
handle is pulled up and rotated goo anticlockwise to unlock the door.
The avionics bay door is hinged on its forward edge. When it is pushed in through goo. a
latch automatically holds the door in the open position. The latch is shown in Figure 3.6.
To remove the latch, the door is supported with one hand and the latch is removed with the
other hand. The latch and its removal is shown in Figure 3.6.
Figure 3.5- Avionics Bay Internal Handle
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lower Doors
Chapter 7 Topic 3
Page6
Figure 3.6 -Avionics Bay Door latch
..
Door
Door latch
Door~ame
Releasing the Catch
Press on the catch to release it
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Volume 1
Chapter 7 Topic 3
Page 7
DOORS AND STAIRS

Lower Doors
Hydraulic Bay Door
The hydraulic bay door is hinged at the top. When the door is pushed fully open, a latch
engages to hold the door open. The latch is on the forward wall of the hydraulic bay.
The latch must be pushed into the wall to release the door. The door is very heavy, it is
important to support the door with one hand while removing the latch with the other hand.
There is little room between the edge of the door and the latch when it is pressed in. So,
the latch should be pressed in and then the door should be lowered slightly to clear the
latch. Once the latch is cleared, the hand pressing the latch in should be removed from the
latch before the door is lowered. If the operator's hand is left on the latch as the door is
lowered, the operator's hand can be trapped between the latch and the door.
The hydraulic bay door and its latch are shown in Figures Figure 3.7 and Figure 3.8.
Figure 3.7 - Hydraulic Bay Door Open
Door
Forward wall of the bay
IYl-()7.00()37
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lower Doors
Chapter 7 Topic 3
Pages
Figure 3.8 -The Hydraulic Bay Door latch
Door
Forward wall
of the bay
The latch
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Lower Doors
Chapt er 7 Topic 3
Page9
Cargo Bay Doors
The rear cargo bay door is shown in Figures Figure 3.9 and Figure 3.10.
The cargo bays are hinged at the top. When a cargo bay door is pushed fully in, a hook
engages with a bolt in the bay roof. The door is heavy, but two tensator springs assist the
opening of the door; so it is easy to push the door to the fully open position.
To close the door, the hook is released by pressing a plunger on the outside of the door.
The tensator springs prevent the door falling rapidly to the closed position. The tensator
springs hold the door slightly open.
Figure 3.9 - Rear Cargo Bay Door Fully Open
hU 07.00039
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lower Doors
Chapter 7 Topic 3
Page 10
Figure 3.10 - Rear Cargo Bay Door Balanced Open

Door Held Slightly Open by the Tensator Springs
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Lower Doors
Chapt er 7 Topic 3
Page 11
Cargo Bay Door Protectors
Some aircraft have a cargo bay door protector in each cargo bay. The protector prevents
damage to the outer side of the door during loading. The protector is shown in Figure
3.11. The protector is a panel that is curved to match the curvature of the door. The
protector is hinged to the bay roof. When the door is open, the protector is raised to cover
the underside of the open cargo bay door.
The protector is secured in the open position by two latches: one at the forward end of the
protector and another at the aft end of the protector. Operation of the latches is shown in
Figure 3 .12. Each latch has a handle. The handle moves between the latched and
unlatched positions. There is a gate at each position. The handle must be pulled out of a
gate before the handle can be moved to another position.
Figure 3.11 - Cargo Bay Protector
Door Fully Open with Protector Down
Pro:teetor
Door Fully Open with Prot1ctor lllp
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lower Doors
Chapter 7 Topic 3
Page 12
Figure 3.12- Protector latches
Gate
The handle must be pulled out of

the gate before the handle ean
be slid to the other position
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APU
DOORS AND STAIRS

Lower Doors
Chapter 7 Topic 3
Page 13
Bay Door
The APU bay door is shown in Figure 3.13.

It is hinged on the left side. It is held closed by three latches on the right side of the door.
The latches are checked in the external checks.
Figure 3.13 - APU
B:ay Door
Three latches
Right Side
r
Left Side
Latch
c::: ::::;
Hinge
PUSH
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lower Doors
Chapter 7 Topic 3
Page 14
Air Conditioning Bay Door

The air conditioning bay door is shown in Figure 3.14.
It is hinged on its forward edge. The door held closed by two latches on the rear edge of
the door.
The latches are checked in the external checks.
Figure 3.14- Air Conditioning Bay Door
APU bay door
Air condit ioning bay door
latches
Latch
PUSH
~~.
LIFl
lv1-D700067
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DOORS AND STAIRS

Lower Doors
Chapt er 7 Topic 3
Page 15
Lower Door Warning
Switches monitor:
The position of the avionics bay door handle.
The position of the hydraulic bay door handle.
The positions of two shoot bolts on the forward cargo bay door.
The positions of two shoot bolts on the rear cargo bay door.
If any switch senses an unlocked condition, a LOWER DOOR NOT SHUT amber caption
The lower door warning is shown schematically in Figure 3.15.
Figure 3.15 - Lower Door Warning
Roar c;~go bay door
Forward c;argo bay door
Hydraulic bay door

Avioni~s
bay door
LWR DOOR
NOT SHUT
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Lower Doors
Chapter 7 Topic 3
Page 16
FCOM:V1-002
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Overv iew
Light-weight airstairs are available as an option for both the forward passenger entrance
and the rear passenger entrance.
The forward airstairs are shown extended in Figure 4 .1.
The stairs have a handrail on each side. When the stairs are retracted, the stairs and the
handrails fold. In the folded position the stairs can be stowed.
They :are stowed to one side of the entrance door leaving the door clear for an emergency
evacuation. Depending on the cabin layout, the stairs may be stowed forward or aft of the
entrance.
The stairs are mounted on a carriage with rollers. The rollers run on roller tracks fitted
flush to the floor. When the stairs are folded, they can be slid along the tracks in and out of
the stowage. There are automatic locks at each end of the track.
Some airstairs have a restraining strap. The restraining strap is used as an additional
restraint to prevent inadvertent movement of the stairs out of their stowage.
The stairs are extended by gravity and retracted using hydraulic power. The stairs can be
retracted manually using a maintenance procedure.
Power comes from the yellow main system. Some aircraft have an airstairs accumulator.
If the airstairs accumulator is not fitted, the AC pump must be used to raise the stairs. The
DC pump cannot be used to raise the stairs.
The airstairs are designed to cope with varying floor to ground heights. The stairs have
wheels that rest on the ground. The wheels are hydraulically compensated to give stability
on uneven ground.
Lighting
Some stairs have lights between the treads. The lights are powered from the 28 volt AC
ground service busbar.
Control
An electrically controlled selector valve controls the airstairs. Without electrical power, the
valve goes to the extend position. When electrical power is applied to the valve, the valve
moves to the retract position. The electrical power comes from the battery busbar on some
aircraft; on other aircraft, the power comes from DC BUS 1.
The airstairs are controlled from a switch in the associated vestibule. When the switch is
held to the retract position, electrical power is applied to the selector valve.
If the stairs have lights, the switch also controls the stair lights.
FCOM:V1-002
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Nov 01 /09
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Volume 1
DOORS AND STAIRS

Air stairs
Chapter 7 Topic 4
Page 2
Figure 4.1 - Forward Airstairs Extended
Handrails
Optional light
There Is one light between e~h pair of treads
Wheels
JI/1-07-0il0'8
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Airstairs
Chapt er 7 Topic 4
Page 3
Figure 4.2- Forward Airstairs Stowed

Airstairs sWitch
Alrstalrs stowod
Cabin attondant' s seat

Optional restraining strap
FCOM:V1 -002
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Volume 1
DOORS AND STAIRS

Airstairs
Chapter 7 Topic 4
Page 4
Figure 4.3 - Forward Airstairs Track
Alrstalrs stowed
Foot operated latch
FCOM:V1-002
Tracks
AVRO 146-RJ Series
i-V107 00048
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Volume 1
DOORS AND STAIRS

Airstairs
Chapt er 7 Topic 4
Page 5
Airstairs Accumulator
The airstairs accumulator is an option and provides a reserve of fluid for retracting the
airstairs. Airstairs can be fitted without an accumulator.
If fitted, the airstairs accumulator is on the left wall of the hydraulic bay. A schematic of the
supply to the airstairs is shown in Figure 4.4. A photograph of the accumulator is shown in
Figure 4.5.
Either engine 2 pump or the AC pump can charge the accumulator. The DC pump cannot
charge the accumulator. The accumulator can be depressurised by selecting engine 2
pump and the AC pump off and then operating a pressure release valve in the hydraulic
bay. The pressure release valve returns the fluid in the accumulator to the reservoir.
A pressure relief valve just upstream of the airstairs accumulator provides thermal relief.
The relief valve returns fluid to the reservoir.
A fully charged accumulator provides two retractions; when the accumulator pressure is
2 400 psi, one retraction is avai lable.
Figure 4.4 - Airstairs Accumulator Schematic

To reservoir
ENG2
pump
ACpump
Pressure
release
valve
When pressure release

valve is operated, fluid in
airstairs accumulator is
returned to the reservoir
Airstairs
Non-return valve ensures

accumulator supplies just
the airstairs
Other yellow services
DC pump
( IBrake accumulator)
FCOM:V1 -002
Emergency gear
lowering assister jack
Yell ow brakes
AVRO 146-RJ Series
P - Pump
PRY - Pressure relief valve
~ Non return valve
i-v1 -07-0 0049
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Airstairs
Chapter 7 Topic 4
Page6
Figure 4.5 - Airstairs Accumulator

AC pump
Pressure release valve
DC pump
Alrst..lrs accumulator
Brake accumulator
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AVRO 146-RJ Series
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Volume 1
DOORS AND STAIRS

Airstairs
Chapter 7 Topic 4
Page 7
Airstairs Schematic
A schematic of the airstairs is shown in Figure 4.6.

The airstairs are hydraulically retracted but deploy under their own weight. Two hydraulic
jacks retract the airstairs.
The airstairs are controlled by a selector valve. The selector valve is controlled by the
airstairs switch in the associated vestibule.
When the selector valve is at the retract position, yellow system pressure is connected to
the hydraulic jacks via a retraction restrictor. The restrictor slows the retraction of the
airstairs.
When the selector valve is at the extend position, the hydraulic jacks are connected to the
yellow system reservoir via two extension restrictors. So, when the stairs are falling under
gravity, the hydraulic fluid in the jacks returns to the yellow system reservoir via the
extension restrictors. The restrictors slow the extension of the airstairs. The extension
restrictors are bypassed when pressurised fluid flows to the jacks to retract the stairs.
The extension restrictors are contained in an airstairs reservoir. The reservoir has no
effect on the airstairs during normal retraction or extension. The fluid in the reservoir is
used to prevent aeration in the jacks if a manual retraction is made.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
DOORS AND STAIRS

Airstairs
Chapter 7 Topic 4
Pages
Figure 4-6 - Airstairs Schematic
Yellow pressure
Hydraulic
reservoir
Retraction flow
Retraction
restrictor
Vestibule switch
Selector
valve
Alrstalrs
reservoir
Extension
restrlctors
Extension flow
i-v1-07-00051
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Basic Door
The basic flight deck door is shown in Figure 5.1 . The door separates the flight deck from
the forward vestibule.
The door is in two parts:
A fixed part that is hinged to the port side of t he flight deck entrance.
A folding part that is connected to the fixed part by two sections of piano-type
hinge.
The door has a handle on the flight deck side and the cabin side. The door handle can be
locked from the cabin side but not from the flight deck side. However, 1he lock can be
overridden from the flight deck side by using a lock override button.
A separate bolt is provided to allow the door to be locked from the flight deck side. This
lock can be overridden from t he cabin side in two ways:
Using the flight deck key.
Inserting a nail file into a slot.
An eye level viewer is on the folding part of the door.
FCOM:V1 -002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page 2
Figure 5.1 - Basic Flight Dec k Door fro m the Cabin Side
t-- - Slot for nail file

t-- - Viewer
Lock
cabin sick
Folding part of the door

Fixed part o f the door
Door handle from the flight deck s ide

Lock override button
--+ 0
Q
~
iY1 ()7"()0052
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page3
Enhanced Security Door Construction
The enhanced security door is a specially strengthened door. It separates the flight deck
from the forward vestibule.
The door normally opens outwards from the flight deck. However in an emergency, it can
be opened inwards by removing the door abutment and then pulling the door inwards.
The door has two permanently open vent holes to equalise pressure between the flight
deck and the cabin in the case of a rapid decompression. The holes are covered with
decompression grilles on the cabin side.
The flight deck side has two ballistic protection panels in front of the vent holes. The
panels prevent projectiles entering the flight deck from the cabin. There are two standards
of panel:
Foldable decompression panels. The panels fold flush to the door when the door is
opened into the vestibule. The door thus takes up less space in the vestibule.
When the door is closed, the panels move away from the door to ensure a free flow
of air through the holes.
Fixed decompression cages. The panels are fixed 19 em in front of the door. Wire
mesh extends from the edges of the panels back to the door.
The door with foldable decompression panels is shown in Figure 5.2. The door with fixed
decompression cages is shown in Figure 5.3.
A strap on the inside of the door allows the door to be pulled to the closed position from the
flight deck side of the door. Doors with hinged decompression panels have a handle on
the cabin side of the door to allow the door to be pulled open.
A viewing window on the door allows the forward vestibule to be viewed from the flight
deck.
The door has a spring-loaded latch. When the door is closed, the latch engages in the
door frame. The latch is locked and unlocked with a handle on the flight deck side of the
door. The latch lock can also be operated electrically using a switch on the centre
console. The latch can be operated from either side of the door when it is unlocked. The
latch cannot be locked or unlocked from the cabin side of the door.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page 4
Figure 5.2 - Enhanced Sec urity Door with Hinged Decompression Panels
Cabin Side
flight Deck Side OJX!n into the Vestibule
Flight deck to vestibule viewer
---~
Hinged decompression panels

1-v1-07-0005l
La1ch
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page 5
Figure 5.3 - Enhanced Security Door with Decompression Cages

C4bin Side
Flight Ooek Side
Flight deek to vestibur. viewer
----y
Edge of
Cages
Lateh
Decompression grilles
Deeompression cages
~1 ~7-000$-1
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page6
Enhanced Security Door Latch
The latch is shown in Figure 5.4.

A sliding latch holds the door in the closed position. The latch slides horizontally. The
latch is spring-loaded to the latched position. It must be held to the unlatched position for
both normal and emergency opening. The latch can be operated from either side of the
door.
The latch is spring-loaded out of the door. When the door is closed, the latch engages in a
slot in the door frame. A latch lever is used to hold the latch into the door for opening and
closing. A locking handle is used to lock the latch.
The latch has flat rectangular sides; so it has to be pulled into the door before the door is
closed. If an attempt is made to close the door with the latch protruding from the door, the
latch will hit the door frame and the door frame may be damaged.
Figure 5.4 - The Enhanced Security Door Latch
Flight de<:k side latch operating lever
Latch locking handle
Latch
Door frame
!
t LOCK t
\ UNLOCK'
Cabin side latch operating lever
FCOM:V1-002
AVRO 146-RJ Series
1-v 1-07 -0005&
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapt er 7 Topic 5
Page 7
Enhanced Sec urity Door Latch and Lock

The latch is mechanically locked by the locking handle. The handle can be moved
manually or electrically. The switch for electrical operation is on the centre console. A
NOT LOCKED annunciator is beneath the switch. The switch and the annunciator are
shown in Figure 5.5. The latch and its lock are shown in Figure 5.6.
The lock can be manually operated by the lock handle on the flight deck side of the door.
The lock handle moves vertically between two positions: LOCK and UNLOCK. When the
lock handle is in the LOCK position, a mechanical indicator on the flight deck side of the
door shows green; when the lock handle is in the UNLOCK position, the mechanical
indicator shows red.
The lock handle can also be electrically operated using the switch on the centre console.
The switch is labelled FLT DECK DOOR and has thee positions. The centre position is
unmarked. The forward position is LOCK; the aft position is UNLOCK. The switch is
spring-loaded to centre. The switch controls power to two solenoids: one to lock the latch
and the other to unlock the latch. Only a momentary application of power is required to
move the lock between the locked and unlocked positions. The electrical power comes
from DC BUS 1. If electrical power is lost, the lock will remain in its position at the time of
power loss. However, the lock can still be operated using the lock handle on the door.
When the latch is unlocked, the white NOT LOCKED annunciator illuminates. The
annunciator illuminates when the latch is unlocked, regardless of whether the latch was
unlocked manually or electrically.
Selecting the switch to LOCK locks the door latch; 1he switch should be released as soon
as the NOT LOCKED annunciator extinguishes. Selecting the switch to UNLOCK unlocks
the door latch; the switch should be released as soon as the NOT LOCKED annunciator
illuminat es. Only a momentary selection of the switch is required to change the state of the
lock. Do not make prolonged selections because the solenoids that operate the lock are
not continuously rated.
Figure 5.5 - Enhanced Security Door Locking Switch and Annunciator
NOT LOCKED
Locking switch
FCOM:V1 -002
Not locked annunciator
AVRO 146-RJ Series
iv1-07-00056
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Pages
Figure 5.6 - Enhanced Sec urity Door Latch and Lock

Latch in Place and Locked
Latch locking handle
LOCK
~ UNLOCK
Latch lever
Latch locbd indicator
Latch In Place but Unlocked

latch unlocked lndlcato.r
LOCK
' UNLOCK f
Latch Withdrawn
LOCK
\ UNLOCK \
wHl7-oQOS7
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page9
Enhanced Sec urity Door Emergency Opening

In normal operation, the door is opened away from the flight deck into the vestibule. An
emergency method of opening is provided. The emergency procedure allows the door to
be opened into the flight deck. The door hinge has to be forced to allow movement into the
flight deck.
When the door is closed normally, it is prevented from moving into the flight deck by an
abutment on the port side of the doorframe. The abutment is shown in Figures Figure 5.7,
Figure 5.8 and Figure 5.9. The abutment must be removed to allow the door to open into
the flight deck. The abutment is held in place by three pip pins. High visibility luminous
arrows point towards the pip pins. The pip pins are fitted with loops for easy removal.
Once the pip pins have been removed, the abutment can be pulled clear of the door
frame. With the abutment removed, the door cannot be pulled into the flight deck until the
latch has been removed from the door frame. So for emergency opening, the abutment
must be removed, but the latch must be unlocked and removed in the normal manner. The
strap beneath the lock is use<! to pull the door inwards.
On doors with decompression cages, the decompression cages will be crushed as they are
forced against the wall panel on the starboard side of the flight deck.
On a <loor with foldable decompression panels, a mechanical link between the panels and
the door must be removed. Once the link is removed, the panels must be pushed flush to
the door. The door can now be pulled inwards. A pip pin holds the mechanical linkage in
place. Once the pip pin is removed, the linkage is removed by pulling it upwards. The
linkage and its pip pin are shown in Figure 5.1 0.
Figure 5.7- Door Abutment
+r---
Pip pin
Door abutment
I-V1 -07-00058
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page 10
Figure 5.8 - Door Abutment Pip Pins
Luminous arrow
Pip pi:n
Luminous arrow
Luminous arrow
Pip pin
lv107-li0059
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapt er 7 Topic 5
Page 11
Figure 5.9 - Removing the Door Abutment

RemoVIng the Abutment
Door
Door frame
Abutment
Removing a Pip Pin
..------.-
Pip Pin Removed
--
lV1-07.00()60
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page 12
Figure 5.10 - Folding Panel Mechanical Linkage

Mec:hanieal Linkage and Pip Pin i n Place
Pip pin
Mec:hanic:alllnkage
Folding panel
Pip pin
FCOM:V1-002
IY107-00QG1
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapt er 7 Topic 5
Page 13
Enhanced Sec urity Door Vi ewing Window

The viewing window is shown in Figure 5.11.
The viewing window has a cover on the flight deck side. The cover is intended to prevent
viewing of the flight deck from the cabin. The cover should be down when the window is
not in use by a flight deck member.
Figure 5.11 - Enhanced Security Door Viewing Window
VIewing Window Cover Up
VIewing window cover
VIewing Window
VIewing Window Cover Down
FCOM:V1 -002
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Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page 14
Enhanced Security Door Pull Strap

A strap is provided to pull the door towards the closed position and to initiate emergency
opening.
The strap is shown in Figure 5.12.
Figure 5.12 - Enhanced Security Door Pull Strap
Pull strap
FCOM:V1-002
AVRO 146-RJ Series
i-v1.07 -00063
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
DOORS AND STAIRS

Flight Deck Door
Chapter 7 Topic 5
Page 15
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
General ................................... ...................................... ....... ........................................ .

Busbars ......................................................... ................................................................
Normal AC Supplies......................................................................... .............................
Normal DC Supplies ..................................................................................................... .
Batteries .................................. ........................................................ ..............................
Standby Generator and Inverter........... .............. ................... ..... ...... .............................
Battery Power Alone .. ... ... ... .. .... ...... .. .. .. .. .. .. . .. .... .. .. .. .. .. ... .. .. .. ...... .. ... .. ... .. .. .. ... .. .. .. .. .. ... ..
Channels .... ............................. .. ............. .......................................... .. ........ ...................
1
1
1
3
3
3
Topic 2 - Meters
General........................ ............ ............................................ ............ .............................

Meter Selectors ......................... ........ .... ......... ....................... ........ ..... ........ .... ...... .........
TR Ammeters............................ ............. ........ ....................... ........... .......... ...................
Battery Ammeter .......................................................................................................... .
DC Voltmeter.................................................. ...................... .........................................
Generator Ammeters .....................................................................................................
Frequency Meter ............................................ ...............................................................
AC Voltage ................................ ............. .......................................... .. ........ ...................
1
1
1
3
Topic 3- Busbars
Busbar Failure Indication ..................... ............................................ .............................
Bus Fail Sensing ...........................................................................................................
AC Busbars General ............................... .......................... ..........................................

26 Volt AC Busbars................... ....................................................... .. ...........................
Start Busbar .. .. .. .. .. .. .. .... .. .. . .. ....... .. .. .. .. .. ... .. .. .. .. .... .. .... .. .. .. .. .. ... ... . .. .. . ....... . .. .. .. .. .. .... .. .... .
Essential Power Level ........................................ ................... ........................................
Emergency Power Level .. ... .. .... ... .. .. .. .. .. ... .. . ... ... .. .. .. .... ... .. .. .. ..... .. .. .. .. ..... .. .. ... .... .. ... ..... .
Ground Service Busbar............................. .......................... ..........................................
EMERG/BATT and ESS/BATT Bus bars .......................... ................ .......... ........ ...........
2
3
3
3
4
4
5
Topic 4- Engine and APU Generators
General .........................................................................................................................
Engine Generator Speed Control ..................................................................................
Principle of the CSD ......... ................................................................ ..................... ... .....
CSD Oil Cooling .................................. ......................................................... .................
CSD Oil................................... ....................... ............... ....... .........................................
APU Generator Drive . .......... ............. .......... ... .... .... ... .......... .. ..... ... ... ..... .. ........ ... ... ..... .. .
Garrett APU Generator Cooling .. ............ ......... ............ .......... .......... .... ........ ............ .....
Sundstrand APU Generator Cooling .......................................... ...... .............................
Garrett Adapter Gearbox Oil Replenishmen1...... ...... .. .... .................. .... .......... ...... ...... ..
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
1
3
4
5
6
7
9
10
11
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Contents
Chapter 8 TOG
Page2
Topic 5- External AC
General.........................................................................................................................
Power Rating.................................................................................................................
Connection to the Busbars............. ...............................................................................
EXT AC Not in Use .......... ............................................................. .... ............................
1
1
3
5
Topic 6- AC Bus-tie and Transfer
Interlocked Contactors ..... ...... .... .... ...... ...... ............... ...... ............... ... ...... .......... ..... .......
Generator Contactors.. .. ... ... ... .... .. .. ...... ....... ... . ..... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Auxiliary Supplies and Bus-tie............................................................ ...........................
AC Bus-tie.....................................................................................................................
Connection Logic .......... ... ... ... .... ....... ... ....... .... .......... ............... .. ... .... ...... .... ...... ..... ..... ..
Generator Inhibit During Engine Starting......................................................................
Setting the Power Sources for Engine Start..................................................................
1
1
2
2
3
9
10
Topic 7 - Main AC Fault Protection
General .........................................................................................................................
Generator Faults .............. ... ... .... ... . ...... ...... .......... ..... ...... ..... ......... .. .. .... .. ... ....... ..... ..... ..
Feeder Faults ................... ...... .. .. .... ..... . ..... ...... .............................. .. .. .... .. ... ...... . .... ...... ..
Resetting Generator and Feeder Faults........................................................................
Busbar Faults ................... ...... .... ... .. .... . ..... ...... ......................... ......... ...... ... ....... .......... ..
1
1
1
1
2
Topic 8 - ACOs and RCCBs
General .........................................................................................................................
ACOs.............................................................................................................................
RCCBs..........................................................................................................................
1
1
3
Topic 9- Transformer Rectifiers
General .........................................................................................................................
RCCB............................................................................................................................
TR Contactor......... ... .... .... ... .. . .... ... .. ..... .... . ..... ... .. ...... ..... ...... ...... ..... .. .... .. ... ...... . .... ...... ..
Starting.............................................................................................. ......... ...................
TR Load........................................................................................................................
TR Voltage ... ............ .... .... ... ....... ....... ... .. .. . ..... . .......... ..... ...... ...... ... .. .. .... .. ... ...... . .... ...... ..
1
1
1
1
3
3
Topic 10- DC Busbars
General.........................................................................................................................
DC 1/EM ERG AGO.......................................................................................................
DC 2/ESS AGO.............................................................................................................
ESS/EMERG AGO........................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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3
3
3
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Contents
Chapter 8 TOC
Page3
Topic 10- DC Busbars (continued)
Operation with Bus-tie Switch at Auto................................................................... ........

Bus-tie Open ..... .. .... ... ... ..... . ........ .. .... ........... .. ..... .. . ..... . ... ... ... ..... ..... ...... ..... ...... ..... .... .. ..
Loss of Both TRs............................................... ........................ ...... ......................... .....
Busbar Over-current......................................................................................................
5
6
8
9
Topic 11 - Batteries
General.........................................................................................................................
No-charge Detection .. ... ...... ....... .... ..... .. ...... . .. .... ... ..... .. ... .. .... ..... ...... ..... ...... ..... .... .. ... ... .
High Temperature........................................................ ........................................ .........
In hibit Logic...................................................................................................................
Voltage and Current....................................................................................... ...............
1
1
3
3
3
Topic 12 - Standby Generator
General.........................................................................................................................
Hydraulic Circuit............................................................................................................
Starting.................................................................................. ........................................
Hydraulic Control...........................................................................................................
Electric Control. .............................................................................................................
Load Shedding............................................................. ........................................ .........
Generator .. ....................................................................................................................
Voltage and Frequency Indication.......................................... .......................................
Essential Power Level...................................................................................................
Loss of EMERG DC......................................................................................................
Loss of All Engines and APU not Running........................................................... .........
1
1
2
3
3
3
5
7
7
9
9
Topic 13 - Standby Inverter
General ................................................................................. ........................................

Control...........................................................................................................................
Indication ..................................................................................................................... ..
Protection .. ... ..... .. .... ... .. . ..... . .... .. .... ..... .. .... .. .. .. .. ... .. .. .. ... .. ... ... . ...... .... ...... ..... ...... ..... .... .. . .
Emergency Power Level ..... ...... ..... ... ... ...... .. ...... ... ..... .. ... .. .... ...... ..... ...... ..... .... .. ... .. .. .... .
1
1
3
3
3
Topic 14- Start Master
Summary............. ..........................................................................................................
On-ground Signal..........................................................................................................
Use of Start Master.............................................................................................. .........
1
1
1
Topic 15- Electrical Smoke
Smoke Detection.................................................................... ......... ..............................

Detector Test.................................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
1
1
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Contents
Chapter 8 TOC
Page4
Topic 16- Avionics Switching
General.........................................................................................................................
Services Controlled .......... ... ... .. .. .... ..... . ..... ..... . ...................... ......... .. . .... .. .......... ............
Control Method............................... ...............................................................................
1
1
1
Topic 17- Galley Supplies
Power Supplies.............................................................................................................
Galley Load Shed..........................................................................................................
1
1
Topic 18 - Fight Deck Summary
General.........................................................................................................................
Electrical Smoke .............. ... ... .... .. .. ...... ..... ..... ........... ............... ..... .... ...... .......... .......... ..
Meter Selectors ................ ...... .. .. ..... .... . .... . ...... .............................. .. .. .... .. ... ...... . .......... ..
TR Ammeters................................................................................................................
Battery Ammeter .............. ...... .. .. .... ...... ..... ...... .............................. .. .. .... .. ... ...... . .......... ..
DC Voltmeter.................................................................................................................
AC Meters.....................................................................................................................
Batteries .. .... ...... ...... ..... .... .. ...... .. .. .. .... .. .. .. . ... .. . .... ..... ...... ...... ..... .... .. .. ... ... ... ...... . .... ...... ..
Busbar OFF Annunciators.............................................................................................
External AC ......................................................... ..........................................................
Standby Generator........................................................................................................
Standby Inverter.................................................. ..........................................................
Bus-tie Switches............................................................................................................
Engine and APU Generators.........................................................................................
Galley Switch................................................................................................................
Circuit Breakers................................................................................. ............................
1
1
1
1
1
1
1
1
1
3
3
3
3
3
4
5
Topic 19 - System Summary
Normal Power Supplies.................................................................................................

Standby Generator........................................................................................................
Standby Inverter.................................................. ..........................................................
Battery Power................................................................................................................
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Volume 1
ELECTRICAL SYSTEM
Contents
Chapter 8 TOC
Page 5
FCOM:V1-002
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Nov 01 /09
Gener al
The electrical system indicators, annunciators and switches are on the ELECTRIC panel.
The electrical system is also influenced by START MASTER and START PWR switches on
the ENGINES panel. A simplified electrical system schematic is shown in Figure 1.1; the
direction of power flow is shown by arrows.
Busbars
The aircraft services are supplied via a network of busbars. Some busbars supply
DC power, others supply AC power. There are eight principal busbars:
Four main busbars - AC BUS 1 and AC BUS 2; DC BUS 1 and DC BUS 2.
Two essential busbars - ESS AC and ESS DC.

Two emergency busbars - EMERG AC and EMERG DC.
Normal AC Supplies
The two main AC busbars are supplied, via a bus-tie and transfer system, by one or two of
the following: Generator 1 (GEN 1), generator 4 (GEN 4), the APU generator (APU GEN),
an external AC ground supply (EXT AC). GEN 1 is driven by engine 1, GEN 4 by engine 4.
The engine generators are the preferred supplies; the APU GEN and EXT AC are auxiliary
supplies. Only one auxiliary supply can be used at a time. The APU GEN takes priority
over EXT AC.
AC BUS 1 normally feeds ESS AC; ESS AC normally feeds EMERG AC.
Normal DC Supplies
Transformer rectifiers (TRs) convert the main AC to DC. The TRs power the two main DC
busbars. AC BUS 1 powers DC BUS 1 via TR 1. AC BUS 2 powers DC BUS 2 via TR 2.
The main DC busbars are normally paralleled via a DC bus-tie contactor. Auto-cut-outs
(ACOs) link DC 1 to EMERG DC, DC 2 to ESS DC and ESS DC to EMERG DC.
Batter ies
A battery (BATT 1) is connected directly to BATT 1 BUS. BATT 1 BUS is connected to
EMERG DC via a contactor: BATT 1 contactor. An optional battery, BATT 2, is connected
to EM ERG DC via BATT 2 BUS and BATT 2 contactor.
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Volume 1
ELECTRICAL SYSTEM
Overview
Chapter 8 Topic 1
Page 2
Figure L 1 - Overview Schematic
CHANNELl
CHANNEL2
AC
BUS-TIE
AUTO
L......,---.J OPEN
A C BU S-TIE AND TRANSFER SYSTEM
Stby gen ac
contactor
TR 1
ESSAC
Stby gen de
contactor
TR2
EMERGAC
TR 1
contactor
TR 2
contactor
STBY INV
ACO
DC BUS 1
Battery
contactors
--.
ESS DC
Bus-tie open
flow direction
DC BUS 2
oc
~.:~l:~,l l o.::l~~' ~L-------------~--~-.Me~u-s-~~::::

BATT 1
~
~
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BATT2
BATT 2
optional
ACO = auto-cut-out.
ACOs are automatically controlled contactors.
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Volume 1
ELECTRICAL SYSTEM
Overview
Chapter 8 Topic 1
Page3
Standby Generator and Inverter
A standby generator (STBY GEN) provides AC and DC power via two contactors: the
standby generator AC and DC contactors. A hydraulic motor powered by the green system
drives the STBY GEN. The STBY GEN is a back-up supply for:
ESS AC via the STBY GEN AC contactor, and thus EMERG AC via the STBY INV
relay.
ESS DC via the STBY GEN DC contactor, and thus EMERG DC via the ACO
between these two busbars.
A standby inverter (STBY INV) can provide AC power via a STBY INV relay to EMERG
AC. EMERG DC powers the STBY INV.
Battery Power Alone
If the only source of power is battery power, only EMERG DC, EMERG AC and ESS DC
can be powered. EMERG DC is powered via the battery contactor(s). EMERG AC is
powered from EMERG DC via the STBY INV. ESS DC is powered only when the
START MASTER is ON; the ACO between EMERG DC and ESS DC is then closed.
Channels
The system is divided into two channels: channel 1 and channel 2. Channel 1 components
are to the left of the blue line in Figure 1.1 ; channel 2 components are to the right of the
line. The two channels are segregated by two bus-tie switches: one AC and the other DC.
EXT AC and the APU GEN are available to both channel 1 and channel 2 regardless of the
position of the AC bus-tie switch.
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Volume 1
ELECTRICAL SYSTEM
Overview
Chapter 8 Topic 1
Page4
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General
The following meters (shown in Figure 2.1 and Figure 2.2) are on the flight deck electric
panel:
An ammeter for each TR.
A battery ammeter.
A DC voltmeter.
An AC voltmeter.
A frequency meter.
An ammeter for each engine-driven generator.
An ammeter for the A PU generator.
Meter Selectors
There are two meter selectors: a DC meter selector and an AC meter selector.
The DC selector selects the source for the DC voltmeter and the battery ammeter. If
battery 2 is not fitted, the BATT 2 selector position is replaced by OFF.
The AC selector selects the source for the AC voltmeter and the frequency meter.
TR Ammeters
A TR ammeter measures the busbar load on the TR. The TRs are also used for engine
and A PU starting. The starting loads are not measured on the TR ammeters.
Battery Ammeter
The battery ammeter shows current through the selected battery. The lett part of the scale
shows a negative current and the right a positive current. A negative current indicates that
the battery is being discharged; a positive current indicates that the battery is being
charged.
DC Voltmeter
The DC voltmeter shows the voltage of the selected source.

Generator Ammeters
A generator ammeter shows the load on the associated generator. The meter scale has
three coloured arcs: green, amber and red. The transition from green to amber is at the
maximum continuous rating of the generator; the transition from amber to red is at the
five-minute rating.
Frequency Meter
The frequency meter indicates the frequency of the selected AC source. A green arc
shows the acceptable range of frequencies.
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Volume 1
ELECTRICAL SYSTEM
Meters
Chapter 8 Topic 2
Page 2
Figure 2.1 - Upper Part of Electric Panel

Top of ELECTRIC panel
DC ammeters
f.-
- r-----------------------,
DC
voltmeter
selector
DC -~
voltmeter
AC voltmeter
AC meter selector
AC frequency meter
Alternative AC
voltmeter
Generator-+ammeters
Part of
lower
seetlon of
ELECTRIC
panel
Generator 1
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Volume 1
ELECTRICAL SYSTEM
Meters
Chapter 8 Topic 2
Page3
AC Voltage
The AC voltmeter indicates the voltage of the selected AC source.

The generators are star-wound. The nominal line voltage of the generators is 200 volts,
and the nominal phase voltage is 115 volts. When a generator is selected to the meter, the
meter is connected to the phase voltage. With a generator selected, the voltmeter should
indicate close to 115 volts.
The standby inverter has two single phase outputs: 115 volts and 26 volts. When STBY
INV is selected, the 115 volt output is connected to the meter.
The normally controlled range of voltage is shown by a green arc. Acceptable, though not
correctly controlled, voltage ranges are shown by amber arcs. Unacceptable voltage
ranges are shown by red arcs. The source should be automatically taken off line if the
voltage enters a red arc, with one exception: standby generator over-voltage.
There are two versions of the volt meter; they are shown in Figure 2.1. The earlier
standard has scale marks at every volt; the later standard has scale marks at every five
volts. When the voltage is zero, the pointer of the early standard cannot be seen as the
pointer moves behind a mask. The later standard indicates OFF when the voltage is zero.
The 95 label on the early standard refers to a five volt scale mark behind the pointer mask,
not to the one below and to the left of the 95 mark.
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Volume 1
ELECTRICAL SYSTEM
Meters
Chapter 8 Topic 2
Page 4
Figure 2.2 - Lower Part of Electric Panel

Standby inverter &generator switches
EXT AC
within
limits
BUS OFF
annunciators
EXTAC
SWitCh
Bus-tle
SWitches
Generator
ammeters
Generator
drive fail
annunciators
Generator
off line
annunciators
Generator 1
SWitCh
Galley load
shed sw1tch
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Generator 4
switch
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Busbar Failure Indication

There are eight bus OFF annunciators on the electr ic panel ; they are shown in Figure 2.2
of the Meters Topic. An annunciator indicates that 1he associated busbar is not powered.
Failure of the following busbars is annunciated:
Both main AC busbars - AC BUS 1 and AC BUS 2.
Both main DC busbars- DC BUS 1 and DC BUS 2 .

Both essential busbars- ESS AC and ESS DC.
Both emergency busbars- EM ERG AC and EMERG DC.
Bus Fail Sensing

The bus fail circuit is shown schematically in Figure 3.1. A bus fail relay passes current to
the bus fail annunciator when power is lost on the associated busbar.
The bus fail annunciators are supplied by a warning lights busbar. The warning lights
busbar is supplied by both DC BUS 2 and EMERG DC, so the warning light busbar has a
supply from both channel 1 and channel 2.
The warning light busbar is fed via diodes. This ensures that current can only flow to the
warning light bus from DC BUS 2 or EMERG DC ; thus the warning light bus does not
connect DC BUS 2 and EMERG DC.
The main, essential and emergency busbars have sub-busbars. If a sub-busbar fails, a
block of services will be lost but an electrical system failure warning will not be given.
Figure 3.1 - Bus Fail Sensing
Either DC BUS 2 or EM ERG DC supplies the
warning bus - supply from channel 1 and 2.
DC BUS 2
,,
- '-
EMERG DC
Diodes ~r
~ r-
I ESS AC circuit shown - others similar. I
ESSAC
To the 7 other
bus fail relays
I~W~a~rn~i~ng~li~g~ht~s~b~u!:s}------LI______-ojf..g~ ESS AC bus fail relay

Diodes ensure that current cannot flow from the warning
lights bus to DC BUS 2 or EMERG DC.
So the warning lights bus does not connect DC BUS 2
and EMERG DC.
When power IS lost on ESS AC, the bus fail relay connects
the warning light bus to the ESS AC OFF annunciator.
r;ss AC
Of'F
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Volume 1
ELECTRICAL SYSTEM
Busbars
Chapter 8 Topic 3
Page 2
AC Busbars - General
The AC busbars are either three-phase or single phase. AC BUS 1, AC BUS 2 and
ESS AC are 3-phase busbars. EMERG AC is a single-phase busbar.
The three-phase busbars are actually three single-phase busbars: one for each of the
generator phases. An example is shown in Figure 3.2. The voltage between two of the
busbars is 200 V and between a busbar and ground is 115 V.
Three-phase services are 200 V services and are connected between phases as shown for
the motor in Figure 3.2.
Single-phase 115 V services are connect ed between one of the 115 V busbars and
ground; an example is the pilot heater in Figure 3.2. The single-phase services are
distributed between t he three phases so that the load on each phase is similar.
There are also 26 V single-phase services: the brake pressure indicators and some
avionics. Transformers, powered from the 115 V busbars, supply 26 V single-phase
busbars. An exampl e is shown in Figure 3.2 .
The bus fail relay is connected to the A-phase busbar.

Figure 3.2: - AC Busbars
C-phase bus
Bphase- bus
A-p hase bus
3-phase
200 volt service
eg. motor
: Single-phase
: 115 volt service
~ eg pitot heater
Transformer :
~
.
: Single-phase
: 26 volt service :
-.k L-~~ .~?.~ ........ ~

Frequently all three phases clutter a schematic drawing rather than adding information.
Therefore, for simplicity and clarity, three-phase circuits often show just one phase.
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Volume 1
ELECTRICAL SYSTEM
Busbars
Chapt er 8 Topic 3
Page 3
26 Volt AC Busbars
The 26 V AC busbars are shown in Figure 3.3.
AC BUS 2, ESS AC and EMERG AC have 26 V sub-busbars. Transformers supply the
26 V AC BUS 2 and 26 V ESS AC. The 26 V EMERG AC busbar is normally powered
directly from the 26 V ESS AC busbar.
The standby inverter has a 115 V and a 26 V output. Both the EMERG AG busbars can be
switched from the ESS AC busbars to the standby inverter.
Figure 3.3 - 26 V AC Busbars
ESS AC A-phase
. . ... . ....... . ...
""-
-o ~ ~
115VEMERGAC
AC BUS 2 A-phase
. . . . ...... . . . . . ..
Transformer :
Transformer :
11svo1t j
11 5 volt
AAA
~ Stby inv
TTT L
relay
26 volt
. . . ....... . .... . . .
26 volt
-=E-
26 V ESS AC
26 v EM ERG AC
C)
115 volt
STBYINV
26 VAC BUS 2
26 volt
Standby inve rter relay changes the supply to

the EMERG AC busbars from ESS AC to the
STBY INVw henever the STBY INV runs
Start Bus bar

A start busbar supplies power to the APU and engine electric starter motors. It can be
supplied by the TRs, the batteries or an external DC supply (EXT DC). EXT DC is only
used for starting; it does not power the other DC busbars and cannot be used for battery
charging.
Only one of the three supplies can be connected to t he start busbar at a time.
The start busbar supply logic is described in the Starting Topic of the Engines, and the
APU Chapters.
Essential Power
Lev~
When the main AC busbars are lost, main DC will be lost. The remaining busbars can be
powered by the standby generator and the battery. The battery powers the battery busbar;
the standby generator powers the essential and emergency busbars.
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Volume 1
ELECTRICAL SYSTEM
Bus bars
Chapter 8 Topic 3
Page4
Emergency Power Level
When the main AC busbars are lost and the standby generator is not available, only the
battery busbar, the emergency busbars and the essential DC busbar can be powered. The
battery powers:
The battery bus bar.
The emergency DC busbar.
The emergency AC busbar via the standby inverter.
Essential DC if the engine START MASTER is at ON.
With the START MASTER OFF, this condition is known as the emergency power level.
Ground Service Busbar
The ground service busbar is a sub-busbar of AC BUS 2. However the ground service
busbar can be connected directly to the EXT AC supply leaving the rest of the aircraft
busbars unpowered.
The ground service busbar allows domestic servicing and maintenance to be carried out
with all other busbars unpowered. The ground service busbar supplies:
Cabin lighting and flight deck entry lights.
Cargo, hydraulic, avionic, air conditioning and gear bay lights.
Navigation lights.
Vacuum cleaner sockets.
Flying control circuit heaters.
Water pipe heaters.
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Volume 1
ELECTRICAL SYSTEM
Busbars
Chapt er 8 Topic 3
Page 5
EMERG/BATT and ESS/BATT Busbars

An EMERG/ BATT busbar and an ESS/ BATT busbar are normally sub-busbars of the BATT
1 busb ar. The EMERG/ BATT and ESS/BATT busbars are shown schematically in Figure
3.4.
When the standby generator is not running and battery 1 is not being charged:
The EMERG/ BATT busbar is transferred to the EMERG DC busbar.

The ESS/ BATT busbar is transferred to the ESS/DC busbar.
Figure 3.4- EMERG/BATT and ESS/BATT Busbars
Normally:
~
EMERG/BATT is connected to BATT 1 BUS.
~
ESS/ BATT is connected! to BATT 1 BUS.
EMERG DC
Batteny
>contactors
1'?#1
BATT1
BATT 1 BUS
#2?1
I
BATT 2 BUS
ESS DC
ESS/EMERG ACO
r-
Arrows show
direction of
current flow.
BATT2
! ~~ ................... J.,

EMERG/BATT is connected to EMERG DC.
)>
ESS/BATT is connected! to ESS DC.
i-v 1-08-00098
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Volume 1
ELECTRICAL SYSTEM
Bus bars
Chapter 8 Topic 3
Page6
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General
The APU and engine-driven generators are identical. The generator is oil-cooled. It
delivers three-phase AC power at 115/200 V. Generator speed is controlled so that power
is delivered at a nominal frequency of 400 Hz.
Each generator has a control unit (GCU). The GCU controls its generator and provides
fault protection. The arrangement is shown schema1ically in Figure 4.1 .
The generator is in three parts; a single-phase permanent magnet generator (PMG), a
three-phase exciter generator and a main three-phase generator. The PMG consists of a
rotating permanent magnet and a static coil. The exciter generator consists of a static
electromagnet and three rotating coils. The three-phase generator consists of a rotating
electromagnet and three static coils. The permanent magnet, the rotating coils and the
electromagnet are on the same shaft. The exciter generator output is rectified; this de
supply powers the AC generator's rotating electromagnet.
The output from the PMG powers the GCU. The GCU energises the three-phase
generator by powering the exciter static electromagnet. By varying the supply to the static
electromagnet, the GCU controls the strength of the rotating electromagnet and thus the
main AC generator's voltage.
Each generator has a three-position GEN switch: ON, OFF LINE and OFF/RESET.
At OFF/RESET, the GCU supply to the electromagnet is removed, and so the generator is
de-energised.
At OFF LINE and ON, the PMG powers the electro-magnet providing the GCU has not
sensed a fault that requires the generator to be de-energised.
At ON:
An engine generator contactor will be closed if its generator is energised.

The APU generator contactor will be closed if the APU generator is energised and
the EXT AC is not in use.
If an outboard engine fire handle is pulled past the baulk, the associated generator will be
deen-ergised and its contactor opened regardless of the position of the associated GEN
switch.
The APU generator receives a running signal from the APU - the same signal that
illuminates an APU PWR AVAILABLE annunciator on the flight deck APU panel. If the
signal is not received, the APU generator will not be energised.
There is an amber GEN OFF LINE annunciator for each generator on the flight deck
electric panel. A GEN OFF LINE annunciator indicates that its generator contactor is
open. To prevent a nuisance warning, the APU GEN OFF LINE annunciator is inhibited
when the APU is not running.
APU and engine generator voltage, frequency and load current are sensed between the
contactor and the generator; so voltage and frequency can be seen before the associated
generator switch is selected to ON. Busbar load on a generator is not seen until the
associated contactor is closed.
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Volume 1
ELECTRICAL SYSTEM
Engine and A PU Generators
Chapter 8 Topic 4
Page 2
Figure 4.1 -Engine and APU Generator

Engine GCUs only
associated fi re handle
APU GCU only

APU running signal
GEN
ON
OFF
LINE
APU PWR
AVAILABLE
GCU
OFF/RESET
I
PMG output
Static coil
Shaft Rotating
'-"-"'-r'-i magnet
PMG
Exciter field supply
Rotating
coils and
rectifier
Monitoring
Vol ts
Static
electromagnet
Exciter
Contactor
control
Frequenc y
Generator
contactor
Rotating
electromagnet
Main AC generator.
GENERATOR
A mp s
GEN
OFF LINE
..
Bus-tie and
transfer
system
PMG supply available once generator is driven.

GCU uses PMG supply to control the field of the exciter generator and thus the
strength of the electro-magnet in the main AC generator.
GCU de-energises the generator by removing the supply to the electro-magnet.
GCU controls the main AC output voltage by varying the level of the exciter field.
OFF/RESET:
.> 3-phase generator de-energised .
.> Generator contactor open.

OFF LINE:
.> 3-phase generator energised and voltage controlled.
.> Generator contactor open.

ON :
.> 3-phase generator energised and voltage controlled.
.>
Generator contactor closed.
If fire handle pulled past baulk, regardless of switch position:
.> Associated generator- de-energised .

.> Associated contactor - open.
GEN OFF LINE:
Engine generator - contactor open.
APU generator - contactor open and APU runnmg
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Volume 1
ELECTRICAL SYSTEM
Engine and APU Generators
Chapt er 8 Topic 4
Page 3
Engine Generator Speed Control

The engine driven generator is driven by the engine accessory gearbox via a constant
speed drive (CSD). The arrangement is shown in Figure 4.2. The engine generator and
CSD are normally supplied as one part called an integrated drive generator (lOG).
The generator requires a speed of 12,000 rpm to give a frequency of 400Hz. The CSD
maintains this speed once N2 is above 45%.
The CSD is a hydro-mechanical device: that is, it has a hydraulic part and a mechanical
part. The CSD has a self contained oil system ; the oil is used for lubrica1ion and cooling
and as hydraulic fluid in the hydraulic part of the CSD.
Figure 4.2 - Engine Generator Drive
I
LP turbine
HP shaft ,'
\
Generator and constant speed drive together
Compressor
~~=~
LP""s~~
naft~~~ Fan I
called integrated drive genemtor- lOG

Output: 115/200V - three phase- 400 Hz
HP turbine
Accessory
gearbox
Generator
Sight..glass
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 4
Page 4
Princ iple of the CSD

The principle of the hydro-mechanical CSD is shown schematically in Figure 4.3.
The major mechanical part is a differential gearbox. The output of the differential gearbox
drives the generator.
The hydraulic part consists of a hydraulic pump and a hydraulic motor. The pump uses
CSD oil as hydraulic fluid. The pump output hydraulically drives the motor.
The accessory gearbox and the pump motor are the inputs to the differential gearbox. The
output speed is a combination of the accessory drive speed and the motor speed. The
motor can run in either direction so that it can reduce or increase the output speed of the
differential gearbox.
A governor senses the output speed error of the differential gearbox. A hydro-mechanical
signal from the governor controls the flow direction and pressure of the pump and thus the
motor speed and direction.
The motor speed and direction is controlled so that the output speed of the differential
gearbox is maintained at 12,000 rpm.
Figure 4.3 - Pr inciple of the CSD
t
"
~
Hydrauli:c
pump
Hydraulic link
Hydraulic
motor
-=
.
.
..
: Governor 1 [
Governor:
Detects error in
generator drive
speed
Pump:
Controls speed and
direction of hydraulic motor
Generator
drive
Hydraulic motor:
Trims differential
gearbox output
to 12,000 rpm
Error signal:
Controls flow direction and
pressure of hydraulic pump
Differential gearbox
Input speed from accessory gearbox modified by
hydraulic motor speed to maintain output speed of
12,000 rpm
Accessory
gearbox
drive
CSD
Rotary mechanical drive
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Volume 1
Chapt er 8 Topic 4
Page 5
ELECTRICAL SYSTEM
CSD Oil Cooling

CSD oil cooling is shown pictorially in Figure 4.4.
Oil passes from the CSD to the generator and returns to the CSD having cooled and
lubricated the generator. The oil then leaves the CSD for an oil cooler in the engine fan
bypass duct. Air from the fan cools the oil ; the oil then returns to the CSD.
If the temperature of the oil leaving the CSD for the cooler rises above 160C, a
DRIVE HI TEMP annunciator for the associated generator illuminates on the flight deck
electric panel ; the generator should be switched off to reduce the cooling requirement. If
the oil temperature in the CSD rises above 1790C, a solder ring melts and the drive-link is
disconnected from the gearbox.
Figure 4.4 - Engine Generator Cooling
Bypass duct
Fan air cools !hi! 041
Oil cooler
4
Solder ring
Temperature switch
Accessory
gearbox
4
FCOM:Vl -002
Constant
speed drive ~=G
:_
e_ne_ra_to_r_
011~ r
bovo10C
l rt oil temperature rises above 179"C,.
Solder ring melts
,.
CSD disconnects from ac::cesse>ty gearbox
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 4
Page6
CSD Oil
The CSD has a pressure oil replenishment point and two sight-glasses; these are shown
in Figure 4.2 and Figure 4.5. The sight-glasses are on each side of the generator.
The outboard engines and their CSDs are identical. However, the aircraft wing has
significant anhedral and for a given quantity of oil in the CSD, both outboard sight-glasses
will read the same level and both inboard sight-glasses will read the same level; but the
inboard and outboard levels will be different. The sight-glasses are calibrated so that the
inboard sight-glass is correct. The outboard sight-glass will over-read.
There are two silver bands on either side of each sight-glass; if the level is between the two
bands on the inboard sight-glass, the level is satisfactory.
Both sight-glasses can be seen when the engine zone 1 doors are open. An IDG
sight-glass door is on each zone 1 cowling door; so there are eight altogether. However,
only the sight-glass doors on the inboard cowl doors of the outboard engines are marked.
They are identified :as IDG sight-glass doors and are marked wi th the correct brand and
type of oil to be used. Only the brand & type of oil marked on the door should be used.
Figure 4.5 - Sight-glasses and Door
Engne 1 from
lOG Sight-gla$.$ Door
the right
lOG SIGHT GLASS

100 OIL
MOBIL JET OIL. t1
f I
Example type & brand
Inboard Slght-glas.s
Outboard Sight-glass
Oil quantity the same
,.
;..
Inboard correct and near the middle of

the acceptable range.
Outboard over-reads slgnlficanUy.
~ I Silver bands mart\ acceptable range

Reminder to use Inboard sight-glass
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Chapt er 8 Topic 4
Page 7
APU Generator Drive

There are two types of APU: the Garrett APU and the Sundstrand APU. Each drives the
same generator. There is no need for a constant speed drive because the APU runs at
constant speed. The arrang ements are shown schematically in Figure 4.6. Photographs
are in Figure 4 .7 and Figure 4.8.
The generator delivers 3-phase AC at 115/200 V and 400 Hz.
Each APU drives an accessory gearbox. The accessory gearbox drives the generator.
The Sundstrand APU accessory gearbox drives the generator directly; oil from the
Sundstrand accessory gearbox cools the generator.
The Garrett APU accessory gearbox drives the generator through an adapter gearbox.
The adapter gearbox has a self-contained oil system ; the adapter gearbox oil cools the
generator.
A few seconds after the APU has been successfully started, the APU is ready to deliver
power. Once ready to deliver power:

Figure 4.6 - APU Generator Drive
1\
AP~
Compressor
Garrett APU
Accessory
gearbox ~
Turbine
APU ready to
deliver power.
Su ndstrand
APU
trurbine
FCOM:V1 -002
Generator
L______
Generator output:
115/200V - three phase - 400 Hz
APU PWR
AVAILABLE
1\
Adapter
gearbox
rc:::::
Accessory
gearbox Generator
APUL______
1-V 1-08-00065
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 4
Page8
Figure 4-1 - Garrett APU - Below
,,
Figure 4-8 - Sundstrand APU - Below
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Chapt er 8 Topic 4
Page9
Garrett APU Generato r Cooling

The adapter gearbox has a self-contained oil system. The system is shown in Figure 4.9.
Oil passes from the adapter gearbox to the generator and returns to the adapter gearbox
having cooled the generator. The oil then leaves the gearbox for an oil cooler in the APU
bay; the oil returns from the cooler to the adapter gearbox. The oil is cooled by air. A fan ,
driven by the accessory gearbox, draws air through an inlet on the left side of the APU
door; the air passes through the cooler and leaves the aircraft through an outlet above the
APU door on the left side of the aircraft.
Oil pressure and oil temperature in the adapter gearbox are monitored. If a low pressure
or high temperature condition is sensed, an amber APU DRIVE FAIL annunciator will
illuminate on the flight deck electric panel.
On the ground, the APU will automatically shutdown when the APU DRIVE FAIL
illuminates; automatic shutdown will not occur when the aircraft is airborne.
Figure 4.9 - Garrett APU Generator Cooling
Oil cooler
Cooling air
Intake on
APU door.
Adapter ~;---1
gearbox "4j1:::G_e_n_e_ra_t_o_r J
Accessory
gearbox
..
Coolin9 air
exhaust.
The annunciator is on
Drection of oil flow
the ELECTRIC panel.

laj...
Ot
arbo~:
pr~5Ure
OR
I-Yl -08-00076
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 4
Page 10
Sundstrand APU Generator Cooling

The generator is cooled by oil from the accessory gearbox. The system is shown in Figure
4.10.
Oil passes from the accessory gearbox to the generator and returns to the accessory
gearbox having cooled the generator. The oil then leaves the accessory gearbox for an oil
cooler in the APU bay; the oil returns from the cooler to the accessory gearbox. The oil is
cooled by air. A fan, driven by the accessor y gearbox, draws air through an inlet on the left
side of the APU door; the air passes through the cooler and leaves the aircraft through an
outlet on the lower right side of the APU door. The outlet has an additional function ; it is
also the inlet for the fire lance of a ground fire extinguisher.
Oil delivery to the generator is monitored for low pressure. Oil temperature in the
accessory gearbox is monitored for high temperature. If a low pressure or high
temperature is sensed, the APU will automatically shutdown; an AUTO SHUTDOWN
annunciator on the flight deck APU panel will illuminate. Automatic shutdown occurs both
on the ground and in flight.
Figure 4.10 - Sundstrand APU Generator Cooling

Right side of APU door
Lert side of APU door
-,-
Oil cooter
Cooling air
intake on
APU
accessory
APU door
Cooling air
exhaust
gearbox ....-
4
AUTO SHUTDOWN gl\IOin if ecce. .ory
Anunnciator
on APU panel
AUTO
SHU TOOl
gearbox.
,. 011
~uu' to
{J&Mr'lltOf low
Or
,. 011 t
m~ lure high
ticaHy shutdown In
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Volume 1
ELECTRICAL SYSTEM
Chapt er 8 Topic 4
Page 11
Garrett Adapter Gearbox Oil Replenishment

The adapter gearbox has an oil replenishment point on its top surface. The location is
shown in Figure 4.11 . The type and brand of oil to be used is shown on a label close to the
APU door; there is also a label for the accessory gearbox. Only the type and brand of oil
on the label should be used.
The adapter gearbox replenishment point has a bayonet cap. The cap contains a dipstick
with an ADD and a FULL line. Photographs are shown in Figure 4.11 .
More detail about the adapter gearbox is given in the APU chapter.
Figure 4.11 - Garrett APU Adapter Gearbox
Generator
Adapter
gearbox
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 4
Page 12
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
An external 3-phase, 115/200 V, 400 Hz ground power unit (GPU) may be connected to
the aircraft. The connection point is on the right side of the aircraft below the flight deck
windows; it is shown in Figure 5.2. Connection of external AC to the busbars is shown
External AC can be used in two ways:
To power the main AC busbars.
To power the ground service busbar.
An EXT AC switch on the flight deck panel is used to connect ground power to the main
AC busbars. A GRD SERVICE POWER switch in the forward vestibule is used to connect
ground power to the ground service busbar. A green annunciator on each panel and a
green lamp at the connection point indicate that the supply is electrically satisfactory. The
switches and annunciators are shown in Figure 5.1 . Entry lights in the forward vestibule
and a white lamp at the connection point illuminate if the GPU supply is not being used by
the aircraft busbars.
Figure 5.1 - Ground Power Switches and Annunciators
LIGHTING
POWER
OFF
ON
ON
ON
GNDSERVICE
FRONT
ENTRY
REAR
ENTRY
Part of
ELECTRIC
panel.
Ill
PIPE HEATERS
G G 0
i-vl-08-00075
Power Rating
The required maximum power rating of the ground power unit (GPU) depends on its use.
The maximum power rating of the GPU must be at least:
5 kVA if the GPU powers just the ground service bus.

40 kVA if the GPU powers the main busbars but is not used to start the engines; a
rating of 20 kV A is satisfactory if the AC pump and large galley loads are not used.
The large galley loads are rapid water boilers, coffee makers and ovens.
60 kVA for normal engine starting.

90 kVA for engine starting using cold start power.
FCOM:V1 -002
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Volume 1
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page 2
Figure 5_2 - External AC Connection Point
EXT AC connection point

Avion~cslelectncal
bay
EXT AC not in use lamp

EXT AC available lamp
Gear bay lights switch
Ground crew interphone

connection
Ground power unit plug
Optional EXT PWR NOT SHUT

caption on MWP indtcates that th'8
external power door is not shut
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EXT PWR
NOT SHUT
Nov 01 / 09
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Volume 1
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page3
Connection to the Busbars
From the connection point, the GPU supply is fed to a ground power monitor and two
contactors: the EXT AC contactor and the ground services contactor. The flight deck
switch controls the EXT AC contactor; the vestibule switch controls the ground services
contactor.
If the EXT AC contactor is closed, EXT AC is available to the main AC busbars. The
ground services contactor allows the ground service bus to be supplied by either AC BUS 2
or directly from the GPU. The two contactors are electrically interlocked so that if the
EXT AC contactor is closed, the ground service contactor can only connect AC BUS 2 to
the ground service busbar.
The ground power monitor checks that the GPU voltage and frequency are in the correct
range and that the phase sequencing is correct.
Incorrect phase sequencing will cause motors to run backwards. The phase sequencing
check will also pick up the loss of a phase; loss of a phase can cause motors to overheat.
If all the monitor checks are passed, the three power available indicators illuminate. If the
checks are not passed, the indicators will not illuminate and GPU power cannot be
connected to the aircraft busbars.
The voltage and frequency of some ground power units fl uctuate excessively when power
is initially applied to an engine starter motor. The fluctuations are large enough to cause
the monitor to open the EXT AC contactor. To overcome this, some aircraft have a
modification that disables the ground power monitor during engine start.
The voltage and frequency of the GPU can be displayed on the flight deck meters whether
or not the monitor checks have been passed.
The two aircraft switches have three positions: ON, OFF and an unmarked central
position. The switches are spring-loaded from ON to centre.
If the flight deck switch is at OFF, the EXT AC contactor will be open. If the monitor checks
are passed and the flight deck switch is momentarily selected to ON, the EXT AC contactor
will close whenever the APU GEN is off line. Once the EXT AC contactor is closed,
external AC wi ll be available to the main AC busbars.
If the vestibule switch is at OFF, the ground service busbar will be connected to
AC BUS 2. If the monitor checks are passed and the EXT AC contactor is open and the
vestibule switch is momentarily selected to ON, the GPU will be connected directly to the
ground service busbar via the ground service contactor.
Selecting the vestibule switch to ON will not open the EXT AC contactor, so the flight deck
switch must be selected OFF if the GPU is to be switched from the main busbars to power
the ground services bus directly. If the vestibule switch is held at ON and then the flight
deck switch is selected OFF, a long power interrupt to the ground service busbar will be
avoided. However, selecting the flight deck switch OFF and then momentarily selecting the
vestibule switch to ON will connect the GPU directly to the ground service busbar.
FCOM:V1-002
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Nov 01 /09
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Volume 1
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page 4
Figure 5.3 - External AC Schematic

AC BUS 2
EXTAC
Ground service
contactor
Ground service bus connected to EXT AC if GRD

SERVICE switch momentarily selected ON when:
:> EXT PWR AVAILABLE lit.
Ground service bus
And
:> EXT AC contactor open.
Volts
External power assessed as satisfactory by monitor:

, Volts and frequency within limits.
, Phase sequence correct.
Frequency
Fwd vestibule
Flight deck
GROUND
POWER
AVAIL
EXT AC PWR
AVAILABLE
External power
connection point
EXTERNAL
Fwd
vestibule
POWER
EXTAC
satisfactory
Ground
power
monitor
EXTAC
OFF
POWER
OFF
ON
ON
GRDSERVICE
EXT AC
satisfactory
APU GEN
contactor
position
AVAILABLE. NOT IN
USE
Not in use lamp and dim entry

lights illuminate if:
:> EXT PWR AVAILABLE lit.
And
)>
EXT AC contactor open.
And
)>
Ground service contactor open.
EXTAC
contactor
1 - Contro l
?J+
Position
Contactor
----~____c_o_n_t_ro_I_____________G_r_o_u_n_d_s_e_~_ic_e_c_o_n_t_ac_t_o_rc_o_n_t,rol
Bus-tie and
transfer system
If the EXT AC switch has been selected ON and the EXT

PWR AVAILABLE annunciator is lit, the EXT AC contactor
will close whenever the APU GEN contactor is open.
i-v108-00074
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page 5
EXT AC Not in Use
There are two light units on the roof of the forward vestibule. Each one contains
fluorescent lamps and a low power incandescent lamp. The low power lamps are known
as the dim entry lights.
If the EXT AC contactor is open and the ground service busbar is connected to AC BUS 2
and the monitor checks are passed, the not in use white lamp and the dim entry lights will
illuminate; otherwise, the not-in-use lamp and the dim entry lights will be out.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
ELECTRICAL SYSTEM
External AC
Chapter 8 Topic 5
Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Interlocked Contactors
The AC bus-tie and transfer system controls five pairs of contactors. Each pair is both
mechanically and electrically interlocked. The pair of contactors can take one of three
states, as shown in Figure 6. 1:
Both contactors open .
Contactor A closed and B open.

Contactor A open and B closed.
Both contactors cannot be closed at the same time.

Figure 6.1 -Possible Positions of Interlocked Contactors
Contac!or
0 ~0
o Ho
Contactor
6
Both contactors open
Contactor
A
~ 0
oH
Contactor
Contactor
A closed & 8 open
0 ~ Contactor
0 Ho
B
A open & B closed
Generator Contactors
Each generator contactor is one of a pair of interlocked contactors. The other contactor is
a bus transfer contactor. Generator 1 contactor is paired with bus transfer contactor 1 and
generator 4 contactor is paired with bus transfer contactor 2. This is shown schematically
in Figure 6.2.
Generator 1 contactor connects generator 1 to AC BUS 1; generator 1 is the preferred
source for AC BUS 1. Bus transfer contactor 1 allows another source to power AC BUS 1
if generator 1 is not available . AC BUS 1 cannot supply power via bus transfer contactor 1.
Generator 4 contactor connects generator 4 to AC BUS 2; generator 4 is the preferred
source for AC BUS 2. Bus transfer contactor 2 allows another source to power AC BUS 2
if generator 4 is not available . AC BUS 2 cannot supply power via bus transfer contactor 2.
Figure 6.2 - Generator and Bus Transfer Contactors
GEN 1
GEN 1
contactor
Power can only flow in the

direction of the arrows.
AC BUS 1 prefers GEN 1.

AC BUS 2 prefers GEN 4 .
GEN 4
GEN 4
contactor
Bus transfer contactor allows another

s.ource to power associated bus if
associated generator is not available.
i-v1-08-001 02
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
ELECTRICAL SYSTEM
AC Bus-tie and Transfer
Chapter 8 Topic 6
Page 2
Auxiliary Supplies and Bus-tie

The EXT AC and APU GEN contactors form an interlocked pair. This prevents both
auxiliary supplies being used at the same time. This is shown schematically in Figure 6.3.
The system gives the APU generator priority over external AC. If the APU GEN is
available, it must be selected OFF if external AC is to be used.
The auxiliary supply in use is connected by an auxiliary supply line to two auxiliary supply
contactors: #1 and -#2. Auxiliary supply contactor 1 connects to bus transfer contactor 1
and auxiliary supply contactor 2 connects to bus transfer contactor 2. The auxiliary supply
is connected to a busbar by the associated auxiliary supply contactor and bus transfer
contactor.
Each auxiliary contactor is paired with a bus-tie contactor. Bus-tie contactor 2 and bus
transfer 2 contactor together allow generator 1 to power AC BUS 2 via AC BUS 1. Bus tie
contactor 1 and bus transfer contactor 1 together allow generator 4 to power AC BUS 1 via
AC BUS 2.
Figure 6.3 - Auxiliary Supplies and Bus-tie
GEN 4
GEN 1
GEN 1
Bus
#1
GEN 4
contactor
contactor
Auxiliarry supply
Bus tie
i v1 -08-0010 3
AC Bus-tie
The AC system is split into two channels: channel 1 and channel 2. Channel 1 is AC BUS
1 and GEN 1; Channel 2 is AC BUS 2 and GEN 4. The APU GEN and EXT AC are in
neither channel.
If the AC BUS-TIE switch is at OPEN, the two channels are split by forcing the bus-tie
contactors open:
If the AC BUS-TIE switch is at OPEN:
AC BUS 1 cannot be supplied by GEN 4.
AC BUS 2 cannot be supplied by GEN 1.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 6
Page3
Connection Logic
AC power sources cannot be paralleled, so only one AC source can be connected to a

busbar at a time.
If two power sources are available then, regardless of the position of the AC busetie switch,
one will power AC BUS 1 and the other AC BUS 2. The power sources are selected
according to the following priority:
First, the on-side generator: GEN 1 for AC BUS 1 and GEN 4 for AC BUS 2.
Second, the APU GEN.
Third, EXT AC.
If the only AC source available is one engine generator and the bus-tie switch is at AUTO,
the available engine generator will supply both main AC busbars.
If the only AC source available is one engine generator and the bus-tie switch is at OPEN,
one main AC busbar will be lost: AC BUS 2 if the available generator is GEN 1, AC BUS 1
if the available generator is GEN 4.
If the only power source available is EXT AC, it will supply both main AC busbars
regardless of the position of the AC bus-tie switch.
On the ground, the APU GEN will supply both main AC busbars.
In the air, the APU GEN will supply just AC BUS 1; AC BUS 2 will be lost. This feature
ensures that the APU does not surge at the higher altitudes.
Some examples of the operational conditions are shown in the following figures:
Figure 6.4- On the ground with the engine generators not available.
Figure 6.5 - APU and both engine generators on-line.
Figure 6.6- APU GEN and GEN 4 on-line, GEN 1 off-line.
Figure 6.7- EXT AC and GEN 4 on-line, GEN 1 and the APU GEN off-line.
Figure 6.8- Only the engine generators on-line, BUS-TIE AUTO.
Figure 6.9- Only the engine generators on-line, BUS-TIE OPEN.
Figure 6.10- Only GEN 1 on-line, BUS-TIE AUTO.
Figure 6.11 -Only GEN 1 on-line, BUS-TIE OPEN.
Figure 6.12- Airborne, only the APU GEN available.
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 6
Page 4
Figure 6 .4 - On the Ground, Engine Generators not Available

GEN 1
EXT AC contactor
APU GEN contactor
Bus
GEN 1
GEN4
APU GEN
Bus
GEN4
contactor
A uxiliary supply
Bus tie
I Both busbars powered by APU GEN. I

If EXT AC is ON and the APU GEN is OFF:
> APU GEN coratactor opens and EXT AC contactor closes.
;.. EXT AC supplies both busbars.
Power sources being

used and live busbars
are labelled in green.
i-v1 -08-00073
Figure 6.5 - APU and Both Engine Generators On-line

GEN 1
APU GEN
EXT AC contactor
GEN 1
contactor
GEN 4
APU GEN contactor
#1
GEN4
contactor
Auxiliary supply
Bus tie
AC
1powered by GEN 1.1
APU GEN available.
I I
AC 2 powered by GEN
~======~======~=
On the ground, If EXT AC is ON and the APU GEN is turned
OFF :
)> APU GEN contactor opens and EXT AC contactor closes.
>- EXT AC available.
FCOM:V1-002
AVRO 146-RJ Series
4.1
Power sources being

i-v1-08-00072
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Chapt er 8 Topic 6
Page 5
Figure 6.6 - APU GEN and GEN 4 On-line, GEN 1 Off-line
GEN 1
APU GEN
EXT AC contactor
GEN 1
contactor
Bus
G'EN 4
APU GEN contactor
#1
Bus
#2
Auxiliary supply
GEN4
contactor
Bus t ie
I AC 1 powered by APU GEN.
Power sources being

I AC 2 powered by GEN 4. ,
i-v1 -08-00071
Figure 6.7- EXT AC and GEN 4 On-line, GEN 1 and APU GEN Off-line
GEN1
EXTAC
EXT AC contactor
GEN 1
Bus
contactor
GEN 4
APU GEN contactor
#1
Bus
#2
Auxiliary suppl y
GEN4
contactor
Bus t ie
AC 1 powered by EXT AC .
Power sources being

AC 2 powered by GEN 4. ,
i-v1-08-0 0070
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 6
Page6
Figure 6.8- Only the Engine Generators On-line, BUs-TIE AUTO

GEN 1
GEN 1
contactor
GEN4
#1
Bus
#2
tr~nsfer
Bus
GEN 4
contactor
Au xiliary supply
#1
#1
Bu s tie
II
AC 1 powered by GEN 1.
Bus-lie contactors closed.
II
AC 2 powered by GEN
4.1
Power sources being used and

live busbars are labelled in green.
i-v1-08-00069
Figure 6.9 -Only the Engine Generators On-line, BUS TIE OPEN
GEN 1
GEN 1
contactor
GEN4
Bus
#1
t~nsfe~
#1
GEN4
contactor
Auxiliary supply
#1
Bus tie
AC 1 powered by GEN 1.
II
Bus-tie contactors closed.
II
AC 2 powered by GEN
4.1
Power sources being used and

live busbars are labelled in green.
i-v 1-08-00068
FCOM:Vl-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
Chapter 8 Topic 6
Page 7
ELECTRICAL SYSTEM
Figure 6 .10- Only GEN 1 On-line, BUS-TIE AUTO

GEN 1
GEN 1
conta ctor
GEN 4
Bus
#1
Bus
#2
~~
~
:::0:::
GEN 4
.contactor
Auxiliary supply
#1
Bus t ie
Power sources being

I Both busbars powered by GEN 1. I
Figure 6 .11- Only GEN 1 On-line, BUS-TIE OPEN
GEN 1
GEN 1
GEN4
Bus
#1
t~
~
#1
GEN 4
contactor
Auxiliary supply
Bus t ie
lAc
1powered by GEN 1.1
Power sources being
AC 2 not powered. ~

i-v1-08-00089
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
GEN 1
Chapter 8 Topic 6
Page8
GEN4
APUGEN
EXT AC c ontactor
GEN 1
contactor
Bus
#1
#2
Bus
GEN4
contactor
Auxiliary supply
Bus tie
lAc 1 powered by APU GEN.
Power sources being

IAC 2 not powered .1
AC 2 cannot be powered because the aircraft is airborne; this protects the APU from
surge at the higher altitudes.
On the ground, both main ac busbars are powered from the APU GEN.
The APU as the sole power source with the bus-tie at auto is the only case that is
affected by the air/ground state of the aircraft.
i-v1 -08-00101
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 6
Page9
Generator Inhibit During Engine Starting
When the START MASTER is at ON, the AC power source priority is changed by an
engine generator inhibit circuit. A generator inhibit prevents the generator from coming
on-line but does not prevent the generator from being energised. The inhibit logic:
Prevents busbar transfers provided the start source does not fail.
Minimises TR load imbalance because all TRs are supplied from the same source.
If the START MASTER is ON, both engine generators are inhibited if:
The APU GEN is energised.
OR
EXT AC is on (EXT AC contactor closed).
OR
The START PWR switch is at EXT DC.
OR
An engine battery start is selected (if battery start facility fitted).
If the START MASTER is ON and the APU GEN is not energised and EXT AC is off and
the START PWR switch is not at EXT DC and a battery start is not selected:
GEN 4 is inhibited if both engine generators are initially energised.
If only one engine generator is energised, the other is inhibited.
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 6
Page 10
Setting the Power Sources for Engine Start
The generator inhibits are based on the three generator-energised signals, not the on-line
signals. An unwanted generator should be selected to OFF/RESET, not OFF LINE, as the
generator will remain energised at OFF LINE. There are two cases:
If the APU GEN is running and its switch is set to OFF LINE, both engine
generators will be inhibited when the START MASTER is selected ON. If EXT AC
is not on, both main AC busbars will be lost.
If the engine generators are the only start source available and GEN 1 is set to OFF
LINE, GEN 4 will be inhibited when the START MASTER is selected ON. Both
main AC busbars will be lost.
If the starting source in use fails during the start, the starter motor disengages from the
engine; if the start is taken up by another source, the starter is re-engaged to a turning
engine and can be damaged. The inhibit circuit only prevents this from happening in the
case of an EXT DC start. To avoid starter motor damage when EXT DC is not being used:
Set the engine generator(s) not required for starting to OFF/RESET.
If EXT AC is available but is not to be used for starting, set it to OFF.
If the APU is running and the APU GEN is not to be used for starting, set the APU
GEN to OFF/RESET.
The squat switch signal to the start circuit fails to the ground case when DC BUS 2 is lost.
If the START MASTER is ON and DC BUS 2 is lost, the generator inhibit circuit will be
invoked in the air. The START MASTER should only be selected ON in accordance with
approved procedures.
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General
Each GCU has a fault-detection and protection function. The GCU detects faults:
Within its generator.
In the lines between its generator and its associated contactor (feeder faults).
On a busbar it is supplying.
If a GCU detects a fault it:

Takes its generator off-line.
De-energises its generator for all faults except under-frequency.

Latches the fault in for all faults except under-frequency.
The ground power monitor detects faults within the ground power unit. If a fault is
detected, the monitor opens the EXT AC contactor and ground service contactor.
Fuses in the EXT AC supply lines provide over-current protection.
Generator Faults
The GCU detects the following generator faults:
Under and over-frequency.
Under and over -voltage.
If an outboard engine drops significantly below idle, the generator will be taken off-line due
to under-frequency. Because an under-frequency fault is not latched in and does not
de-energise the generator, the generator will automatically come back on-line if the engine
speed recovers. If the engine speed oscillates around the under-frequency trip value, the
generator may cycle on and off-line.
Feeder Faults
The generator contactors are in the electrical bay, which means the lines between the
contactors and their generators are long. These lines are monitored for high currents. The
method of detection also detects short circuits within the generator.
Resetting Generator and Feeder Faults
The fault protection latch is removed by selecting the associated generator switch to
OFF/RESET. In the case of a transient fault, the generator can be reset by selecting
OFF/RESET; when OFF LINE is subsequently selected, the generator should be
re-energised; when ON is subsequently selected, t he associated generator should come
on-line.
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
Main AC Fault Protection
Chapter 8 Topic 7
Page2
Busbar Faults
Two busbar faults are detected:
Over-current.
Unbalanced current~
Unbalanced current is an imbalance in current between the three phases. Loss of a phase
is also detected by this detector.
If the GCU detects a busbar fault, it:
Opens its generator line contactor.
De-energises its generator.
In the case of GEN 1 GCU, forces open the # 1 aux supply, # 1 bus transfer and
both bus-tie contactors. Thus AC BUS 1 cannot be fed by any other power source.
In the case of GEN 4 GCU, forces open the # 2 aux supply, # 2 bus transfer and
both bus-tie contactors. Thus AC BUS 2 cannot be fed by any other power source.
In the case of the APU GCU, forces open both bus-tie contactors. Thus, it is not
possible for both engine generators to be subsequently exposed to the fault.
Latches the fault in.
The latch de-energising the generator and holding its contactor open is removed when the
associated generator switch is set to OFF/RESET. However, the bus-tie contactors remain
latched open and, in the case of the engine GCUs, the relevant aux supply and bus
transfer contactors remain latched open. The latch can only be removed by maintenance
action at the GCU.
If the busbar fault is transient:
The generator can be brought back on-line in the same way as after a transient
generator or feeder fault.
If the fault has been detected by GCU 1, AC BUS 1 can only be fed by GEN 1 and
GEN 1 cannot feed AC BUS 2.
If the fault has been detected by GCU 4, AC BUS 2 can only be fed by GEN 4 and
GEN 4 cannot feed AC BUS 1.
If the fault has been detected by the APU GCU, GEN 1 can only feed AC BUS 1,
GEN 4 can only feed AC BUS 2, but the APU can feed either main AC busbar.
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General
Auto cut-outs (ACOs) are used in the electrical system to link DC busbars together and to
connect the TRs to the DC busbars.
Remotely controlled circuit breakers (RCCBs) carry high currents but are controlled by low
current circuit breakers.
A COs
The ACOs act as contactors making and breaking a connection between two DC
components. The DC components are connected to terminals A and B of the ACO as
An ACO can operate as a simple contactor or it can operate automatically.
When operating as a simple con tactor, current can flow in either direction: A to B or B to A.
When operating automatically, current is only allowed to flow in one direction: A to B.
The ACO has two paths between A and B: a low current path and a high current path.
In Figure 8.1 , the low current path is shown in blue and the high current path is shown in
red. The high current path is made by a main contactor and the low current path by a low
current contactor. A diode ensures that current in the low current path can only flow from A
to B. Current can flow in either direction in the high .current path.
The automatic operation of an ACO is controlled by circuits within it. Signals from the DC
system determine whether the ACO is to operate as a simple contactor or automatically.
There are two signals: auto and close. The auto signal is the voltage at A.
When the close signal is connected to the ACO, both contactors are closed and current
can flow in either direction.
When neither the close nor the auto signal is present, both contactors are open.
When just the auto signal is present:
Both contactors close when the voltage at A rises above 24 V.

If the current is high in the direction from A to B, both contactors remain closed.
If the current becomes low in the direction A to B, the main contactor opens.
Current flow in the direction B to A is now prevented by the diode.
Both contactors open if the voltage at A falls below 18 V.
The symbol for an ACO is shown in Figure 8.2. The arrow represents the direction of
current flow when the contactor is operating automatically.
FCOM:Vt -002
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Volume 1
ELECTRICAL SYSTEM
ACOs and RCCBs
Chapter 8 Topic 8
Page 2
Figure 8-1 - Auto Cut-out Principle

ACO
Main
contactor
I Busbar or TR :
A
Auto
s ignal
Low current
contactor
~
Diode
s witch or rel ay to
re move auto signal
o""'
--
I Busbar
I
::::r::::
~~ -
Control circuit
Close signal
!
()
Switch o r relay to
apply clo se signal
If the automatic signal is present but there is no close signal:

)>- Contactors close when voltage at A is greater than 24 V
>
}-
Contactors open when voltage at A is less than 18 V

When current is low, main contactor opens so diode prevents cu rrent flow from 8 to A.
If the close signal is present:

}-
>
Both contactors closed

Current can flow from A to B or from B to A
If neither the automatic signal nor the close signal is present:
>
Both contactors open
Figure 8.2 - ACO Symbol
_.
00
The arrow shows the direction of current flow in the automatic mode
FCOM:V1-002
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AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
ACOs and RCCBs
Chapt er 8 Topic 8
Page 3
RCCBs
RCCBs carry high electric currents but are remotely controlled through V2 amp circuit
breakers on the flight deck roof panel. An RCCB is shown schematically in Figure 8 .3 .
Each RCCB has a contactor controlled by a logic circuit within the RCCB. The contactor is
signalled to close when the logic is connected to earth; the contactor is signalled to open
when the earth is removed; the earth is routed via the flight deck circuit breaker. The
RCCB can be controlled by tripping and setting the flight deck circuit breaker.
In some circuits, the RCCB is controlled by switchi ng the earth on and off; the switching
circuit is placed either between the earth and the flight deck circuit breaker or between the
logic and the flight deck circuit breaker. The switching circuit can be cont rolled manually,
automatically or both manually and automatically.
The logic circuit requires power to change the contactor position. The power for the logic
comes from the busbar supplying the RCCB.
If the flight deck circuit breaker is tripped or the line between the logic and earth is broken,
the contactor will open provided there is power on th e busbar.
If the flight deck circuit breaker is set and the line between the logic and earth is made, the
contactor will close provided there is power on the busbar.
The RCCB also has a mechanical device that will open the RCCB contactor if a too high a
current flows from the AC bus to the service; once the RCCB has opened, the flight deck
circuit breaker will trip provided the line between the logic and the earth is made.
Figure 8.3 - RC CB
BUSBAR
RCCB
1: J Logic
Flight deck
circuit breaker
-1
1-l
I Service I
0 ~---1
0 p tional
switch
Service can be controlled remotely by:

> Operating flight deck circuit breaker
OR
> Opening the switch
FCOM:V1 -002
-Earth
RCCB contactor opened by mechanical

device or logic
L-----------------------~
If power on busbar, contactor will open if

earth is removed from logic
Earth removed from logic if flight deck cb
tripped or optional switch is opened
If overcurrent through RCCB:

> Mechanical device will open contactor
> Logic will trip flight deck cb if switch is made
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
ACOs and RCCBs
Chapter 8 Topic 8
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
Transformer rectifiers (TRs) convert the main AC to DC. Each TR has a three-phase
transformer and a rectifier. The output is normally 28 V DC, but it can be raised to 36 V for
engine starting in very cold conditions.
The TRs power the two main DC busbars. AC BUS 1 powers DC BUS 1 via TR 1. AC
BUS 2 powers DC BUS 2 via TR 2.
A TR is connected to its associated mai n AC busbar by a remotely controlled circuit
breaker (RCCB).
Each TR has two outputs : one to power the DC busbars and one for engine starting. The
starting output from TR 1 is also used to start the APU.
The DC output is connected t o the associated main DC busbar by a TR contactor.
The TR connections are shown schematically in Figure 9.1 .
RCCB
The RCCB is remotely controlled by a Y2 amp circuit breaker on the flight deck overhead
panel. There is no other remote control for the RCCB.
The TR has a fault detection circuit. When the TR detects a fault, it sends a signal to the
logic circuit. The logic circuit then trips the flight deck circuit breaker which causes the
RCCB to open.
TR Contactor
Normally, the TR contactor closes when AC power is applied to the TR. The TR contactor
will open when the TR's RCCB is tripped. If the associated main AC bus fails, the TR
contactor remains closed until its RCCB is tripped or the associated main DC busbar is
de-powered.
If a cold engine start is selected, the TR contactor opens to ensure that 36 V is not applied
to the aircraft services other than the engine starter motors.
Starti ng
Two TRs are required for engine starts. If one fails, engine starts using the TRs cannot be
made.
TR 1 can provide power to start the APU; TR 2 cannot provide power to start the APU.
FCOM:V1 -002
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Volume 1
ELECTRICAL SYSTEM
Transformer Rectifiers
Chapter 8 Topic 9
Page 2
Figure 9-1 - TR Schematic

RCCB contactor opened by mechanical
device or logic.
If flight deck circuit breaker tripped and power
on ac bus or de bus, contactor will open.
TR fault or overcurrent, RCCB and flight deck
circuit breaker will trip.
AC BUS 1 forTR 1.
AC BUS 2 ifor TR 2.
MAIN A C BUS
Flight deck.
circuit breaker
RCCB
Starting supply:
,..
J:.
TR 1 and 2 for engines.

Need both serviceable to start engines.
>
>
APU TR start from TR 1 only.
TR
Start output normally 28 V.

Starting
supply
If cold start selected:
>
>
>
Earth
TR contactor opens.
Ammeter zero.
Busbar
supply
TR output to 36 V - will be shown on DC voltmeter.
Ammeter for each TR.

Only busbar loads shown.
Load sharing not even, especially at low loads.
Engine and APU starting loads not shown.
VDC
_ . . . . .,
TR volts normally 28.

TR volts 36 when cold start selected.
>
_........10
J:.
Closes when TR is powered.

Opens when RCCB is tripped.
>
Opens when cold start selected.
30.........._
20
I \.
1:
TR c ontactor:
40 ......._
TR contactor
MAIN D C BUS
DC BUS 1 for TR 1 .
DC BUS 2 for TR 2.
i-v1 -08-00090
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 9
Page3
TR Load
The TR ammeter senses current in the line to the ACO; the ammeter does not sense the
current in the starting line, so TR current to the APU and engine starter motors is not
shown in the ammeter.
When the TRs are paralleled and powered from different AC power sources, the TR loads
may be quite different; a difference of 50 amps is not uncommon. At low loads, one of the
TRs may take most of the load, with the other taking a load close to zero. Generator or
load switching may cause the load to flip from one TR to another.
Two TRs are required for engine starting. If one TR is not powered, then the engines
cannot be started via the TRs. If a TR loses AC power during a start, power will be lost to
the starter motor.
TR Voltage
The TR voltage is normally close to 28 V. It must be between 25 and 30 V but the

difference between any two TRs must not be greater than 2 V.
If an otherwise serviceable TR is not connected to its busbar, its voltage will be around
32 v.
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AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Chapter 8 Topic 9
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
Figure 10.1 shows the DC system schematically.

The DC system is affected by the following switches on the flight deck electric panel :
A two-position DC BUS-TIE switch: OPEN and AUTO.
A two-position BATT 1 switch: OFF and ON.

An optional two-position BATT 2 switch: OFF and ON.
Three-position STBY GEN switch: ARM, OFF and 0/RIDE.
Power for the main DC busbars is supplied by two TRs. TR 1 supplies DC BUS 1. TR 2
supplies DC BUS 2.
A COs link the DC busbars. Figure 10.2 summarises the ACO operation.
The DC 1/EMERG ACO links DC 1 to EMERG DC ; the DC 2/ESS ACO links DC 2 to ESS
DC; the ESS/EMERG ACO links ESS DC to EMERG DC.
The DC bus-tie contactor connects the two main DC busbars.
In normal operation:
The bus-tie contactor is closed.
The three ACOs linking the DC busbars operate in the automatic mode passing
current from the main busbars towards EMERG DC.
When the DC BUS TIE switch is open:
The bus-tie contactor and the DC 2/ESS ACO are open.

The ESS/EMERG ACO is forced closed if there is power on DC BUS 1. Current
can now pass from EMERG DC to ESS DC, the opposite direction to flow in the
auto mode.
A START MASTER switch is on the ENGINES panel. The switch has two positions: OFF
and ON. On the ground when the switch is ON, the ESS/EMERG ACO is forced closed to
allow EMERG DC to power ESS DC during engine starting without the main AC busbars
powered.
Battery 1 is connected to EMERG DC by BATT 1 contactor. The contactor is controlled by
the BATT 1 switch. The optional second battery is connected via BATT 2 contactor to
EMERG DC. The BATT 2 switch controls the BATT contactor.
The standby generator can power essential DC and emergency DC via the standby
generator DC contactor. The standby generator cannot:
Power DC BUS 1 or DC BUS 2.
Charge the batteries.
Power the standby inverter or the DC pump.
The standby generator is monitored and controlled by its generator control unit (GCU).
The STBY GEN switch signals the GCU. The GCU controls the contactor.
FCOM:V1-002
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AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
DC B usb ars
Chapter 8 Topic 10
Page 2
Figure 10.1 -DC System Schematic

STBY
TR 1
TR 2
r--~ GEN
STBYGEN
ARM
TR 1 contactor
1---~ STBY GEN

GCU
OFF
'----
tby gen DC
contactor
TR 2 contactor
0 /RIDE
DC 1/EMERG AGO
ESS/EME RGACO
DC BUS 1
DC 2/ESSACO
+--
EMERG DC
Battery
contactors
#1
#2
+--
ESS DC
Bus-tie open
flow direction
START
MASTER
ON
:;:;- :r;:
~
DC BUS 2
DC
BUS-TIE
AUTO
OPEN
OFF
BATT BATT
1 ON 2
BATT 1
BATT2BUS]
I
BATT2
OFF
BATT2
Optional
Bus-tie
contactor
.l'l- "
Current flow:
))- Arrows over ACOs show direction of flow in the automatic mode.
.J;> In the bus-tie circuit, current flow is allowed in both directions; thus any one TR can
support all the de loads.
j;> Current flow is allowed in both directions between the batteries and EM ERG DC; thus
the TRs can charge the batteries and tlhe batteries can power !EM ERG DC if the TRs
are lost.
Bus-tie switch open:
)- Bus-tie contactor and DC 2/ESS ACO open.
)- ESS/EMERG ACO forced closed to allow current to flow from EM ERG DC to ESS DC.
Start master switch at ON and o n-ground signal given:
J;> ESS/EMERG ACO forced closed to allow current to flow from EM ERG DC to ESS DC.
i-v l -08-00091
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AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 1o
Page3
DC 1/EMERG ACO
The DC 1/ EMERG ACO operates in the automatic mode with the voltage on DC BUS 1 as
the auto signal. The ACO is closed when the voltage on DC BUS 1 is normal and open
when the voltage is low. Current can flow from DC BUS 1 to EMERG DC but not from
EMERG DC to DC BUS 1.
DC 2/ESS ACO
If the DC BUS TIE switch is at AUTO, the DC 2/ESS ACO operates in the automatic mode
with the voltage on DC BUS 2 as the auto signal. With the DC BUS TIE switch at AUTO:
The ACO is closed when the voltage on DC BUS 2 is normal and open when the
voltage is low.
Current can flow from DC BUS 2 to ESS DC but not from ESS DC to DC BUS 2.
When the BUS TIE switch is at OPEN, the DC BUS 2/ESS ACO is forced open.
ESS/EMERG ACO
The ESS/EMERG ACO normally operates in the automatic mode with the voltage on ESS
DC as the auto signal. The ACO can also be forced closed or forced open.
In the automatic mode, the ACO is closed when the voltage is normal on ESS DC and
open when the voltage is low. Current can flow from ESS DC to EMERG DC but not from
EMERG DC to ESS DC.
If the START MASTER is ON and the aircraft is on the ground, the ACO is forced closed.
Thus power can flow in both directions. This allows the batteries to power essential DC via
emergency DC during a start without the main AC busbars powered
If DC BUS 2 is lost, the ACO is forced closed when START MASTER is at ON and the
aircraft is airborne. This feature is useful at the emergency power level because it allows
ESS DC to be regained. However, battery life is reduced if ESS DC is powered.
The START MASTER should only be selected ON in accordance with approved
procedures as it can inhibit the automatic and open functions of the ESS/ EMERG ACO.
With the bus-tie switch at open, the DC 2/ESS ACO will be open and so DC 2 cannot
power ESS DC. If the ESS/EMERG ACO were to remain in the automatic mode, ESS DC
would not be powered. However, whenever there is power on DC 1 and the bus-tie
contactor is open, the ESS/EMERG ACO is forced closed. This DC 1 supplies ESS DC via
EMERG DC when the bus-tie switch is selected open.
If the signal to force the ESS/EMERG ACO closed is not present and the standby
generator is running, the ACO will be forced open whenever the standby inverter or DC
pump is running. This prevents the standby generator from being overloaded.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 10
Page 4
Figure 10.2- ACO Operation
~
I
TR Contactor
~
TR 1 contactor
Closes when TR is powered.

Opens when RCCB is tripped.
Opens when cold start selected.
TR 2 contactor lc
DC 2/ESS ACO
DC 1/EMERG ACO
;;;.. Closes when DC 1 voltage
rises above 24 V.
~ Opens when DC 1 voltage
falls below 18 V.
J;> Prevents reverse current.
Bus-tie switch at OPEN:

~ ACOopen.
Bus-tie switch at AUTO:
)>. Closes when DC 2 voltage
rises above 24 V.
~ Opens when DC 2 voltage
falls below 18 V.
)>. Prevents reverse current.
~
ACO
ACO
DC BUS 1
ACO
+-
EMERG DC
ESSDC
--+
+-
DC BUS 2
Bus-tie open flow direction
.---------------------------~----.
ESS/EMERG ACO
Ground signal given if:

;;;.. Aircraft on ground.
OR
~ Aircraft airborne and DC 2
failed.
Forced closed if:

~ START MASTER ON and ground signal given.
OR
~ DC 1/EMERG ACO closed and bus-tie contactor
~------------------~"
open.
Forced open if:
}> Not forced closed.
Bus-tie Contactor
AND
Bus-tie switch at OPEN :
~
STBY GEN delivering power.
}> Bus-tie contactor open.
AND
Bus-tie switch at AUTO:
r STBY INV or DC pump running.
}> Bus-tie contactor closed if
In all other cases operates in auto mode:
power on DC 1 or DC 2.
~ Closes when ESS DC voltage rises above 24 V.
~ Opens when ESS DC voltage falls below 18 V.
Bus-tie
}> Prevents reverse current.
L:=====~====~~==============:_
;o;;;--;;; contactor
______
FCOM:V1-002
AVRO 146-RJ Series
i-v1-08-00092
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 8 Topic 10
Page 5
ELECTRICAL SYSTEM
DC Bus bars
Operation with Bus-tie Switch at Auto

Figure 10.3 shows the DC system in normal operation.
The system is normally operated with the DC BUS-TIE switch at AUTO, the battery
switches at ON and the STBY GEN switch at ARM. With the TRs powered :
The main DC busbars are connected via the DC bus-tie contactor; thus all the TR
outputs are paralleled.
Current flows from DC BUS 1 to EMERG DC.
Current flows from DC BUS 2 to EM ERG DC via ESS DC.
The batteries are charged by the TRs via EMERG DC.

The standby generator does not run and the standby generator cont actor is open.
Provided the bus-tie contactor is closed, either TR can supply the complete DC load. The
one TR supplies its busbar and, through the busbar contactor, the other main DC busbar.
The current flow to ESS DC and EMERG DC is then the same as with both TRs powered.
If TR 2 is lost but TR 1 is available, current flows from DC BUS 1 to DC BUS 2 through the
DC bus-tie contactor.
If TR 1 is lost but TR 2 is available. current flows from DC BUS 2 to DC BUS 1 through the
bus-tie contactor.
Figure 10.3 - Normal Operation All TRs Powered
TR 1
}>
}>
}>
Both TRs powered.

Battery switches on.
DC bus-tie switch at OPEN.
STBY GEN switch ARM.
STBY
}>
TR 1
contactor L __ _ _ _ _ _ _ _ _ __ J
DC 1/EMERG ACO
ESS/EMERG ACO
r - - ' - - - --,
-+
r -- - - - - ,
+---
STBY GEN
de contactor
TR 2
contactor
r -_ _..___,
EMERG DC
ESS DC
DC BUS 2
DC 2/ESSACO
Battery
contactors
BATT 1
TR 2
GEN
Arrows show direction

of current flow.
BATT2
Result:
}> All bus bars powered.
}> Batteries charged by TR s.
}> As long as one TR is available, all busbars will
be powered and batteries will be powered.
Bus-tie
contactor
Power sources being

i-v1 -08-00093
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 10
Page6
Bus-tie Open
If the bus-lie switch is selected open:
The bus-tie contacter opens. TR 1 is no longer paralleled with the TR 2.
The DC 2/ESS ACO is forced open. DC BUS 2 cannot power ESS DC.
Provided DC BUS 1 is powered and the DC 1/EMERG AGO is closed, ESS DC is
powered from DC BUS 1 via EMERG DC.
With the bus-tie switch at open:
TR 1 charges the batteries and supplies DC BUS 1, EM ERG DC and ESS DC.
TR 2 supplies DC BUS 2.
If TR 1 fails DC BUS 1 is lost and the batteries are not charged. If the standby
generator is not running, ESS DC is also lost.
If TR 2 fails , DC BUS 2 is lost.

Figures 10.4 to 10.6 show the DC system with the bus-tie open:
Figure 10.4 with both TRs powered.
Figure 10.5 with just TR 1 lost.
Figure 10.6 with just TR 2.

Figure 10.4 - Bus Tie Open, Both TRs powered
>>>>-
ITR 1
Both TRs powered.

TR 1
contactor
DC 1/EMERG ACO
,.--'-- - - .
_.
STBY
GEN
ESS/EMERG ACO
,.-----.
EMERG DC
, . - -- '- - .
_.
ESS OC
BATH BUS
Result:
}> All bus bars powered.
)> TR 1 powers DC 1, ESS DC and EM ERG DC.
> TR 2 powers DC 2.
>
Batteries charged by TR 1.
FCOM:V1-002
STBY GEN
de contactor
Bus-tie open
Battery
flow
direction
contactors
#1
#2
BJI.TT 1 BUS
TR2
DC BUS 2
DC 2/ESS ACO
of current flow.
Bus-tie
contactor
Power sources being

used and live busbars.
i-vl -08 -00094
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
DC Bus bars
Chapter 8 Topic 10
Page 7
Fig ure 10.5- Bus Tie Open, T R 1 Lost
~);>
~
N
TR11ost.
-~-D_C_b_u_s--t-ie_s_w_i-tc_h_a_t_o_P_E_N-'.
L
I Co~f
~ STBY GEN switch ARM.

;tor
DC 1/EMERG ACO
ESS/EMERG ACO
, --1-- - - - ,
DC BUS 1
.------,
EMERG DC
._..
DC B US 2
DC 2/ESSACO
Arrows show direc1ion
of current flow .
#2
Bus-tie
contactor
BATT 1
Result:
>
TR 2
contactor
STBY GEN
de contactor
. - - -.l-- - ,
ESS DC
Battery
contactors
#1
TR 2
)>
DC BUS 1 and ESS DC lost.

DC BUS 2 and EM ERG !DC powered.
>
Batteries not charged.
Power sources being

used a nd live busbars
a re labelled in green.
i-v1 -08-00095
Figure 10.6 - Bus-tie Open, TR 2 Lost

TR 1
TR 21ost.
);>

TR 1
}.>
ST BY GEN switch ARM.
contactor
DC 1/EMERG ACO
ESS/EMERG ACO
DC BUS 1
~I
dScT~o~t~~~r
TR 2
contactor
ESS DC
EMERG DC
~
Battery
contactors
~I
N
Bus-tie open
flow direction
DC BUS 2
DC 2/ESSACO
of current fiow .
Bus-tie
contactor
Result:
:;..
:;..
DC BUS 2 lost.
DC BUS 1, ESS DC and EM ERG DC powered.
;...
FCOM:V1-002
Power sources being

i-v1 -08-00096
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
Chapter 8 Topic 10
Pages
ELECTRICAL SYSTEM
DC Busbars
Loss of Both TRs

The DC system response to loss of all TRs does not depend on the position of the bus-tie
switch because loss of both DC BUS 1 a.nd DC BUS 2 causes the bus-tie contactor to
open. Loss of all TRs is shown schematically in Figure 10.7 and Figure 10.8.
If both TRs a.re lost:
The DC 1/ EMERG DC ACO and the DC 2/ ESS DC ACO open.
If the standby generator is not delivering power (Figure 10. 7), the ESS/ EMERG DC
ACO opens and so the batteries power EMERG DC and the other three busbars
are not powered; the batteries will discharge.
If the standby generator is delivering power (Figure 10.8):
The ESS/EMERG DC ACO remains closed, provided neither the STBY INV nor
the DC pump is running.
The battery contactors are opened; the batteries are not charged.
Figure 10.7 - Loss of Both TRs, Standby Generator not Delivering Power
:
,
>-
Both TRs lost.

STBY GEN not delivering power.
TR 1
contactor
DC1/EMERGACO
~
DC BUS 1
EMERG OC
Battery
contactors
#1
#2
BA TT2 BUS
Result :
> DC BUS 1, DC BUS 2 and ESS DC lost.
}.> EMERG DC powered by the battery.
}.> Batteries not charged.
FCOM:V1-002
contactor
ES~EMERGACO
..-----.
B A TT 1 BUS
I d~T~o~t~~~r
~
TR:-rl
AVRO 146-RJ Series
ESS DC
DC BUS 2
DC 2/ESSACO
of current flow.
Bus-tie
contactor
Power sources being

i-v 108-00097
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
DC Bus bars
Chapter 8 Topic 10
Page9
Figure 10.8- Loss of all TRs Standby Generator Delivering Power
Tl
~
)>
)>
Both TRs lost.

STBY GEN delivering power.
STBY GEN
de contactor
TR1
contact or
DC 1/EMERG ACO
---+
DC BUS 1
ESS/EMERG ACO
EMERG DC
Battery
contactors
I?#1 #211
BATT 1
-i sATT 1 sus
TR~
I
contact or
ESS DC
DC B US 2
DC 2/ESS ACO
of current flow.
I l sArr 2 sus ~ BATT 2
Result :
)> DC BUS 1 and DC BUS 2 lost.
)> EMERG DC and ESS DC powered by the STBY GEN.
)> Batteries not charged.
Bus-tie
contactor
Power sources being

i-v1-08-00078
Busbar Over-current
If a TR experiences high DC current, a fuse within the TR will rupture and the TR contactor
will open. There is a fuse in the bus-tie line and in each link between the busbars, so if an
over current is experienced on a busbar, it will be isolated.
In the case of an over-current on DC BUS 2, ESS DC will also be lost if the bus-tie switch
is at AUTO and TR 1 is supplying DC BUS 1. The reasons are:
The bus-tie contactor will remain closed because DC BUS 1 energises the
contactor. DC BUS 2 is not powered via the bus-tie because a fuse between the
contactor and DC BUS 2 ruptures.
The over-current will take TR 2 off-line.
With no power on DC BUS 2, ESS DC cannot be supplied by DC BUS 2 .
With the bus-tie contactor closed, the ESS/EMERG ACO will be in the auto mode
and thus will not allow current to pass from EM ERG DC to ESS DC.
As soon as the bus tie switch is set to OPEN, the bus-tie contactor will open and the
ESS/EMERG ACO will be forced closed. Thus TR 1 will now power ESS DC via
DC BUS 1 and EMERG DC.
Figure 10.9 shows the failure with the bus-tie switch at AUTO. Figure 10.10 shows the
failure with the bus-tie switch at OPEN.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
DC Busbars
Chapter 8 Topic 10
Page 10
Figure 10.9- DC BUS 2 Over-current with Bus-tie Switch at AUTO
>>>>-
TR 1
TR 1
contact or
DC 1/EMERG ACO
STBY GEN
DC contactor
TR2T I
contactor
._
ESS/EMERG ACO
DC BUS 1
Over-current on DC BUS 2.
DC bus-tie switch at AIUTO.
EMERG DC
___.
Battery
contactors
Bus-tie open
flow direction.
ESS DC
DC BUS 2
DC 2/ESSACO
Arrows show direction Ruptured
of current flow.
fuse
Bus-tie
contactor
BATT2
BATT1
Result:
>- DC BUS 2 and ESS DC lost.
>- DC BUS 1 and E MERG DC powered.
>- Batteries charged by TR 1 .
Power sources being

i-v 108-00079
Figure 10. 10 - DC BUS 2 Over-current with Bus-tie Switch at OPEN
>>>>-
TR 1
Over-current on DC BUS 2.
TR 1
STBY GEN switch ARM .
contactor
DC 1/EMERG ACO
ESS/EMERG ACO
~
OC BUS 1
EMERG DC
Battery
contactors
___.
Bus-tie open
flow direction.
STBY GEN
de contactor
TR2
I T
contact or
ESS DC
DC 2/ESSACO
Arrows show direction Ruptured

of current flow.
fuse
Bus-tie
contactor
Result:
>- DC BUS 2 lost.
>- DC BUS 1, ESS DC and EMERG DC powered.
>-
Power sources being

iv 1 08-00080
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
BATT 1 is directly connected to BATT 1 busbar; BATT 1 busbar is connected to EMERG
DC via the BATT 1 contactor.
If the optional BATT 2 is fitted, it is connected to BATT 2 busbar; BATT 2 busbar is
connected to EMERG DC via the BATT 2 contactor
Each battery switch signals its battery contactor via inhibit logic. The inhibit logic can open
the contactor regardless of the position of the battery switch.
Either lead-acid or nickel-cadmium (Ni Cd) batteries can be fitted. If two batteries are
fitted, they will be of the same type. If Ni Cd batteries are fitted, a HI TEMP annunciator is
fitted for each battery. HI TEMP annunciators are not fitted if lead-acid batteries are fitted.
Each battery has a NO CHARGE annunciator. Each battery can be selected to the DC
voltmeter and the battery ammeter. The switches, indicators and annunciators are shown
in Figure 18.1 .
No-charge Detection
For each NO CHARGE annunciator, the associated battery has a no-charge detector. The
detection circuit is shown schematically in Figure 11.1 . The schematic and the description
below apply to both battery 1 and 2.
The no-charge detector detects two conditions:
The battery is not connected to EMERG DC, and so is not being charged; the
battery current will be- zero.
The battery is connected to EMERG DC but EMERG DC is not connected to a TR,

and so the battery is discharging. This condition is assumed to exist if the detector
detects a voltage of less than 25 Von the EM ERG DC busbar.
There is a delay of 7 seconds from detection of either fault to illumination of the associated
NO CH ARGE annunciator.
TR supply to the EMERG DC busbar can fail for obvious reasons such as loss of all TRs
and busbar failure. However, breaks in the lines from both ESS DC and DC BUS 2 to
EMERG DC can occur with no indication other than NO CHARGE. There is a delay of 7
seconds from detection of the fault to illumination of the annunciator.
Breaks between the busbars can occur because:
ACOs fail open.
Fuses rupture.
Wires break.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 8 Topic 11
Page 2
ELECTRICAL SYSTEM
Batteries
When EMERG DC is being supplied by the batteries but not by a TR:
Both battery 1 current and battery 2 current will be negative: that is a discharge.
The batteries will be supporting EMERG DC and will eventually discharge and so
EMERG DC will be lost.
If two NO CHARGE annunciators are fitted, both will illuminate.

Loss of TR supplies to the EMERG BUS might not be detected for a few minutes as
batteries often maintain a voltage above 25 V when they are well charged,
especially when the load is low. The delay is longer with Ni Cd batteries than with
lead acid batteries. The delay is longer with two batteries than with one. If the load
is high, for example the DC pump is running, the battery voltage should fall below
25V.
Figure 11.1 - Battery No-charge Circuit
DC 1/EMERG ACO
~
._
ESS/EMERG ACO
DC BUS 1
0'_0
Fuse
ESSDC
Battery X
no-charge detector
BATT X
CHARGE
BATT 2 HO
CHARGE
For
Battery 1
detector
For
Battery 2
detector
BATT NO
Detector senses voltage on EMERG DC and voltage at A.

NO CHARGE annUJnciator will illuminate if:
> Voltage at A is less than EMERG DC voltage by more than 1.3 V.
OR
l> EMERG DC is powered but its voltage is less than 25 V.
NO CHARGE annunciator illuminates if:

)> A TR is powering EMERG DC and BATT X is not connected to EMERG DC.
OR
)>
EMERG DC is powered and either BATT X is not connected to BATT X BUS or the
Battery X contactor is open.
OR
)>
Battery is connected to EMERG DC when EM ERG DC is not supplied by a TR.

1-v1-08-00081
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Batteries
Chapter 8 Topic 11
Page3
High Temperature
Each Ni Cd battery has two temperature switches: one set to 570C and the other set to
71 OC.
If the temperature rises above 57C, the associated BATT HI TEMP annunciator
illuminates.
If the temperature rises above 71 OC, the associated battery contactor is automatically
opened. The contactor remains open until the battery temperature falls below 570C. When
the battery contactor is open, the associated BATT NO CHARGE annunciator will
illuminate.
If a BATT HI TEMP annunciator illuminates in the air, a fault is present and the associated
battery should be selected OFF.
In very high ambient temperatures on the ground, a high temperature annunciation may be
given after starting the APU or, if the battery-start option is fitted, after starting an engine
from the batteries. Under these conditions, the aircraft can be dispatched provided the
battery charge current is decreasing and the annunciation extinguishes before take-off.
Inhibit Logic
Under normal conditions, a battery contactor is closed when its battery switch is at ON and
open when its switch is at OFF. Each battery switch controls its battery contactor through
a battery inhibit circuit. The inhibit logic is shown in Figure 11 .2. The inhibit circuit opens
the contactor and prevents it from closing if:
The associated Ni Cd battery temperature has risen above 71 oc and has not fallen
below 57C.
The standby generator is delivering power, with one exception; the contactor is
allowed to close if either the standby inverter or DC pump is running.
The standby generator inhibit protects the generator from overload. When the standby
generator is delivering power:
If neither the standby inverter nor the DC pump is running, the standby generator
supplies EMERG DC but does not charge the batteries.
If either the standby inverter or the DC pump is running, the standby generator
does not supply EMERG DC but the batteries do.
Voltage and Current

Voltage and battery current are measured between each battery contactor and its battery
busbar. A battery's current and voltage will be indicated whenever the DC meters switch is
selected to that battery.
With the battery contactor open and the DC meters switch selected to the associated
battery:
The battery current should be zero.
The battery voltages will be the battery off-load voltage.
FCOM:V1-002
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Nov 01 /09
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Volume 1
ELECTRICAL SYSTEM
Batteries
Chapter 8 Topic 11
Page 4
With a battery switch off and the DC meters switch selected to the associated battery, the
battery will slowly discharge through the meter. However, the rate of discharge is very low
in this condition: less than one milliamp. It is not necessary to turn the DC voltmeter
selector to OFF when leaving the aircraft. However, turning the selector OFF does no
harm.
The battery ammeter does not indicate APU or main engine starter motor current during a
battery start.
Figure 11 .2- Battery Inhibit and High Temperature

EMERG DC
BATT BATT
Battery 1
contactor
Battery 1
Inhibit logic
Battery 2
Inhibit logic
DC volts
STBYINV
or
DC PUMP
running
BATT amps
Battery 2
contactor
DC volts
BATT amps
71' swi tch
BATT 1
BATT 2
57' switch
Battery temperature switches and HI TEMP annunciators only fitted to Ni Cd batteries.

BATT HI TEMP annunciator will illuminate if associated battery temperature above 57c.
Battery contactor opened if associated battery temperature rises above 71 c and remains
open until temperature falls below 57c.
Battery inhibit logiic opens associated battery contactor i f:
~ STBY GEN is delivering power provided STBY INV and de pump are not running.
OR
);>
Ni Cd batteries are fitted and associated battery temperature rises above 71C; remains
open until battery temperature falls below 57C.
i-v1-08-00082
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
The standby generator is driven by a hydraulic motor and provides both AC and DC power
to the essential busbars and thus to the emergency busbars. It cannot supply the main AC
or the main DC busbars.
The generator's prime function is to supply the essential and emergency busbars after the
loss of both main AC busbars. It is also used to restore essential DC after the loss of both
main DC busbars.
The hydraulic motor is powered by the green system. The green system cannot support
both the standby generator and the other green services; so the other services are isolated
when the standby generator is running.
The standby generator is signalled by a three-position STBY GEN switch on the electric
panel: ARM, OFF and 0 /RIDE. A STBY GEN ON annunciator on the panel indicates that
the generator is delivering power to the essential busbars.
A standby generator control unit (STBY GEN GCU) controls the generator and provides
fault protection.
The power capability of the standby generator is limited. When it is used, the batteries are
not charged and some loads are automatically shed.
The hydraulic circuit is shown in Figure 12.1 and the control circuit in Figure 12.2.
Hydraulic Circuit
Green system fluid is passed to the motor via an isolation valve: the standby generator
valve. The fluid also cools and lubricates the generator. The fluid returning from the motor
passes through a heat exchanger; the cooling medium is cabin air. A hydraulically
actuated air valve allows air to pass through the heat exchanger; the air is vented
overboard.
The air conditioning packs are automatically set to the fresh air mode to counter the loss of
cabin air. If the CABIN AIR switch is at RECIRC, the RECIRC annunciator will illuminate.
When the standby generator is signalled to run:
The standby generator valve opens; thus hydraulic fluid is passed to the motor and
the air valve actuator.
The other green system services are isolated by a green system isolation valve.
The packs are set to the fresh air mode.
The green LO PRESS annunciator illuminates.
The green system pressure gauge indicates 2 500 to 3 100 psi.

The motor speed is controlled to a nominal 12 000 rpm; this gives a nominal AC
output frequency of 400 Hz.
The green LO PRESS annunciator illuminates because it is downstream of the green

system isolation valve. Pressure is shown on the gauge because it is upstream of the
valve.
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
Chapter 8 Topic 12
Page 2
ELECTRICAL SYSTEM
Standby Generator
Starting
To start and run, the generator requires engine 3 pump. If engine 3 N2 is less than 70%,
the yellow system is required, through the PTU. to assist the standby generator to start.
The standby generator is unlikely to start or continue running if the PTU is available but
engine 3 pump is not available.
The standby generator requires a high flow rate when it starts. An accumulator augments
the flow rate from the green pumps to ensure that the starting requirement is met.
Figure 12.1 -Hydraulic Circuit
P - Pump
M- Motor
V - Isolation valve
I+ I Non return valve
Heat
exchanger
PTU
Cabin ai
Pressure
gauge
Standby
generator valve
Standby
generator
motor
STBYGEN
run signal
Green system
isolation valve
LO PRESS
Other services
switch
~
J;>
J;>
}>
J.-
>
CABIN AIR
FRESH
Standby generator valve passes green fluid to the standby generator motor.
The green system isolation valve isolates the other green services from the green
supply.
The accumulator assists in starting the standby generator.
The run signal opens the standby generator valve, closes the green system isolation
valve and switches the packs to the fresln air mode.
The LO PRESS annunciator indicates that pressure is not available to the other green
services.
Gauge pressure is the supply pressure to the standby generator.
FCOM:V1-002
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page3
Hydraulic Control
The standby generator motor will run if the green system is pressurized and the standby
generator valve is open. The standby generator valve opens and the green system
isolation valve closes if:
The STBY GEN switch is at 0 /RIDE.
The STBY GEN switch is at ARM and both AC BUS 1 and AC BUS 2 fail.
If the switch is at ARM, failure of just one main AC busbar will not cause the standby
generator to run.
Electric Control
The standby generator supplies ESS DC through the standby generator DC contactor.
ESS AC is supplied through the standby generator AC contactor by either AC BUS 1 or the
standby generator.
When the voltage and frequency of the generator are above the minimum required, the
GCU generates a standby generator ON signal. The ON signal:
Illuminates the STBY GEN ON annunciator.
Energises the standby generator DC contactor; this connects the DC output of the
standby generator to ESS DC.
Energises the standby generator AC contactor; this transfers ESS AC from

AC BUS 1 to the AC output of the standby generator.
The EMERG/BAIT and ESS/ BAT bus bars (sub-busbars of EM ERG DC and
ESS DC respectively) are transferred from ESS BUS to the BATT BUS to reduce
the DC load on the standby generator. The loads on these busbars are generally
low and intermittent. The sub-busbars are shown in Figure 3.4 of the Busbars
Topic and Figure 12.4.
Load Shedding
The standby generator DC power capability is not high enough to charge the batteries,
power the standby inverter or power the DC pump. Therefore, whenever the standby
generator is delivering power:
The batteries are disconnected from EMERG DC unless the standby inverter or
DC pump is running.
If either the standby inverter or the DC pump is running, the batteries are
reconnected to EMERG DC and the ESS/EMERG AGO is opened. If there is no
power on DC BUS 1, the batteries will discharge at a high rate.
The standby generator AC power capacity is not high enough to power all services on
ESS AC, so whenever the standby generator delivers power:
The left windscreen heat is reduced to 1/3 of its normal value.
Whenever the left taxi/landing light switch is selected to TAXI or LAND, the Q pot
heater is automatically shed; when the heater is shed, the Q FEEL HTR FAIL
annunciator will illuminate.
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 4
Figure 12.2 - Standby Generator Control

Standby generator valve opens, isolation valve closes and packs to fresh if:
> STBY GEN switch at 0 /RIDE.
OR
:> STBY GEN switch at ARM and both AC 1 and AC 2 fa il.
Standby generator motor will run if:

:> Green pressure available.
Green
hydraulic
supply
AND
l> Standby generator valve open
Standby generator valve
Motor governed to 12,000 rpm
to give 400 Hz ac output
isolation valve . - - - -.....

~---1 Other green
services
AC 1 fail
AC 2 fail
Hydra ulic
motor
A C BUS 1
Stby gen ac
contactor
Green system
Cabin air
fresh
Monitoring
& control
ESS A C
0 /RIDE
STBYGEN
GCU
EMERG/BATT & ESS/BATT
sub-busbars transfer to
BATT BUS
If voltage and frequency satisfactory, standby generator delivers power if:

:> STBY GEN switch at 0 /RIOE.
OR
:> STBY GEN switch at ARM and both AC 1 and AC 2 fail.
When standby generator delivers power:
:> ESS AC switched from AC 1 to standby generator ac output.
:> Standby generator de output connected to ESS DC.
:> STBY GEN ON annunciator illuminates.
:> Batteries disconnected from EM ERG DC unless STBY INV or DC PUMP running.
:> EMERG/BATT & ESS/BATT transferred to BATT BUS.
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 5
Generator
The standby generator is shown schematically in Figure 12.3. The generator delivers AC
and DC power: three-phase AC power at 115/200 V to ESS AC and DC power at a
nominal 28 V to ESS DC.
The hydraulic motor speed is controlled so that the AC power is delivered at a nominal
frequency of 400Hz. The GCU controls the AC output voltage and provides under voltage
and under frequency protection.
The generator is in three parts; a single-phase permanent magnet generator (PMG), a
three-phase exciter generator, and a combined AC and DC generator. The PMG consists
of a rotating permanent magnet and three static coils. The exciter generator consists of a
static electromagnet and three rotating coils. The combined AC and DC generator consists
of a rotating electromagnet and two groups of static coils. One group provides the AC
output; the other group includes a rectifier and provides the DC output.
The permanent magnet, the rotating coils and the electromagnet are on the same shatt.
The exciter generator output is rectified; this DC supply powers the AC and DC generator's
rotating electromagnet.
The output from the PMG powers the GCU. The GCU energises the three-phase
generator by powering the static electromagnet in the exciter generator. By varying the
supply to the static electromagnet, the GCU controls the strength of the rotating
electromagnet and thus the output voltage. The GCU regulates the AC voltage to
115/200 V. This indirectly regulates the DC output to 28 V when the generator is
connected to ESS DC.
If AC under-voltage or under-frequency occurs, the GCU removes the standby generator
on signal; thus the generator is disconnected from the essential busbars. However, the
generator remains energised. If the fault is transient, the generator remains off line after
the fault has cleared. The generator can be brought on line by selecting the STBY GEN
switch to OFF and then back to ARM or 0 /RIDE as appropriate.
The DC voltage may be as high as 40 V when the generator is energised and not
connected to ESS DC; the voltage should reduce to 28 V once the generator is connected
to ESS DC.
With the STBY GEN switch at OFF, the generator is de-energised and the outputs are not
connected to the essential busbars.
With the switch at 0 /R IDE, or with the switch at ARM and both main AC busbars failed:
The AC and DC generator is energised and its AC voltage controlled.
The outputs are connected to the essential busbars and the STBY GEN ON
annunciator illuminates.
With the switch at ARM and one or both main AC busbars powered:
The AC and DC generator is de-energised.
The outputs are not connected to the essential busbars and the STBY GEN ON
annunciator is extinguished.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRIC AL SYSTEM
Chapter 8 Topic 12
Page6
Standby Generator
Fi g u re 12.3 - Stand by Generator
ARM
OFF
PMG output
0 /RIDE
_j
rI
Static
coils
Shall
STBYGEN GCU
Rotating
magnet
L-
.-
Exciter field supply
I AC B US 1 I
Static
electromagnet
Static
coils
Rotating
coils &
rectifier
Rotating
electromagnet
I==
I= ==
AC
output
Static
coils &
rectifier
rM~
~iter
STBYGEN I
ON
Monitoring
Stby gen
on signal
DC
output
[Ac & DC generator
STBY GENERATOR
G8
AC volts
Stby gen ac
contactor
Frequency
ESS AC
~ ~
Stby gen de
contactor
DC volts
PMG supply available once generator is driven.

GCU uses PMG supply to control the field of the excite r generator and thus the strength of
the electromagnet in the ac & de generator.
GCU de-energises the ac & de generator by removing the supply to the electromagnet.
GCU controls the ac output voltage by varying the level of the exciter field.
Controlling the ac voltage indirectly controls the de voltage.
Switch at OFF:
);>
AC & DC generator de-energised.
Outputs not connected to the essential busbars & STBY GEN ON out.
Switch at 0 /RIDE:
);>
,..
AC & DC generator energised & voltage controlled.
Outputs connected to the essential busbars & STBY GEN ON illuminated.
Switch at ARM and both AC 1 and AC 2 failed:
,..
,..
AC & DC generator energised & ac voltage controlled.

Outputs connected to the essential busbars & STBY GEN ON illum inated.
Switch at ARM and one or both main ac busbars powered:

,.. AC & DC generator de-energised.
);>
Outputs not connected to the essential busbars & STBY GEN ON out.
If ac under-voltage o r under-frequency occur.s:

Essential bl.lsbars disconnected from stby gen & STf3Y GEN ON extingl.lishes.
);;.
Standby generator remains energised.
,..
FCOM:V1-002
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Volume 1
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 7
Voltage and Frequency Indication
The frequency and voltages are sensed upstream of the contactors; the voltages and
frequency can be seen on the meters whether or not the generator is connected to the
essential busbars. The meters and selector switches are shown in Figure 2.1 of the Meters
T. OpiC.
.
There is an anomaly in the standby generator DC voltage indication: sometimes a voltage

is shown when the generator is not running. If the standby generator is stopped while
delivering DC power, it is automatically disconnected from the busbars but a capacitor in
the standby generator output circuit remains charged. If the DC selector is selected to
STBY GEN, the capacitor slowly discharges through the indicator circuit; so a slowly
decreasing voltage is seen on the DC voltmeter.
Essential Power Level
When the engine and APU generators are lost and the standby generating is running, just
the essential and emergency busbars are powered. The essential power level is shown
schematically with the flight deck annunciations in Figure 12.4.
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Volume 1
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Pages
Figu re 12.4 - Es sen tial Power Level

AC BUS1

of current flow
Stby gen ac contactor
ESSAC
EMERG AC
STBY
GEN
Stby inv
relay
STBY INV
16Stby inv
19
RCCB
EMERG DC
Battery
contactors
BATT 1 B US
I
_r
BATT 1
t"',""'
ESS DC
BATT2
BATT 2 NO
CHARGE
STBY GEN
ON
DC BUS 1
OFF
DC BUS 2
OFF
AC BUS 1
OFF
AC BUS 2
OFF
GE N 1
OFF LINE
ESS/EMERG AGO
~ ........................~
When STBY GEN delivers power :

J;> STBY G EN ON illuminates.
J;> STBYGEN AC output connected to ESS AC.
)> STBY G EN DC output connected to ESS DC.
)> Batteries discon nected from EM ERG DC.
J;> EMERG/BATT connected to BATT 1.
J;> ESS/BATT connected to BATT 1.
BATT NO
CHARGE
-v v
#2(I
1?#1
I
Stby gen 1)
de contactor I ~
APU GEN
OFF LINE
>
I EMERG/BA TT I I
ESSIBATT
BATIS disconnected from EMERG DC so:

J;> BATT NO CHARGE annunciators
illuminate.
GEN 4
OFF LINE
STBY GEN powers:

J;> ESS DC and EMERG DC.
)>
ESS AC and EMERG AC.
No main generators so :
J;> AC BUS 1 and .2 not powered.
)> DC BUS 1 and 2 not powered.
l> APU GEN OFF LINE lit only if APU is running.

i-v 1-08-0008 3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page9
Loss of EMERG DC
The green system isolation valve and the standby generator valve are powered by
EMERG DC. The isolation valve is a motorised valve; it remains where it is at the moment
electrical power is lost. The standby generator valve is a solenoid operated valve. It is
powered to the closed position. When power is lost it automatically moves to the open
position.
If EMERG DC is lost when the standby generator is not running, the standby generator
valve opens and the standby generator motor is powered, but the isolation valve remains
open ; so the other green services remain powered.
If the standby generator switch is at ARM or 0 /RIDE the generator will deliver power;
however, when the other green services are operated, there may be pressure fluctuations
and electrical surges.
If a large demand is made by another green service, the motor speed will reduce and the
generator may be taken off line due to under frequency or under voltage. The generator will
be latched off line.
If the switch is set to OFF, the motor will continue to turn, but the standby generator will be
de-energised. However:
Pressure fluctuations will be reduced.
There will be no electrical surges.
Loss of All Engines and APU not Running
If all engines are lost and the APU is not runni ng, the electrical system will descend to the
emergency power level.
If an inboard engine is windmilling with its engine driven pump on, a limited amount of
hydraulic power is available.
If the standby generator switch is at ARM, the standby generator will automatically be
signalled to run. If engine 3 is windmilling, the standby generator motor will absorb all of
the green hydraulic power but will not achieve the minimum speed to allow the generator to
come on line; the isolation valve will be closed, thus the other green services will be
isolated.
However, EMERG DC is available, so the standby generator valve and the isolation valve
can be controlled. The standby generator should be selected OFF so that any green
hydraulic power is available for rudder operation.
Hydraulic power is not available to the rudder from engine 2 because the power is
absorbed by the standby fuel pumps. When main DC is lost, the standby fuel pumps:
Automatically run
Cannot be selected off.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Standby Generator
Chapter 8 Topic 12
Page 10
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
General
The standby inverter converts DC power to 115 V and 26 V single-phase AC power at

400 Hz. The inverter is powered from EMERG DC. The inverter and its control circuit are
The emergency AC busbars are normally supplied by the essential AC busbars. Whenever
the standby inverter is powered:
The emergency AC busbars are disconnected from the essential AC Busbars.
The inverter's AC outputs supply the emergency AC busbars.
The standby inverter is signalled by a three-position STBY INV switch on the electric panel:
ARM, OFF and 0 /RIDE.
Control
A remotely controlled circuit breaker (RCCB) connects EM ERG DC to the STBY INV.
A changeover relay, the standby inverter relay, switches the emergency AC busbars
between the essential AC busbars and the STBY INV outputs. Whenever the RCCB is
signalled to close, the standby inverter relay is signalled to connect the inverter outputs to
the emergency AC busbar.
The signal to start the STBY INV can be supplied automatically or manually.
When the STBY INV switch is at ARM and the essential AC busbars are powered:
The STBY INV is not powered.
The emergency AC busbars are supplied by the essential AC busbars.
When the STBY INV switch is at ARM and the essential busbars fail:
The STBY INV is powered.
The emergency AC busbars are supplied by the inverter.
When the STBY INV switch is at 0/RIDE:
The STBY INV is powered.

The emergency AC busbars are supplied by the inverter.
The standby inverter switch is also used to isolate the emergency AC busbars. Whenever
the switch is at OFF, the STBY INV is not powered but the emergency AC busbars are
connected to the inverter outputs. With the switch at OFF, the emergency AC busbars will
not be powered and the EMERG AC OFF annunciator will illuminate.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 8 Topic 13
Page 2
ELECTRICAL SYSTEM
Standby Inverter
Figure 13.1 - Standby Inverter Control
....-- - - - - ESS AC fail signal - - - --.--+1

.1 ESS AC
ESS AC A-phase
..
ARM
115 V
Transformer
26 V
Logic ': Stby inv relay
[J2~6~V~E~S~S~A~C~~~~+-~Qi
AC volts
1+-- - - - t .:
~ l+-- --1
Frequency
OFF
115 volt
26 V EMERG AC
8.1
.
26 volt
~===I
OFF
0 /RIDE
Yellow
brake
pressure
gauge
STBYINV
STBY INV:
> Powered by 28 V de.
:;.
Single-phase 26 V
and 115 v ac outputs.
Rc csL<? j Logic 1~+---------'
r,
I EMERG DC I
When RCC6 closes, EMERG DC is connected to ST6Y INV; so ST6Y INV delivers power at
115 Vand 26 V.
When RCCB signalled to close, standby inverter relay transfers emergency ac busbars from
essential ac busbars to STBY INV.
STBY INV switch at ARM and ESS AC powered:
> STBY INV not powered.
>
Emergency ac busbars connected to essential ac busbars.

STBY INV switch at ARM and ESS AC failed :
'Y
STBY INV powered.
>
Emergency ac busbars connected to ST BY INV.

STBY INV switch at OFF:
'Y STBY INV not powered.
Emergency ac busbars disconnected from essential ac busbars; so emergency ac
busbars not powered.
STBY INV switch at 0 /RIDE:
> STBY INV powered.
>
Emergency ac busbars connected to ST BY INV.
FCOM:V1-002
AVRO 146-RJ Series
i-v1 -08-00055
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Standby Inverter
Chapter 8 Topic 13
Page3
Indication
The voltage and frequency of the STBY INV 115 V output can be checked by selecting the
AC meter to STBY INV. The meter cannot be selected to the 26 V output.
The EMERG AC OFF annunciator detects loss of the 115 V emergency AC busbar. There
is no direct indication of loss of the 26 V emergency AC busbar. However, the yellow
brake pressure indicator is supplied by the 26 V emergency AC busbar, so the presence of
both inverter outputs can be checked by observing the EMERG AC OFF annunciator and
the yellow brake pressure gauge ..
Protection
A voltage regulator within the inverter regulates the 115 V supply. Protection circuits within
the inverter detect the following faults:
Under and over-voltage.
Under and over-frequency.
If any one of these faults is detected, the protection circuit shuts down the STBY INV and
latches it off. If the fault is transient, the inverter can be reset by selecting the STBY INV
switch to OFF and then selecting it to ARM or 0/RIDE as appropriate.
The inverter will also shut down if the DC input voltage is too low. However, in this case,
the inverter will start as soon as the DC voltage recovers.
Emergency Power Level
When the main AC busbars are lost and the standby generator is not available, only the
battery bus bar, the emergency busbars and the essential DC busbar can be powered. The
battery powers:
The battery busbar.
The emergency DC busbar.
The emergency AC busbar via the standby inverter.
Essential DC if the engine START MASTER is at ON.
With the START MASTER OFF, this condition is known as the emergency power level.
The emergency power level is shown schematically with the flight deck annunciation in
Figure 13.2.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Standb y Inverter
Chapter 8 Topic 13
Page 4
Figure 13.2- Emergency Power Level

A C B US 1

of current flow.
Stby gen ac
contactor
STBY
GEN
ESS A C
L=.
E~M:=
E~
R~
G!.A~C:._~-o......,. Stby inv
1--
-,
relay
Stby inv
RCCB
ESS/EMERG Stby gen ~ ~----1

ACO
de co:ntactor
+EMERG DC
ESS DC
Battery
contactors
#1
START
#2
MASTER
ON
BATT 1 BUS
BATT1
When STBY INV delivers power:

};> STBY INV output connected to EMERG AC.
BATTNO
CHARGE
DC BUS 1
OFF
AC BUS 1
OFF
r,___, OFF
BATT2
....................
,..__ __,
BATT2NO
CHARGE
ESS DC
OFF
ESS AC
OFF
DC BUS 2
OFF
AC BUS 2
OFF
ESSIBATT
BAITS not being charged (no TRs) so:

> BAn NO CHARGE annunciators
illuminate.
APU GEN
OFF LINE
No main generators so :
};> AC BUS 1 and 2 not powered.
};> DC BUS 1 and 2 not powered.
No STBY GEN so:

~ lESS DC and ESS AC not powered.
};> IESS/BA TI not powered.
GEN OFF LINE annunciators not illuminated because they are powered from ESS DC.
APU GEN OFF LINIE annunciator illuminates if APU is runn ing.
If the START MASTER is selected ON, the ESS/EMERG ACO will be forced closed and the
BATTS will also supply ESS DC and the ESS DC OFF annunciator will extinguish.
IV1 08-00084
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Summary
At ON with the aircraft signalled on the ground, the START MASTER has several effects
on the electrical system:
The AC power source priority is changed by a generator inhibit circuit. This is

described in the AC Bus-tie and Transfer section.
The ESS/EMERG ACO is forced closed. This is described in the DC Busbars topic.
If the START PWR switch is at NORM, the TR 1 and TR 2 outputs are paralleled
via the start busbar irrespective of the position of the DC BUS-TIE switch.
If the START PWR switch is at COLD, DC 1 and DC 2 are isolated from the TRs
and are unpowered. The TR output voltage is increased to 36 volts.
If an auto shed system is fitted, the galley power is shed automatically.
On-ground Signal
If DC 2 is lost, the above effects occur when START MASTER is at ON and the aircraft is
airborne. This feature is useful at the emergency power level because it allows ESS DC to
be regained. However, battery life is reduced if ESS DC is powered.
Use of Start Master
The START MASTER should only be selected ON in accordance with approved

procedures as the above effects are not always desirable.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
Smoke Detection
A smoke detector is fitted behind the left wall trim of the forward cargo bay. The detector is
just forward of the forward discharge valve. The avionics fan draws air over the avionics
and electrical equipment. The avionics fan then directs this air towards the smoke
detector. The air passes through the detector and then on rearwards to the forward
discharge valve. The arrangement is shown schematically in Figure 15.1.
If smoke particles are present in the air passing through the detector, a red
ELECT SMOKE caption on the CWP illuminates.
Detector Test
A SMOKE test button is provided on the GRND test panel. When the button is pressed,
the detector is tested. If the detector passes the test, the ELECT SMOKE caption
illuminates.
Figure 15.1 - Electrical Smoke Detector

SMOKE
Test button on the GRND TEST panel.
0
I
I
r~
! Air drawn through !

! avionic and electrical !
.------------------------4
: equipment by fan.
I
I
:
'
~- - ~ -~
! Air from fan directed ! II

! towards the smoke ! I
: detector.
:
I
'-----------------~'
I
Av;~~i cs ~~:::::::=:-Jll.._-+
ELECT SMOKE lit if:

J;> Smoke is detected.
-
0
: Air flows from the

:
'
: detector towards the
!'
:' forward discharge valve. :'
'
'
-----------
Smoke
detector
I
I
..
Forward
discharge
valve
Caption on the CWP.
OR
)>
SMOKE test button pressed.
FCOM:V1-002
AVRO 146-RJ Series
i-v1-08-00085
Nov 01 / 09
General
There are two avionics switches on the avionics section of the overhead panel. The
switches are labelled AVIONICS MASTER 1 and AVIONICS MASTER 2 and have two
positions: ON and OFF. Each switch controls a number of services via a set of relays.
Services Controlled
The services controlled by the relays are given in the table below. The table includes all
options.
Services Controlled by Avionics Master Switches
AVIONICS MAST ER 1
AVIONICS MASTER 2
FGC 1 on some aircraft
FGC 2 on some aircraft
Left main altimeter, radio altimeter 1
Right main altimeter, radio altimeter 2
Left DBI, metric altimeter
Right DBI
VOR 1, ILS 1, DME 1, ADF 1, Marker, OAR
VOR 2, ILS 2, DME 2, ADF 2, Marker 2
R MP 1, VHF 1, Transponder 1, CQAR

VHF 3 , HF 1, SELCAL, AGARS,
RMP 2, VHF 2, Transponder 2, HF 2
Collins FMS 1, Weather radar, GPWS,
GN S 2, Collins FMS 2, Right TCAS,
EGPWS, CVR, FDR, Left TCAS, DFGS 1
DFGS2
Control Method
The principle of the switching method is shown in Figure 16.1 .
Power for the relays is supplied by DC BUS 2 via a circuit breaker on the
COMMUNICATION section of the flight deck circuit breaker panel.
The services are switched off when the relays are energised. The relays controlled by a
master switch are energised when:
DC BUS 2 is powered.
AND
The circuit breaker is set.
AND
The switch is at OFF.
Services controlled by a master switch will be switched on if the master switch is on or if
power is lost to the relays.
Services controlled by both master switches will be switched on if DC BUS 2 is lost or the
circuit breaker is tripped.
If a switch fails in the OFF position, the services can be switched on by tripping the
AVIONIC MASTER CTRL circuit breaker.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Avionics Switching
Chapter 8 Topic 16
Page 2
Figure 16-1 - Avionics Master Principle
DC BUS 2
I
0{
Flight deck DC 2
circuit breaker
AVIOI'fiC
MASTER
All relays energised through the same circuit breaker.
I When relays are energised, the services are switched off.
CTRL
AVIONICS MASTER
1
2
To other
No 1 relays
OFF
No 1
system relay
;00~-l
0 ON
s..
Circuit shown
with relays
energ1ised.
Busbar
OFF
0 ON
IIcoil I
..
.
To other
No 2 relays
No 2
sys tem relay
_l.g OFF
) ON
Service
OFF
Busbar
Services switched by a MASTER switch will be

switched off if:
> The MASTER is OFF.
AND
> DC 2 is powered.
AND
> Circuit breaker is set.
Services switched by a MASTER switch will be
switched on if:
> The MASTER is ON
OR
> Power is lost to the relays.
j_g OFF
ON
Service
All services switched on if:

> DC 2 is lost.
OR
> Circuit breaker tripped.
i-vl-08-00106
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Powe-r Supplie-s
Depending upon the galley configuration, there may be one or two galley supplies. Each
supply is from a main AC busbar and is routed through a remotely controlled circuit breaker
(RCCB). Each RCCB control circuit breaker is on the electric section of the flight deck
circuit breaker panel.
If there is just one supply, it is from AC BUS 2. If t here are two supplies, one is from AC
BUS 1 and the other is from AC BUS 2.
The galley power supplies ar-e shown schematically in Figure 17.1 .
Galley Load Shed
The load shed system has two parts: manual and automatic. Both parts shed a galley by
breaking the line between the flight deck circuit breaker and the RCCB. This removes the
control earth from the RCCB logic.
The manual part is a two-position GALLEY switch: ON and SHED. The switch is on the
ELECTRIC panel (Figure 18.1). At SHED, both galley supplies are turned off. At ON, each
galley supply is controlled automatically.
On the ground, all galleys are automatically shed when the START MASTER is at ON. In
the air :
All galleys are automatically shed if only one of the three generators is on line.
If just one engine generator and the APU GEN are on line, the galleys on the
busbar supplied by the APU GEN are automatically shed.
On the ground when the START MASTER is OFF, the galleys will not be automatically
shed; if the APU GEN is supplying the galleys, the APU GEN load should be checked as it
is possible to exceed the continuous loading limit, especially if the AC PUMP is running.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Galley Supplies
Chapter 8 Topic 17
Page 2
Figure 17.1 -High Power Galley Schematic

AC 1
AC2
Flight deck
GALLEY
circuit breakers
Earth1
GALLEY
SHED
AC BUS 1
r::::J~
ON
SHED
~ j Logic I
Auto-sh ed system
\;....
.....,
RCCB
ON
SHED
,...
Logic
a"
AC BUS2
ILogic II RCCB
START
MASTER
Galley equipment
Generator
on-line status
f-
Squat
switch
>
APU Gt:N is supplying the associated busbar.
[ Galley equipment
OFF
If no faults, RCCB contactor closes when:

)> Flight deck circuit breaker closed.
AND
);.> GALLEY switch at ON.
AND
)> Auto-shed logic links GALLEY switch to RCCB.
On ground, auto-sh ed logic breaks t he lin k if:
);.> START MASTER is ON.
Airborne, auto-shed logic breaks the link if :
)>
Only one generator is on-line.
OR
ON
I GALLEY switch shown at SHED. I

Auto-shed system shown in shed
position.
Flight deck circuit breaker will trip if:
);.> RCCB detects over current.
AND
)> GALLEY switch at ON.
AND
)> Auto-shed logic links GALLEY
switch to RCCB.
All galleys are automatically shed during ground starting.

When airborne:
,.. All galleys are automatically shed if only one generator is on-line.
"'
)> If just one engine generator and the APU GEN are on-line, the galleys on the
busbar supplied by the APU GEN are automatically shed.
All galleys are shed when the GALLEY switch is at SHED.
Galleys on associated busbar are shed when a circuit breaker is tripped.
I-V1-08-00061
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
The electric panel is part of the overhead panel and is shown in Figure 18.1 . All
annunciators, indicators and controls are on the panel. Whenever an annunciator on the
electrical panel illuminates, an amber ELECT t on the CWP illuminates, the caution lamps
flash and the single chime sounds.
Electrical Smoke
A red ELECT SMOKE caption on the CWP warns of electrical smoke from electrical or
avionics equipment in the avionics/electrical bay.
Meter Selectors
There are two rotary meter s-electors. One selects the source for the DC voltmeter and the
battery ammeter; the other selects the source for the two AC meters.
TR Ammeters
The TR ammeters indicate the busbar load on the TRs. The engine and APU starting
loads are not indicated.
Battery Ammeter
The battery ammeter indicates the load on the battery selected on the DC selector switch.
The APU starting load is not indicated; if the engine battery start option is fitted, the engine
starting load is not indicated.
DC Voltmeter
The DC voltmeter indicates the voltage of the source selected on the DC rotary selector.
AC Meters
The AC voltmeter and frequency meter indicate the voltage and frequency of the source
selected on the AC rotary selector switch.
Batteries
The battery switches connect the batteries to EMERG DC.
A NO CHARGE annunciator indicates that the associated battery is not being charged.
A BATT HI TEMP annunciator indicates that the associated battery temperature is 57" or
higher.
Busbar OFF Annunciators

A busbar OFF annunciator indicates that the associated busbar is not powered.
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page 2
Figure 18-1 - Elec tric Panel
Later standard of ac vol tmeter.
The BATT 2 annunciators are only

fitted If two ba'ttene s are Installed
If only one battety as fitted , the
BATT 2 position of the VOLT/AMP
swi tch becomes OFF.
The BATT HI TEMI? annunciators
are only fitted if Nt Cad batreries
e~re lnste~lled
If a Sundstrand APU IS fitted, a n APU

drive failure is not indicated; the APU
automabeally shuts down. So.
as replaced by
1!!!1
.... , 08 000818
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page3
External AC
The EXTERNAL AC AVAILABLE annunciator indicates that the EXT AC supply is
acceptable to the aircraft's ground power monitor.
A momentary ON selection connects the external supply to the busetie and transfer system.
Standby Generator
The STBY GEN annunciator indicates that the STBY GEN is running and delivering power.
The STBY GEN switch has three positions:
At OFF, the standby generator cannot deliver power.
At ARM, the standby generator will start if both main AC busbars are lost.
At 0 /RIDE, the standby generator will run and supply both essential busbars.
Standby Inverter
The STBY INV switch has three positions:
At OFF, the standby inverter cannot deliver power and EM ERG AC is isolated.
At ARM, the standby inverter will start and supply EMERG AC if ESS AC is lost.
At 0 / RIDE, the standby inverter will run and supply EM ERG AC.
Bus-tie Switches
At AUTO the associated bus-tie functions automatically. If the AC BUS-TIE switch is
selected to OPEN, the AC channel- 1 and channel-2 elements are segregated. If the
DC BUS-TIE switch is selected to OPEN, the DC channel-1 and channel-2 elements are
segregated.
A generator ammeter indicates the load on the associated generator.
An OFF LINE annunciator indicates that the associated generator contactor is open.
Each generator switch has three positions. If there are no faults:
At ON, the generator is energised and the contactor is closed.
At OFF LINE, the generator is energised and the contactor is open.
At OFF/RESET, the generator is de-energised and the contactor is open.
A DRIVE HI TEMP annunciator indicates that the associated CSD oil temperature is high.
The APU DRIVE FAIL annunciator indicates that the oil pressure is low or the oil
temperature is high in the Garrett APU generator adapter gearbox.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page4
Galley Switch
At OFF, all galleys are switched off. At ON they are controlled automatically.
On the ground, all galleys are automatically shed when the START MASTER is ON.
In the air:
All galleys are automatically shed if only one of the three generators is on-line.
OR
If just one engine generator and the APU GEN are on-line, the galleys on the
busbar supplied by the APU GEN will be shed.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page 5
Circuit Breakers
The flight deck electrical system circuit breakers are on the ELECTRIC section of the
overhead circuit breaker panel. The ELECTRIC circuit breaker panel is shown in Figure
18.2 with all the options. If an option is not fitted, its circuit breaker is not fitted.
The panel labels indicating ESS AC and EMERG AC, or ESS DC and EMERG DC circuit
breakers, are represented as SAC and MAC (the S indicates eSsential and theM indicates
eMergency) or SDC and MDC.
Circuit breakers are provided for:
The master warning system (A5 and 85). They are described in the Indicating and
Recording Chapter.
The standby generator valve and the green system isolation valve (A6}. If the CB
trips, the standby generator valve opens but the green system isolation valve
remains where it is.
The standby inverter (A7). The CB controls the inverter RCCB.
The TRs (A8, A9 and A 10). Each CB controls the associated RCCB.
For Ni Cd batteries, high temperature protection (A 11 and A 12). Each CB supplies

the protection circuit and the associated BATT HI TEMP annunciator.
The battery contactors (81 1 and 812). If a circuit breaker trips, the associated
battery contactor will open and the battery will be off-line.
The galleys (A13 and 813). Each CB controls the associated RCCB.
The bus-tie and transfer circuits (87 and 88). Each CB controls the associated
bus-tie and transfer system contactors. There is normally no effect if they are
tripped as there are back-up supplies from the PMGs and the ground power
monitor.
The EMERG AC bus fail relay (89).

The 26 V ESS AC transformer (81 0). If the CB trips, the 26 V ESS AC and 26 V
EMERG AC busbars are lost. Selecting the STBY INV to 0 /RID E will regain the
26 V EMERG AC busbar.
FCOM:V1-002
If the CB trips the EMERG ACOFF
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ELECTRICAL SYSTEM
Fight Deck Summary
Chapter 8 Topic 18
Page6
Figure 18.2- Circuit Breaker Panel
i-v1 -08-00107
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Normal Power Supplies
The electrical system is summarised in Figure 19.1 : arrows show the allowed directions of
current flow. The aircraft services are supplied via two main AC busbars
(AC BUS 1 and 2), two main DC busbars (DC BUS 1 and 2), two essential busbars
(ESS AC and DC), two emergency busbars (EMERG AC and DC) and one or 1\.vo battery
busbars (BATT 1 BUS and BATT 2 BUS).
Three-phase AC is supplied to AC BUS 1 and 2 by two engine-driven generators
(GEN 1 and 4) and two auxiliary supplies (EXT AC and the APU GEN). Interlocked
contactors provide the following logic:
The AC sources cannot be paralleled.
AC BUS 1 prefers GEN 1 and AC BUS 2 prefers GEN 4.
The auxiliary supplies cannot be used together; APU GEN takes priority.
If one engine-driven generator and an auxiliary source are available, the

engine-driven generator will supply its preferred busbar and the auxiliary source will
supply the other main busbar.
If only one AC source is available, it will supply AC BUS 1 and 2 with one
exception ; airborne with just the APU GEN available, only one main AC busbar is
supplied: AC BUS 1 if the AC BUS-TIE switch is at AUTO and AC BUS 2 with it at
OPEN.
AC 1 normally feeds ESS AC; ESS AC normally feeds EM ERG AC.
Auto-cut-outs are used in the DC system ; they are automatically controlled contactors.
Transformer rectifiers (TRs) provide main DC power. AC BUS 1 powers TR 1; AC BUS 2
powers TR 2. TR 1 powers DC BUS 1; TR 2 Powers DC BUS 2.
DC BUS 1 normally feeds EMERG DC; DC BUS 2 normally feeds ESS DC.
DC BUS 1 and 2 are normally connected via a DC bus-tie contactor. When the
DC BUS-TIE switch is at OPEN, EMERG DC feeds ESS DC and the bus-tie contactor
opens.
A battery (BATT 1) is directly connected to the BATT BUS. The BATT BUS is connected to
EMERG DC via battery 1 contactor. An optional battery (BATT 2) is connected to
EMERG DC via battery 2 contactor. The batteries are charged via EMERG DC.
Standby Generator
A standby generator (STBY GEN) provides DC and 3-phase AC power. A hydraulic motor
powered by the green system drives the STBY GEN. It is controlled by a three-position
STBY GEN switch: ARM, 0 /RIDE and OFF. At ARM, the STBY GEN is automatically
signalled to run if all main AC is lost. At 0/RIDE, the STBY GEN will run and ESS AC is
disconnected from AC BUS 1. The STBY GEN supplies just the following:
ESS AC via the STBY GEN AC contactor and thus EMERG AC via the STBY INV
relay.
ESS DC via the STBY GEN DC contactor and thus EMERG DC via the ACO
between these two busbars.
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Volume 1
ELECTRICAL SYSTEM
System Summary
Chapter 8 Topic 19
Page 2
Figure 19-1 - Summary Schematic
GEN1
'-----,.-'
IPluggod in and hNilhy I
GEN4
Auxiliary supply
Bus tie
Stby gen de
contsctor
Stbyinv
relay
STBY INV
ACO
DC
BUS.TE
AUTO
BATT1
BATT2
N I <Cd only
Bus-tie
contactor
..-.1-o8-000B7
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Volume 1
ELECTRICAL SYSTEM
System Summary
Chapter 8 Topic 19
Page3
Standby Inverter
A standby inverter (STBY INV) provides single-phase AC power. EMERG DC supplies the
STBY INV. It is controlled by a three-position STBY INV switch: ARM, 0 /RIDE and OFF.
At ARM , the STBY INV will automatically start if ESS AC is lost. At 0 /RIDE, EMERG AC is
disconnected from ESS AC and supplied by the STBY INV.
Battery Power
If the only source of power is battery power, just EMERG DC, EMERG AC and ESS DC
can be powered. EMERG DC is powered via the battery contactor(s). EMERG AC is
powered from EMERG DC via the STBY INV. ESS DC is powered from EMERG DC via
the ACO between the two busbars only if the START MASTER is ON.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
General ..... ................... ........... ...................................... ....... .........................................

Control........................................................... ............................................... .................
Thrust Rating Panel ......... ................................................................ ........... .......... ... .....
Engine Indicators .......... ............. ......... .... ...................... ................... ... ......... ............. ....
FADEC Switches and Annunciators................................................. .............................
Thrust Levers ... ..... ....... ........ ... .......... ..... ... .. ... ... .. ... ....... ... .... .. .... ... ... ..... .. ........... ...........
FGS Mode Control Panel............................................................................. .................
Autothrottle and Thrust Mode Annunciations ...... .................................................... ......
Engines Panel .... ....................... ........ .... ......... .... ................... ........ ... .. ............ ...... .........
Ground Ignition Switch ................................................................................. .................
Fire Protection... .................................. ............................................ ............. .................
Central Status Panel ........................................................... ..........................................
Central Warning Panel .............. ... ........ .. ........... ................................. ............. ..............
Overhead Ground Test Panel ... .. ... .. .. .. .. ... .. . ... .. .... .. .. .. ... .. .. ... .... ... .. .. .. .. .. .. ... .. .. .. .. .. .. ... .. .
The Circuit Breaker Panels .............................................................. .............................
The Engine Indication Circuit Breaker Panel ................................................................
The Fire Circuit Breaker Panel......................................................... .............................
The APU and Engine Start Circuit Breaker Panel.. .......................... .............................
1
2
3
4
4
6
8
10
12
14
16
18
20
22
24
24
25
26
Topic 2 - Mechanic al Configuration
General Description ...... ... .......... ............. ......... ............. ...... ... .......... ... ......... ... .......... ....
Principle of Operation.......................... ............. ............................................ .................
Bleed Band....................................................................................................................
Modular Construction .......................... ......................................................... .................
Accessory Gearbox Drain .......... .......... ... ......... ............. ...... ... .......... ... ......... ... .......... ....
1
2
3
4
Topic 3 - Pylon and pod
Pylon .......................... ............................................ ..................................................... ..

Pod............................. ............................................ .......................................................
Pod Covers .. .. .. .. ... .. .. ... .. .. ... .. .. .. .. .. .. .. .. .. .... .. . .. ... .. .. .. .. ... ... .. .... ..... .. .. .. .. ... .. .. .... .... .. .. .. ..... .
1
3
Topic 4 - Fuel System
General ............................................................................................ .............................

Components ..................................................................................................................
Fuel Flow...................................................................................................... .................
Fuel Low Pressure ..... .......... ............. .......... ... .... .... ............. ....... ... ... ..... .. ........... ... ........
Filters ........ ................... ........... ...................................... ....... .........................................
Metering Valve Control........................ ............. ............................................ .................
Engine Over-speed .......................................................................... .............................
Ecology Drain System ............... ........ .... ............. ...... .......................... ............ ...... .........
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ENGINES
Contents
Chapter 9 TOC
Page2
Topic 5- oil system

General.........................................................................................................................
Oil Flow.........................................................................................................................
Vent................................................ ...............................................................................
Oil Pressure, Temperature and Quantity.......................................... ............................
1
1
1
3
Topic 6- Power Off-takes

General .........................................................................................................................
Electrical System...........................................................................................................
Hydraulic System ..... ........ ...... .... ....... ... ...... ...... ... ...... ..................... ... .... .. .......... .......... ..
Air Power Off-takes.......................................................................................................
1
1
1
1
Topic 7 - Ice Protection

Protected Areas ............... ...... .. .. .... ..... . ..... ..... . .............................. .. .. .... .. ......... . .......... ..
Indication.......................................................................................................................
Valve Power Supplies...................................................................................................
Start...............................................................................................................................
1
3
3
4
Topic 8 - Ignition
General ............................................................... ..........................................................
Continuous Ignition ....... ... ...... .... ....... ... ....... .... ........... ..... ...... ..... ... .... ...... .... ..... . ..... ...... .
Starting..........................................................................................................................
1
1
1
Topic 9- Engine Indication

General.........................................................................................................................
Coloured Markings........................................................................................................
Limit Exceedance..........................................................................................................
Vibration........................................................................................................................
N 1 Compensation ............. ...... .... .... . .... . ..... ...... .......... ..................... ... ...... .... ...... .......... ..
N 1 Bug................................................................. ..........................................................
Fuel Flow/Used .. ...... ..... ... ... .. . .... ... .. ..... ..... ..... ... ... ..... ...... ..... ...... .... .. . .... .. .... ..... . ..... ..... ..
Fuel Units.......................................................................................... ......... ...................
Lighting..........................................................................................................................
Failure Indication............................................................................... ............................
Power Supplies .. ...... ..... ... ... ... .. .. ....... .. . ... .. ..... . ..... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ..... ..
N2 Speed Switches.......................................................................................................
Test................................................ ...............................................................................
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Volume 1
ENGINES
Contents
Chapter 9 TOC
Page3
Topic 10- Starting
Gene ral ................................................................................. ........................................

Starting Supplies...........................................................................................................
Starter Motor Contactors ... .. ......... .. ... ...... ..... .. ... ..... ....... .. . .......... ...... ..... ...... ..... .... .. .. .... .
Soft-start Circuit .. .... ... ... ..... . ....... ... .... .. ........ . .. .... ... .... ... ... .. ... . ..... ..... ...... ...... ..... .... .... ... ..
Starter Operating Circuit ..... ....... .... ... .... ...... . ...... ... . ..... . ... . ..... ..... ...... ...... ..... ... ... ... .. ... ... .
Ground Start Sequence................................................................................................
Ground Motoring Sequence..........................................................................................
Start Power Sources .. ... ...... ...... ..... ..... .. ...... . .. .... ... .... ... ... . ..... ..... ...... ..... ...... ... .. .... .. .. .... .
Choice of Start Power ... .. .. .. ... ..... .... .. .. .. .. .... ....... ... ...... .. .. .. .... ... .. ... .... .. .. ... .... .. .... .. .. .. .. .. .
Cross-start.....................................................................................................................
Cold Start .. ... ..... .. .... ... .. . ..... . .... .. .... .... .. .. ..... .. .. .. .. ... . ... ... .. ... ... . .... . ..... ...... ..... ...... ..... ... ... ..
External Start .... .. .... ... .. . ..... . ..... ..... ...... .. ... .. .. .. .. .. ... .. .. ... ... .. ... . ..... ..... ...... ..... ...... ..... ... ... ..
Battery Start ...... .. .... ... .. . ..... . .... .. .... ....... ...... .. .. .. .. ... . ... ... .. .. .... . .... . ..... ...... ..... ...... ..... .... .. ..
Flight Start Sequence....................................................................................................
Generator and Hydraulic Pump............................................................................. ........
1
3
5
5
5
7
7
8
8
8
8
8
8
9
9
Topic 11 -Thrust Settings
Definitions . ................... .......................................................... .......................................

Take-off Rating..............................................................................................................
Take-off Rating at Low Altitudes.................................. .................................................
Take-off Rating at Medium and High Altitudes..............................................................
MCT Rating............................................................................ .......................................
Speed Effect.......................................................................... .......... ..............................
Climb Thrust.......................................................................... ........................................
Flexible Thrust...............................................................................................................
Limitations o n N1FLEX........................................................................................... .........
Windshear Rating..................................................................................................... .....
1
2
2
4
6
7
7
8
9
9
Topic 12 - Thrust Control
Control Modes...............................................................................................................
Engine Fuel Control Overview......................................................................................
Overview of Control with the FADEC and the FGC .............................................. ........
FADEC and HMA Architecture.............................................. ........................................
FADEC with FGC Control Architecture.........................................................................
FADEC Trim..................................................................................................................
FADEC Switch-lights.....................................................................................................
TRP ........................................................................................ .......................................
TRP TEMP Selection ....................................................................................................
TRP Off/On Selection............................................................. .............................. .........
Rating Schedules.................................................................. ........................................
Idle Schedules...............................................................................................................
Autothrottle Engagement ....................................................... .............................. .........
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ENGINES
Contents
Chapter 9 TOG
Page4
Topic 12- Thrust Control (continued)
Autothrottle Control .. ..... ... ... ... .... .. .. ..... . ...... ....... ... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ..... ..
Thrust Modulation Control.............................................................................................
P FD Thrust Mode Annunciations... ........................................... ....................................
Thrust Freeze on Take-off................................................................. ............................
Setting TOGA MAX on Take-off....................................................................................
Thrust Automatics Off Control.......................................................................................
Manual Control..............................................................................................................
16
17
18
20
21
21
22
Topic 13 - Fire Protection
General.........................................................................................................................
Fire Detection - Basic Standard . ..... ..... .... .. ... .. .... .. ... .. .... .. ..... ... ... .. .... ..... . ..... ..... ...... ..... .
Optional Second Detection Loop .... ..... .... .. ...... ..... ... .. .... .. ..... .... .. ... ... ..... . ..... ..... ...... ..... .
Extinguishers.................................................................................................................
Fire Handles...................................................................................... ............................
Fire Warning..................................................................................................................
Controls and Indicators ...................................................................... ...........................
Circuit Breakers.................................................................................. ...........................
1
2
3
4
6
6
6
9
Topic 14- Engine Life Computer
General............................................................... ..........................................................
Control Panel ..... ..... ...... ... .. .... .. .. .. .. . .... . .. .. . ... .. . .... ..... ....... ..... ...... ... .. .. .... .. .... ..... . ..... ..... ..
Inputs............................................................................................................................
Exceedances and Incidents .. . .... .. .. ...... ..... ....... .... .... .. ..... ...... .... .. ... .. . ..... . .... ...... ..... ...... .
Snapshots .... ..... ....... ..... ... ... ....... .... ...... .... . ..... . .... ...... ..... ...... ..... ...... .. .... .. ... ...... . .... ...... ..
Take-offs . .... ...... ...... ..... .... .. ..... ... .. .. .... .. .. .. . .... .. ......... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Engine Fatigue Calculations .. .... .... ...... .... .. ...... ...... .. .. .... .. ..... ...... ... ... ..... . ..... ..... ...... ..... .
Engine EGT Bands ............................................................................ ......... ..................
Spool Up and Down Times .. .. .... ..... .. ......... ...... ..... ......... ........ ... .. .. .... ...... ..... ...... .. ... .. ....
Memory Store................................................................................................................
Power Supplies.............................................................................................................
GNS-X............................................................................................... ............................
AGARS..........................................................................................................................
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General
The aircraft is powered by four Textron Lycoming (Honeywell) LF 507-1 F engines. The
engines are numbered 1 to 4 from left to right.
The engine has a high bypass ratio, so the fan develops the bulk of the engine thrust. The
bypass ratio is 5.3:1 .
Each engine is enclosed by a pod and supported by a pylon attached to the wing. The pod
contains a bypass duct. The bypass duct directs fan bypass air through the pod. The
bypass air then passes around the engine jet pipe.
There are two spools: a Low Pressure (LP) spool and a High Pressure (HP) spool. The
speed of the LP spool is designated N 1 and the speed of the HP spool N2 . The
temperature of the gas at the outlet to the low-pressure turbine is designated EGT.
The HP spool drives an accessory gearbox. The gearbox provides drives for the engine
sub-systems. Additionally, each ou1board engine gearbox drives an electrical generator
and each inboard engine gearbox drives a hydraulic pump.
Each engine has an electric starter motor. The starter motor turns the HP spool through
the accessory gearbox. The starter motor is used on the ground but not in the air.
Windmilling RPM is sufficient for in-flight starting.
HP compressor bleed air supplies the aircraft air supply system. HP compressor bleed air
also provides engine and intake ice protection.
Igniters are provided for engine starting and flameout protection.
Engine starting, ignition and ice protection are controlled from an ENGINES panel on the
flight deck roof panel.
A fire detection syst-em detects high temperatures within the engine pod. Each pod has a
fire extinguishing system. Fire handles for each engine are at the top of the overhead
systems panel. The fire handle is used to cut off the supply of fuel to the engine pod, to
discharge the fire extinguishers and to turn off the engine generator/hydraulic and air
supplies.
Two electronic displays, the primary engine displays (PEDs) containing indicators for
engine vibration, N1, N2 , EGT and fuel flow are on the flight deck centre instrument panel.
Above the vibration indicators are four oil indicators: one for each engine. Each oil
indicator displays oil quantity, oil temperature and oil pressure.
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Volume 1
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Overview
Chapter 9 Topic 1
Page2
Control
Engine control is via either:
A full authority digital engine control system (FADEC) system: the normal method of
engine control. There is a FADEC electronic unit for each engine.
OR
A hydro mechanical unit (HMU): a backup that can be invoked by pilot selection or
automatically on failure of the engine's FADEC. This method of control is termed
FADEC off control or manual control.
In FADEC control, thrust lever inputs are sent electronically to the FADEC electronic
control units. The FADEC provides EGT, N1 and N2 limit protection.
With the FADEC OFF, the HMU responds to mechanical inputs from the thrust levers.
There is no engine limit protection in FADEC OFF mode. The pilot is responsible for
ensuring that:
The maximum EGT, N 1 and N2 limits are not exceeded.
The N2 does not fall below the minimum for the bleed selected.
When the FADEC is on, engine control can be enhanced by Thrust Modulation Control
(TMC). TMC is part of the Flight Guidance System (FGS). The TMC works in conjunction
with the FADECs. Pilot command to the TMC is from a thrust rating panel (TRP). The pilot
sets the thrust levers in approximately the correct position and the FADECs trim the
engines to achieve the command from the TRP. However, the FADEC trim authority is
limited. Blue and white trim arrows above the PEDs indicate any required pilot input when
the FADECs are out of trim authority. In TMC, idle N2 is correct for all bleed states and
limit protection is available for all thrust ratings except the climb ratings.
With the TMC serviceable, engine control can be further enhanced by an autothrottle. The
autothrottle system is part of the FGS. The autothrottle:
Controls the aircraft speed.
OR
Controls to a thrust rating.
OR
Retards the thrust levers during entry to a descent or during the landing flare .
With the AP or FD engaged, the mode of operation of the autothrottle is determined by the
vertical mode of the FGS.
In the air, TMC is not available and the autothrottle cannot be engaged if:
Two engines have failed. An engine is considered failed if its N2 is less than 45%.
OR
Two FADECs have failed.
OR
An engine has failed and a FADEC has failed on one of the operating engines.
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Chapter 9 Topic 1
Page3
Thrust Rating Panel

A thrust rating panel (TRP) is on the right instrument panel. The thrust rating panel is used
to set the thrust rating for TMC and autothrottle control. The TRP is shown in Figure 1.1.
The TRP has three rating selector buttons: TOGA, MCT and CLIMB. Illuminated legends
on the selectors indicate which rating has been selected. The TOGA button selec1s
between the maximum take-off or go-around thrust rating and reduced take-off or
go-around ratings. The MCT button selects the maximum continuous thrust rating. The
CLIMB button selects between the climb normal thrust rating and the maximum climb
rating.
There are two concentric knobs on the bottom of the TRP and an LCD at the top of the
TRP. The outer knob is used to select one of five parameters: N1 , TEMP, Vt , VCROSS
and VDOT. When Nt is selected, the LCD shows the N1 limit for the selected rating.
TEMP is used to ent er the ambient temperature or the flexible thrust temperature using the
inner knob; the flexible temperature is entered when TOGA REDU is selected. The three V
speed positions are used, in conjunction with the inner knob, to en ter the values of speed
bugs on the EFIS speed tape. When a bug is selected on the TRP, its value is shown on
the TRP LCD. The bug values have no effect on the thrust ratings.
The basic thrust modulation mode is N1 synchronisation. In the basic mode, the MSTR
switch at the top of the TRP selects the master engine for N1 synchronisation: either
engine 1 or engine 2 .
Figure 1 .1 - The TRP
Selects the master engine
for N1 synchronisation.
+ - -t- Display shown with all

segments lit.
Displays N1 , air
temperature and speed
bug settings.
Selects the take-off and
GA rating. -----~_..
Pressing the switch
toggles between MAX
and REDU.
REDU is a standard
flexible thrust setting
but is also used for
any degree of flex
thrust.
Selects the climb rati ng.

Pressing the switch
toggles between NORM
and MAX.
Selects the MCT rating.
Two concentric knobs: -~:;;;;;;;==~------...1

The outer selects the parameter to be displayed on the TRP display. N1 , TEMP or the
three bug speeds. The inner changes the value of the selected parameter except N1.
N1 cannot be changed directly. N1 is the limit value for the rating selected.
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Overview
Chapter 9 Topic 1
Page4
Engine Indicators
The engine indicators are on the centre instrument panel. They are shown in Figure 1.2.
There are two electronic displays: the primary engine displays (PEDs). One PED is for
engines 1 and 2, the other is for engines 3 and 4. The PEDs contain indicators for:
Engine vibration .
N1.
EGT.
N2.
Fuel flow and fuel used .
Fuel quantity.
Each N1 indicator has a bug. The numerical value of a bug is written above its N 1
indicator. Each bug has a knob at the bottom of its PED. The knob can be pulled out.
When the knob is in, the bug is automatically set to the N1 limit for the rating selected on
the TRP. When a knob is pulled out, the associated indicator's bug can be manually set.
Above the PEDs are four analogue oil indicators: one for each engine. Each oil indicator
has three indicators: one for oil quantity, one for oil pressure and one for oil temperature.
A VIBN TEST button is above the oil indicators. It is used to test the vibration indication
circuits.
A FUEL QTY button is above the oil indicators. When the button is pressed, the fuel
quantity system and the PED fuel indicators are powered from the battery 1 busbar.
FADEC Switches and Annunciators
The FADEC switch lights and annunciators are above the PEDs and are shown in Figure
1.2.
There are blue and white FADEC trim arrows for each engine above the PEDs. The
arrows indicate that the FADEC is out of trim authority. If a blue arrow is illuminated, the
associated thrust lever must be moved forward for the FADEC to regain authority. If a
white arrow is illuminated, the associated thrust lever must be moved aft for the FADEC to
regain authority.
Each FADEC has a switch light with two annunciators: a white OFF annunciator and an
amber FAULT annunciator. The switch lights are above the PEDs.
Each FADEC defaults to on when the aircraft is powered up. Subsequent presses on a
FADEC's switch light toggle the FADEC between on and off.
If a FADEC fails, its amber FAULT annunciator illuminates together with a + FADEC
caption on the CWP. If the failed FADEC is switched off, the FAULT annunciator
extinguishes and the OFF annunciator illuminates.
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Volume 1
ENGINES
Overview
Chapter 9 Topic 1
Page 5
Figure 1.2- Engine Indicators and FADEC Annunciators

FAOEC fau lt annunciator
FADEC trim arrows
FAOEC off annunciator
l-\11-09-00083
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Chapter 9 Topic 1
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T hrust Levers
The thrust levers are on the centre console. They are shown in Figure 1.3.
Each thrust lever has:
Two stops: FUEL OFF and IDLE. At FUEL OFF, the high pressure fuel flow to the
combustors is cut off. IDLE is the position for starting, ground idle and flight idle.
The engine's FADEC in conjunction with the FGC control the idle speed.
A trigger at the back of the thrust lever. The trigger is spring-loaded to up.
Pressing a trigger down allows its thrust lever to move aft of the IDLE stop and
forward of the FUEL OFF stop.
A red light above its trigger. The red light illuminates if a fire is detected in the
engine's pod or an overheat condition is detected in the engine's pylon.
A FUEL ON detent. The detent is only used when the engine is started with its
FADEC off.
Each outboard thrust lever has an autothrottle disconnect button. A brief press on either
button disconnects the autothrottle. If either button is pressed and held for more than three
seconds, the TMC is also turned off. Control is then directly through the FADECs.
Each inboard thrust lever has a TOGA button. The TOGA button is used:
To activate the take-off thrust mode and to engage the autothrottle for take-off.
To select the FGS go-around mode .
The TOGA buttons are inactive above 2 000 ft radio altitude.
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Volume 1
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Overview
Chapter 9 Topic 1
Page 7
Figure 1_3 - The Thrust Levers
A utothrottlo - - d isconnect button

IDLE
FUEL ON detent -
-+- --...
FUEL OFF stop ----'~=-------1~"-~'\
TOGA buttons
.__--- Triggers - - - - '
Autothrottle disconnect button
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Red lamps
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Overview
AVRO 146-RJ FCOM

Volume 1
Chapter 9 Topic 1
Page a
FGS Mode Control Panel

The FGS mode control panel (MCP) is shown in Figure 1 .4.
The autothrottle is selected to the arm or engaged state by an AfT switch on the FGS
MCP. The switch has two positions ARM and OFF. A green light to the right of the switch
indicates the position of the switch. At ARM, the light is lit; at OFF the light is out.
When the switch is at ARM, the autothrottle engages if the conditions for engagement are
met; otherwise, the autothrottle enters the arm state. The switch is spri ng-loaded from
ARM to OFF. A solenoid holds the switch at ARM if the conditions for arming or
engagement are met. If not, the solenoid releases the switch to OFF.
Selecting the switch to OFF disengages the autothrottle. However, it is normal to use one
of the thrust lever AfT switches to disengage the autothrottle.
To the right of the AfT green light is the MCP speed select window. When the autothrottle
is holding speed, the speed held by the autothrottle is determined by the speed set in the
window. The speed is changed by a knob immediately below the window. A C/0 button
beneath the lAS/MACH window, switches the display between lAS and Mach number.
Below the AfT switch is a THRUST button. The button is used to reduce the thrust rating
to CLIMB NORM from TOGA MAX, TOGA REDU or MCT. The THRUST button is
inhibited if:
The thrust rating is TOGA.
AND
An engine has failed.
AND
The flaps are not up.
The thrust button logic assumes that an engine has failed if:
The difference between the N1 of engine 1 and the N1 of engine 4 is greater than
10%.
OR
The difference between the N1 of engine 2 and the N1 of engine 3 is greater than
10%.
When the thrust button is inhibited, the thrust rating can still be changed using the TRP
thrust rating selectors.
The THRUST button does not have an ON annunciator. The THRUST button and the LVL
CHG mode selector are side by side. Take care to choose the correct selector.
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Figure 1.4 - FGS MCP
Speed window (VSEL)
Thru~St
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Autothrottle and Thrust Mode Annunciations
Two fields in the top left of the PFD are reserved for thrust annunciations. One is for the
AfT status, the other is for the thrust mode. There is also an AfT disconnect annunciator
on each pilot's flight annunciators. The annunciations are shown in Figure 1.5.
The AfT status annunciator is green when the autothrottle is engaged and white when the
autothrottle is armed.
The AfT flight annunciator illuminates whenever the autothrottle is disengaged:
The
For four seconds when a normal disconnect is made using either thrust lever
automatic disconnect button.
For one and a half seconds if the autothrottle is disengaged by selecting the AfT
switch on the MCP to OFF.
Until either thrust lever AfT disconnect button is pressed if the FGS automatically
disconnects the autothrottle.
AfT status
annunciator fl ashes in amber whenever the AfT flight annunciator is lit.
When the AfT is engaged, the thrust mode indicates what the autothrottle is doing.
If the autothrottle is setting a TRP rating, the thrust mode indicates the selected TRP
rating. For example, if the autothrottle is holding the TRP rating of CLIMB NORM, the
thrust mode is annunciated as CLB NORM.
If the autothrottle is holding speed, the speed held is indicated in the MCP lAS/MACH
window. If MACH is in the window, the thrust mode is annunciated as MACH; if lAS is in
the window, the thrust mode is annunciated as lAS.
If the autothrottle is retarding the thrust levers, the thrust mode is annunciated as RETARD.
When the autothrottle is disengaged and the TRP thrust rating is TOGA or MCT, the thrust
mode annunciator indicates the thrust rating that the TMC is setting. If the autothrottle is
disengaged and the TAP thrust rating is CLIMB, the thrust mode field is blank.
If the thrust mode annunciator is green, the mode is active. If the thrust mode is armed,
the thrust mode annunciator is white.
In the air, the thrust mode is either active or off, so the thrust mode field is either green or
blank.
On the ground, the MCT and CLIMB thrust ratings are inhibited, so the only thrust ratings
available on the ground are TOGA MAX and TOGA REDU. The selected rating defaults to
the arm status. The only two armed thrust mode annunciations are TO MAX and TO
REDU. The selected thrust mode is activated by setting 45% N 1 or more and then
pressing either of the thrust lever TOGA buttons.
On the ground, the autothrottle goes to the arm state when the AfT switch is put to ARM;
the AfT status annunciator will be white. The autothrottle is engaged by setting 45% N1 or
more and then pressing either of the thrust lever TOGA buttons.
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Figure 1-5 - Autothrottle and Thrust Mode Annunciations

Autothrottle status annunciator
Thrust mode annunciator
Autothrottle flight annunciator

-
Fight annunciator iDuminates when

the autothrottle Is dlsoonnected
On a normal manual disconnect,
for 4 seconds.
On an automatic disconnect. until
either NT disconnect button is pressed
When the AfT is engaged, the NT status annunciator is green.
Ill
When the AfT is armed, the AfT status annunciator Is white.

Whenever the AfT Right annunciator is lit,
the AfT status annaalor flashes m amber.
When the autothrottle is engaged, the thrust: mode to the right of the
AfT status annunciator indicates what the autothrotUe is doi1g, for example:
A !T
lAS
The autothrottJe is holding the lAS set on til e MCP.
A !T
CLB NORM
The autothrottle is hold1ng the climb normal thrust rating.
A:T
RETARD
The autothrottle is retarding the thrust levers.
In TMC, TOGA and MCT modes, the AfT fiek!IS blank and the thrust
mode field indicates the rating to which the TMC is oontrolliog, for example.
TO MAX
The TMC Is control "'9 to the take maxmum thrust ramg.

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Engines Panel
The engines panel is shown in Figure 1.6. The panel is in the centre of the overhead
panel.
The START PWR switch selects the electrical source of power for engine starting on the
ground. At EXT DC, an external DC supply is used to start the engines. At NORM and
COLD, the output from the aircraft's transformer rectifiers is used to start the engines. At
NORM, external AC, the APU generator or an engine generator may supply the TRs. At
COLD, only an external AC supply may be used to start the engines. At NORM the output
of the TRs is 28 volts; at COLD, the output from the TRs is 36 volts. On some aircraft, the
batteries may be used for an engine start; the START PWR switch must be at NORM.
The START SELECT switch is used to select the engine to be started for both ground and
in-flight starts.
The START MASTER is only used for ground starts and for engine motoring on the
ground. When the switch is at ON, power is supplied to a start busbar. The engine starter
motors are powered via the start busbar. The START PWR ON annunciator indicates that
the start busbar is powered.
Each engine has two igniters: an A igniter and a B igniter. Just one of the igniters or both
the igniters may be used for ground starting. The igniters are automatically turned on and
off in the ground start sequence. A GRND IGN switch, on the AVIONICS overhead panel,
is used to select the igniters to be used for a ground start. The switch does not affect an
in-flight start. Both igniters are always used for an in-flight start.
The ENG IGN A annunciator indicates that the A igniter for the selected engine is being
used for starting. The ENG IGN B annunciator indicates that the B igniter for the selected
engine is being used for starting.
The STARTER OPERATING annunciator indicates that voltage is sensed at the input to an
engine starter motor.
The ENGINE switch initiates a ground start sequence or ground motoring. The switch has
three positions: START, RUN and MOTOR. It is spring loaded from START to RUN and
from MOTOR to RUN. A momentary selection to START, initiates a ground start. A
momentary selection to MOTOR, initiates a ground motoring cycle. The difference
between a motoring cycle and the start cycle is that the igniters are powered during the
start sequence but are not powered during motoring.
The FLT START switch is used for in-flight starting. When the switch is at ON, both the
igniters for the engine selected on the START SELECT switch are powered.
The igniters can also be used continuously. The CONT IGN A switch selects all the A
igniters on; the CONT IGN B switch selects all the B igniters on. The ENG IGN A and ENG
IGN B annunciators do not illuminate when continuous ignition is being used.
Each engine has an ENG ANT ICE switch at the bottom of the panel. Each switch controls
two valves: an intake valve and engine ant-ice valve. At ON, both the valves are open.
The intake valve takes hot air from the HP compressor to the intake; the engine ant-ice
valve takes hot air from the HP compressor to the engine itself.
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ENGINES
Overview
Above each switch lhere are three annunciators: INTAKE HI PRESS, INTAKE LO PRESS
and ENG VLV NOT SHUT.
An INTAKE HI PRESS annunciator indicates that the pressure is higher than normal in the
associated intake. An INTAKE low pressure annunciator indicates that the pressure in the
associated intake is too low for adequate ice protection when th e associated switch is ON.
An ENG VLV NOT SHUT annunciator, indicates that the associated engine ant-ice valve is
not shut.
Figure 1.6 - The Engines Panel
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Chapter 9 Topic 1
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Ground Ignition Switch
The ground ignition switch is on the overhead AVIONICS panel. The panel is shown in
Figure 1.7. The switch has three positions: A, BOTH and B. At A, just the A igniter of the
selected engine is used for a ground start; at BOTH, both the igniters of the selected
engine are used for a ground start; at B, just the 8 igniter of the selected engine is used for
a ground start.
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Figure 1.7- The Avionics Panel
AVIONICS
Ground ignition switch
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Fire Protection
The engine fire protection panel is at the top of the overhead panel. The fire protection
All aircraft have a fire detection loop A for each engine. An optional second loop is
available: loop B. If two loops are fitted for each engine, then four ENGINE FIRE DETECT
switches are fitted: one for each engine. Each switch selects the loop to be used for its
engine. There is a LOOP FAULT caption for each engine on the CWP. The caption
illuminates if the in-use loop fails. If two loops are fitted, then the other loop may be
selected.
Each engine has two fire extinguishers: extinguisher 1 and extinguisher 2. An engine's
extinguishers cannot be shared with another engine. Each extinguisher has an EXT USED
annunciator on the fire protection panel.
Each engine has a fire handle on the fire protection panel and a white FIRE HANDLE
caption on the CWP. Each fire handle is held in place by a detent. A strong pull is
required to pull the fire handle out of the detent; the handle then stops at a baulk. The
associated FIRE HANDLE caption illuminates when the handle is at the baulk. Rotating
the handle clockwise clears the baulk. The handle can then be pulled all the way out; the
handle straightens as it is pulled fully out.
When the handle is fully out:
The low-pressure fuel supply to the associated engine is cut-off.
The air, electrical and hydraulic supplies from the engine are turned off.
Rotating it 90 anticlockwise discharges the associated extinguisher 1.
Rotating it 90 clockwise discharges the associated extinguisher 2.
A fire bell.
An ENG FIRE caption for the associated engine on the CWP.
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Figure 1.8- The Engine Fire Protection Panel
.. - .
. ; '------1
ENG 1 EXT ENG 1 EXT
# 1 USED # 2 USED
ENG 2 EXT ENG 2 EXT

# 1 USED # 2 USED
ENG 3 EXT ENG 3 EXT

# 1 USED # 2 USED
ENG 4 EXT ENG 4 EXT

# 1 USED # 2 USED
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Central Status Panel
The CSP captions are shown in Figure 1.9. There are two captions: a green ENG IGN ON
caption and a green ENG A ICE ON caption.
The ENG IGN ON caption indicates that either of the two CONT IGN switches is ON.
The ENG A ICE ON caption indicates that:
OR
An intake ant-ice valve is open when its ENG ANT-ICE switch is OFF. This allows
detection of an intake valve failed in the open position.
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Figure 1 .9 - The CSP
Either of the CONT IGN switches is ON.

OR
An intake valve IS open when its ENG AINT-ICE switch is OFF.
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The CWP captions are shown in Figure 1.1 o. The top seven rows of the CWP are
dedicated to the engines: column 1 is for engine 1, column 2 is for engine 2, column 3 is for
engine 3 and column 4 is for engine 4.
The first row contains a white ENG FIRE HANDLE caption for each engine. A caption
means that the associated engine's fire handle has been pulled to the baulk. The second
row contains a red ENG FIRE caption for each engine. A caption means that a fire has
been detected in the associated engine's pod. The third row contains an amber LOOP
FAULT caption for each engine. A caption indicates that:
For aircraft with just one fire loop, the loop has failed.
For aircraft with two fire loops, the selected loop has failed.
The fourth row contains a red PYLON OVHT caption for each engine. A caption indicates
that hot air from the engine HP compressor is leaking into the forward part of the
associated engine's pylon. The details are given in CHAPTER 4- Air Supply.
The fifth row contains a red OIL LO PRESS caption for each engine. Each engine has an
oil pump driven by the engine's accessory gearbox. An OIL LO PRESS caption indicates
that the oil pressure delivered by the associated engine's oil pump is too low.
The sixth row contains an amber FUEL LO PRESS caption for each engine. A caption
indicates that the pressure from the aircraft's fuel system at the inlet to the associated
engine's fuel system is too low.
The seventh row contains a white FILTER CLOGGED caption for each engine. A caption
indicates that the associated engine's low pressure fuel filter is clogged.
There are three other captions: an amber ENG VIBN caption, an amber ENG OVSPD
caption and an amber FADEC caption.
The ENG VIBN caption is in column 1 but the caption is not dedicated to engine 1. The
ENG VIBN caption indicates that there is a high level of vibration in one of the engines.
The ENG OVSPD caption is in column 2 but the caption is not dedicated to engine 2. The
ENG OVSPD caption indicates that one of the engines has been automatically shut down
because its LP shaft has gone over-speed.
The FADEC caption is in column 1 but the caption is not dedicated to engine 1. The
FADEC caption indicates that there is a fault in one of the FADECs. The associated
FADEC FAULT annunciator will be illuminated above the PEDs.
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Figure 1.10 - The CWP

The associated fire h andle
k.
has been pulled to th e
Fire in the associated
engine pod.- - - - - - - .
The selected fire loop for
the associated engine
has failed .- - - - - - _ .1
----I
A hot air leak in the

associated engine's pylon.
Low oil pressu re in
the associated engine.
Fuel pressure is low at- - _ .1

the inlet to the associated
engine's fuel system.
The associated engine's
fuel filter is clogged.
One of the engines h as a high level of vibration.
... 1
One of the engines h as

been shut down due to an
overspeed.
There is a fault in one of the

FADECs. -----~~1
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Overhead Ground Test Panel
The ground test panel is shown in Figure 1.11.

The top two rows of test switches are dedicated to the engines.
In the top row, there is an ENG OVSPD test button for each engine on. Pressing a test
button will test the engine overspeed shutdown circuit for the associated engine.
In the second row, there is an ENG FIRE test button for each engine. Pressing a button
tests the fire warning circuits for the associated engine.
In the third row, there is an ENG+ APU EXTING test button. Pressing the button tests:
All the engine fire extinguisher used circuits.
AND
The APU fire extinguisher used circuit.
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Figure 1.11 -The Overhead Test Panel

Tests the associated
engine's overspeed
shutdown system .
..
Tests the associated

engine's fire warning
system .
Tests all the fire

extinguisher used
circuits.
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The Circuit Breaker Panels

Three of the overhead circuit breaker panels contain circuit breakers affecting the engines:
The ENGINE INDICATION circuit breaker panel.
The FIRE circuit breaker panel.
The APU and ENGINE START circuit breaker panel.
The Engine Indication Circuit Breaker Panel

The ENGINE INDICATION circuit breaker panel is shown in Figure 1.12. A circuit breaker
is provided for:
Each engine overspeed shutdown circuit (D11 to D14).

The elements of each engine display supplied from emergency de (E ll to E14).
The elements of each engine display supplied from essential de (F11 to F14).
An alternative supply used when the FUEL QTY button is pressed (E 15).
Figure 1.12 Engine Indication Circuit Beakers
Overspeed shutdown CBs
PED emergency de circuit breakers _____.
PED essential de circuit breakers
---111>~
o e o
PED alternative supply us ed when the FUEL QTY test button is pressed
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ENGINES
Overview
The Fire Circuit Breaker Panel

The flight deck circuit breakers for the fire system are immediately above the engine fire
panel. The panel is shown in Figure 1.1 3. Circuit breakers are provided for:
Each engine fire extinguisher discharge circuit (C16 to C19 and 016 to 019).
Each engine fire detection loop (E 16 to E 19 and F16 to F 19).
All #1 extinguisher-used and the APU extinguisher-used circuits (C20).
All #2 extinguisher-used circuits (020).
The fire bell (E23).
All engine loop A warning and test circuits (E20) and all engine loop 8 warning and
test circuits (E22).
Figure 1.13 - Fire Circuit Beakers
o o e
Optional circuit breakers:

> CARGO EXT 1 and 2.
> TOILET SMOKE
WARN.
> ENG LOOP B .
> LOOP B WARN and
TEST.
An optional circuit breaker
is only fitted if the
associated option is fitted .
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The APU and Engine Start Circuit Breaker Panel

The engine start circuit breakers are shown in Figure 1.14.
The STARTER OP +ENG IGN (MWS) circuit breaker (A35} supplies:
The STARTER OPERATING annunciator circuits.
The CSP ENG IGN ON caption.
The START + CONT IGN A CTRL circuit breaker (830) supplies:
The ground-start control circuits.
The continuous ignition A control circuits.
The ALL IGN A+ CONT IGN A 2 + 3 circuit breaker (831 ) supplies:
The selected engine's A igniter during ground or flight start.
The ENG IGN A ON annunciator.
The A igniters for engines 2 and 3 when continuous ignition A is selected.
The CONT IGN A 1 + 4 circuit breaker (832) supplies the A igniters for engines 1 and 4
when continuous ignition A is selected.
The START + CONT IGN 8 CTRL circuit breaker (833} supplies:
The ground-start control circuits.
The continuous ignition 8 control circuits.
The ALL IGN 8 + CONT IGN 8 1+ 4 circuit breaker (834) supplies:
The selected engine's 8 igniter during ground or flight start.
The ENG IGN 8 ON annunciator.
The 8 igniters for engines 1 and 4 when continuous ignition 8 is selected.
The CONT IGN B 2 + 3 circuit breaker {835} supplies the B igniters for engines 2 and 3
when continuous ignition 8 is selected.
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Figure 1.14 - APU and Engine Start Circuit Beakers
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Gener al Description
A schematic of the engine is shown in Figure 2. 1. A three-dimensional section is shown in
Figure 2.2.
Each -engine has two spools: a high-pressure (HP) spool and a low-pressure (LP) spool.
The LP spool consists of:
An LP shaft.
A two-stage LP turbine.
A single-stage fan.
A two-stage LP compressor, also called a supercharger.
A reduction gearbox.
The LP turbine is mounted on the rear of the LP shaft. The front end of the LP shaft is
connected to the input of the reduction gearbox. The output of the gearbox drives the fan.
The LP compressor is mounted behind the fan and is directly connected to the fan.
The reduction gearbox allows the fan and LP turbine to run in their optimum speed ranges:
high speed for the turbine, low speed for the fan.
The HP spool consists of:
A HP shaft.
A seven-stage axial compressor.
A single-stage centrifugal compressor.
A two-stage turbine.
The HP and LP shafts are concentric; the LP shaft passes through the HP shaft.
The HP turbine is mounted on the rear of the HP shaft. The axial compressor is mounted
on the front of the HP shaft.
The c-entrifugal compressor provides the last stage of compression and is mounted on the
shaft behind the axial compressor.
An annular reverse-flow combustor is mounted around the turbines. The advantage of the
reverse flow combustor over a straight-through combustor is that the length and weight of
the engine is reduced. Fuel is supplied to the combustor by 28 fuel nozzles.
The HP spool and LP turbine together form the core engine. The core engine drives the
fan. The fan produces the bulk of the thrust.
A jet pipe is attached to the rear of the LP turbine casing.
A small portion of air from the centrifugal compressor is used to cool the HP turbine rotors
and stators. The LP turbine is not cooled.
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Mechanical Configuration
Chapter 9 Topic 2
Page 2
Principle of Operation
Air from the engine intake enters the fan. An airflow splitter behind the fan divides the
airflow into two paths: one into a fan bypass duct and the other into the LP compressor.
The fan bypass duct airflow passes through fan exit guide vanes and is then guided over
the rear of the engine core. The bypass airflow produces the bulk of the engine thrust.
Air from the LP compressor is guided i nto the HP compressor. The output of the
centrifugal compressor is guided around and into the combustor. The direction of the air is
reversed in the combustor. Some air is mixed with the fuel in the combustor and burnt.
The remaining air cools the combustor.
The compressors add pressure energy to the air and the combustor adds heat energy to
the air.
On leaving the combustor, the direction of the airflow is again changed by 180; the air
then enters the HP turbine. The turbine extracts energy from the air to drive the HP
compressor and the accessory gearbox.
The air then passes into the LP turbine. The LP turbine extracts energy from the air to
drive the fan and the LP compressor. The air from the LP turbine passes through the jet
pipe to atmosphere. This air produces only a small amount of thrust.
Figure 2.1 - Engine Schematic
Airflow splitter Reduction gearbox
HP compressor
Axial
Centrifugal
lrfl
....---- Combustor
Jet efflult
Jet efflux
_..,......_
B~pau
White arrows Indicate
direction of core airflow.
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Figure 2.2 - Engine Section

LP compressor
Airflow splitter
Fan exit guide vanes

HP compressor
Axial
Centrifugal
Combustor
LP turbine
Accessory
gearbox drive
Fan
Reduction gearbox
Bleed Band
There are holes in the axial compressor casing around the sixth stage. The holes are
surrounded by a metal band. An actuator, controlled by the FCU, tightens or loosens the
band. When the band is tight, the holes are sealed. When the band is loose, air is bled
from the sixth stage to prevent compressor surge. Air is bled from the sixth stage:
During starting.
At low RPM.
During engine acceleration and deceleration.
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Chapter 9 Topic 2
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Modular Constructi on
For maintenance ease and flexibility, the engine is built in four modules:
Fan module.
Gas producer module.

Combustor turbine module.
Accessory gearbox module.
The modules and their constituent parts are shown in Figure 2.3.
Figure 2.3 - Engine Modules
Fan module: - - - - - - . ,
;. Fan.
, Fan exit guide vanes.
, Reduction gearbo x.
, LP compressor.
Gas produc er module:

,. HP compressor.
, HP turbine.
, Access~ry gear drive.
Com bustor module:

, Combustor.
; lP turbine.
Fan
casing
II"
Spinner /
Fan
Starter motor drives
HP shaft through the
accessory gearbox.
Accessory gearbox module drives:

, Hydro-mechanical FCU.
, HP fuel pump.
,. LP fuel pump_
; Oil pump.
,. Air-oil separator.
, FADEC generator.
,.
,.
Hydraulic pump -Inboard engine.

Generator - outboard engine.
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Accessory Gearbox Drain

Each accessory gearbox mounting pad has a drain pipe. The pipe collects any fluid
leaking from the pad seal. Each drain pipe terminates in a witness drain mast at the
bottom of the engine - see Figure 2.4.
Figure 2.4 - Witness Drain Mast
Right side or engine 3
Accessory gear box

Witness drain mast
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Pylon
A pylon attached to the wing supports each engine. The pylon contains service lines for
the electrical system, hydraulic system, fuel system and air supply system.
A pylon beam is attached to the wing front spar. The beam supports the engine through a
forward engine mounting and an aft engine mounting. The forward engine mounting
supports the weight of the engine through two attachment points on the engine. The
Figure 3.1 - Pylon
Front spar
Pylon beam
Aft engine mounting:
Forward engine mounting:
Two <Jttaehmont points
One att:lehmont point
Pod
The pod is shown in Figure 3.2. The main components of the engine pod are:
A nose cowling or air intake.
Two front cowling doors.
Two rear cowling doors.
A removable jet-pipe fairing. It must be removed before the rear doors are opened.
The nose cowling forms the air intake and contains two engine fire extinguishers.
The two forward cowling doors enclose the fan module and the accessory gearbox.
The two rear doors enclose the core engine. The doors contain a bypass duct that mates
to the fan casing bypass outlet- Figure 3.3.
The forward cowling doors have hinged panels for maintenance, fire extinguisher access
and pressure relief. They are shown in Figure 3.2.
The pod is divided into two fire zones: zone 1 and zone 2 . Zone 1 is enclosed by the two
forward cowling doors. Zone 2 is enclosed by the two rear cowling doors. A fireproof wall
separates the two zones. The nose cowling is separated from zone 1 by a fireproof wall.
A hole in the bottom of the right forward door ventilates zone 1 .

Each compartment in the pylon drains into a pipe that passes down the inside of the right
forward cowling door. The pipe drains through the zone 1 ventilation hole.
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Volume 1
ENGINES
Pylon and pod
Chapter 9 Topic 3
Page 2
Figure 3.2 - Pod

Engine sllngmg access panel
doors al1ached to
l(aH4ows ..n .... n .. to be removed

Pylon cowling
I I
Rear cowling door
Front cowling door
lOG sight
glass door
Fire &Xbnguisher access panel

Also acts as pressure rehef door
Pylon cowling
I I
Front cowfing door

Intake
I I
Engine oil level check

& filling door
Fire extinguisher access panel
IDG slgflt
Also acts as pressur>e rehef doot
glass door
FCOM:V1-002
Rear cowhng door
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
ENGINES
Pylon and pod
Chapt er 9 Topic 3
Page 3
Pod Covers
Covers are provided for:
The intake: see Figure 3.2.
The jet pipe outlet: see Figure 3.3.
The rear door bypass duct: see Figure 3.3.

Figure 3.3 - Rear Cowling Doors
Right Door Open- Jet Pi pe Fairing Removed
Inside or rear
cowling door
Outside of rear
cowling door
Bypass duct
Bypass dud
in rear door
lrn rear door
Outside of rear
cowling door
Fan casi ng bypass outlet
Both Doors Closed -Jet Pipe
+ - -+- Jet pipe and

bypass duct
blank
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Volume 1
ENGINES
Pylon and pod
Chapter 9 Topic 3
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The engine fuel system takes fuel from the aircraft fuel system, raises the fuel pressure
and then meters the fuel to the combustion chamber to control the engine speed. The fuel
system is shown schematically in Figure 4.2. The system components are shown in Figure
4.1.
Each engine has a FUEL LO PRESS and a FILTER CLOGGED caption on the CWP. The
FUEL LO PRESS annunciator is amber. The FILTEA CLOGGED annunciator is white. An
ENG OVSPD amber caption on the CWP will illuminate if an over-speed is sensed on any
engine.
Components
The engine fuel system consists of:
An LP pump driven by the accessory gearbox.

A hydro-mechanical assembly (HMA). The HMA includes a hydro-mechanical fuel
control unit (HMU), a high pressure pump and a metering valve. The pump is
driven by the accessory gearbox.
A FADEC ECU.
An LP filter.
A fuel-oil heat exchanger.
An HP filter.
An over-speed valve.
A flow divider.
An ecology drain system.
The metering valve meters the fuel flow to the combustor in response to thrust lever
position. The metering valve is normally controlled by the FADEC ECU; if the FADEC fails,
the HMU controls the metering valve.
The fuel-oil heat exchanger is in two parts. One part, the pre-heater, uses warm oil to heat
the fuel before it enters the LP filter. The other part, the oil cooler, uses fuel to cool the hot
oil returning from the engine bearings and gear boxes to the oil tank.
Ice crystals in the fuel could block the LP fuel filter. The pre-heater melts any crystals in
the fuel. The liquid water droplets pass through the engine harmlessly.
The over-speed valve is used to shut the engine <!own automatically in the event of an
over-speed of the LP shaft.
The flow divider divides the fuel flow to the combustor nozzles into primary and secondary
flows. The primary flow is the main source of fuel to the nozzles during starting. At ground
idle, the secondary fuel flow is the main source of fuel for the nozzles. The secondary fuel
flow increases markedly as engine speed increases above ground idle but the increase in
the primary flow is small.
The ecology drain system stores fuel drained from the combustor on engine shutdown.
After engine start, a jet pump (see CHAPTER 13-Fuel System for description of a jet
pump) draws fuel from the ecology drain tank and reintroduces the fuel to the LP pump
inlet.
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Volume 1
ENGINES
Fuel System
Chapter 9 Topic 4
Page 2
Figure 4.1 - Fuel System Components - Right Side of Fan Casing
Accessory gearbox - - - '
to FClll
Ganorator eonstant spGGd drfva
Thrust lever
HP pump
l.;t109.o<!DIIe
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Volume 1
ENGINES
Fuel System
Chapter 9 Topic 4
Page3
Fuel Flow
The engine fuel system is shown schematically in Figure 4.2.

The LP pump takes fuel from the airframe system via an LP valve. The valve is normally
open but is mechanically closed when the associated fire handle is pulled fully out. There
is no position indication for the valve other than the fire handle position.
Fuel passes from the LP pump to the HP pump via the fuel pre-heater and the LP filter.
The filtered fuel passes to the HP pump within the HMA. The flow from the HP pump is
controlled by a metering valve. The metering valve is normally controlled by the FADEC
ECU. If the FADEC fails, the metering valve is controlled by the hydro-mechanical control.
The metered fuel leaves the FCU via a shut-off valve. The shut-off valve is controlled by
the thrust lever.
From the FCU, the metered fuel passes through a flow sensor. The flow sensor signals
the flight deck fuel flowmeter.
From the flowmeter the fuel passes through the oil cooler to the over-speed valve vi a the
HP filter. The flow divider then splits the flow into the primary and secondary flows to the
combustor.
Fuel Low Pressure
A pressure switch just upstream of the LP pump illuminates an associated FUEL LO

PRESS caption on the CWP.
Filters
Each filter has a bypass circuit and an impending bypass indicator.

As a filter becomes clogged the pressure across the filter rises. Once the pressure
difference indicates partial blocking, the impending bypass indicator operates. If the
pressure difference increases, a bypass circuit will open and fuel will flow around the filter.
Impending bypass of the LP filter is sensed by a differential pressure switch which
compares the pressures at the inlet and outlet of the filter. When the pressure difference is
significant, the associated FILTER CLOGGED annunciator illuminates on the CWP.
Impending bypass of the HP filter is indicated by a red pop-out indicator at the bottom of
the filter.
FCOM:V1-002
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Volume 1
ENGINES
Fuel System
Chapter 9 Topic 4
Page 4
Figure 4_2 - Fuel System Schematic
Pressure switch
<::::::=--=::::~
Rotary drive
Aircraft syst em
pressure
~--=1 Jet p u lm P t4 -
Flow d ivider
Jet pump:
, Powered by HP fuel.
handle
FUEl. LO
PREIS
Draws fuel from tank during:..;s;.=ta:::r.:..._-:t._

L-P s_h_arft_1_0_4_
%....
Fuel bypassed to LP
_ ...__ filter Inlet on over-speed.'--_:.;.;_,;;___,
LP fuel
Impending
bypass Indicator
Fuel-oil heat exchanger
HP filter
Oil out
Fuel
pre-heater
Accessory
gearbox
011 coole
Oil in
LP filter
F lo wmeter
sensor
Flowmeter
HMA
HP fuel
FADEC
ECU
Shut-off
valve
Fit deck input
Bleed
band
i-Y1~000117
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Volume 1
ENGINES
Fuel System
Chapter 9 Topic 4
Page 5
Metering Valve Control
Each engine has a hydro-mechanical unit (HMU). The HMU is on the engine. The HMU
contains a simple hydro-mechanical fuel control unit and a metering valve.
Engine Control is shown schematically in Figure 4.3. Mounted on each engine are a
hydro-mechanical unit (HMU) and a full authority digital engine control (FADEC) electronic
control unit (ECU).
electrically by the FADEC or hydro-mechanically by the hydro-mechanical control section
of the HMU.
drives the hydro-mechanic control and a position sensor on the HMU. The position sensor
The hydro-mechanical control can be turned on and off by the FADEC. When the FADEC
is on and serviceable, the hydro-mechanical control is turned off. When the FADEC fails or
is turned off, the hydro-mechanical control is turned on.
Normally, the FADEC is in control. If the FADEC fails, its engine will be under manual or
FADEC OFF control.
With the FADEC in control, the bleed band is controlled by the FADEC. In
hydro-mechanical control, the bleed band is controlled hydro-mechanically as a function of
N2.
FCOM:V1-002
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Volume 1
Chapter 9 Topic 4
Page6
ENGINES
Fuel System
Figure 4.3 - Metering Valve Control
Each engine has a Hydro-mech,anical unit (HMU)

The HM U is on the engine.
High p ressure fuel
Thrust
lever
HMU
~otored
fuel
to the
ombustors
Position
motor
sensor
Eleetr~cal
signal
Elec1rlcal off signal
L...__ _
Electrical signal
FADEC
ECU
Each engtne has a FAOEC ECU.

Th:e FADEC ECU is on the engine.
Each HMU has a metering valve.

The metenng valve controls the engine speed.
The metering valve can be controlled by the hydro-mechanical part of the HMU
or the FADEC ECU.
The FADEC ECU normally controls the metering valve.
Whenever the FADEC eon trol ls on, the hydro-mechanical control Is turned orr
FCOM:V1-002
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Volume 1
ENGINES
Fuel System
Chapter 9 Topic 4
Page 7
Engine Over-speed
The engine over-speed shutdown system is shown schematically in Figure 4.4.

A single ENG OVSPD amber caption is on the CWP.
Each engine has:
An over-speed trip controller.
An over-speed shutdown valve.
Two LP turbine speed sensors.
A speed sensor at the front end of the LP shaft.
The controller monitors the three speed sensors. If any one of the three speed sensors
exceeds the equivalent of 104% N1 , the controller will operate the over-speed shutdown
valve and illuminate the ENG OVSPD caption. The valve shuts down the engine by closing
the fuel flow to the flow divider and bypassing the fuel back to the inlet of the LP filter.
Each engine has a test button on the overhead TEST panel. The test circuit is only
functional between 26% and 40% uncompensated N1 . The test button tests the controller
and the valve.
When the test button is pressed, the controller is tested. If the test is satisfactory:
The over-speed valve bypasses fuel to the inlet of the main filter.
The engine shuts down.
The ENG OVSPD caption illuminates.
The test button is not protected by the squat switch circuit. However, if N1 is above 40%
uncompensated, the test is inhibited.
After a test or an actual over-speed, the over-speed valve is latched in the bypass state
and the ENG OVSPD caption is latched on until:
A flight or ground start is initiated.
OR
Electrical power is removed from the over-speed circuit. A circuit breaker for each
engine over-speed trip controller is on the overhead circuit breaker panel.
FCOM:V1-002
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Volume 1
ENGINES
Fuel System
Chapter 9 Topic 4
Pages
Figure 4.4 - Over-speed Shutdown Schematic
LP shaft
forward speed
sen sor
LP iturbine
speed
sensor1
LP turbine
speed
sensor 2
Test button on the

overhead test panel.
One for each engine.
Hfuminates when
any ona of the four

over-speed valves Is
signalled to operate_
ENG
Reset relay
Over-speed trip controller
To combustor
Roof panel circuit breaker.
The reset relay breaks the power supply to the controllers for
2 sec when either:
;... The FLT START switch is ON and the START SELECT switch is
selected to the associated engine.
OR
;... A ground start initiated.
FroM FCU
The controller can also be reset by tripping and resetting its circuit breaker.
The controller shuts the over-speed valve if:
J;o- Any speed sensor senses a speed greater than 104%.
OR
J;o- The test button is pressed.
Fuel bypassed to
main filter inlet
on over-speed.
i-v1-09-00099
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
Chapter 9 Topic 4
Page9
ENGINES
Fuel System
Ecology Drain System

The ecology drain system is shown schematically in Figure 4.5.
When the engine is shut down, spring pressure opens two combustor drain valves to allow
un-burnt fuel to drain into the ecology drain tank (Figure 4.6). When the engine is running,
combustor pressure forces the drain valves closed.
When the tank is more than about 3/ 4 full , a float valve opens to allow fuel to be drawn back
to the LP pump inlet by a jet pump.
The motive flow for the jet pump is HP pump fuel pressure. The motive flow to the jet
pump passes through a valve. The valve is only open between 50% and 60% N2
Fuel is returned from the ecology drain tank to the engine fuel system after start only when:
The ecology drain tank is more than
3/
4
full.
AND
N2 is between 50 and 60%.
If air enters the jet pump, the air passes into the engine fuel system and the engine
rumbles. Air can enter the jet pump if the float valve remains open when the ecology drain
valve is open or if there is a leak in the piping. A rumble due to air entering the fuel system
from the ecology drain system will normally stop once N2 is above 60% because the jet
pump valve closes at 60% N2 .
If the system fails to remove the fuel from the tank, it will eventually fill and fuel will
overflow through an overflow pipe.
Figure 4.5 - Ecology Drain Schematic
Combustor
Open when engine shut down.
Closed when engine runmng
To HP
fuol systom
HP fuel
motJve now for jot pump.
Overflow~ _ _r,;:;.:;::-l
pipe r
Open between
Ecology
drain
tank
50 a nd 60% N2.
Non return valve
Open when tank
moro th n Ji lull.
Jot pump
FCOM:V1002
lnd
w from tank
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Nov 01 /09
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Volume 1
ENGINES
Fuel System
Chapter 9 Topic 4
Page 10
Figure 4-6 - Ecology Drain Tank
Bleed air pipe

intake ant-ice
Unburnt fuel from combustor dra1ns
Retom pipe to LP pump Inlet

Fuel returned after start
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
Each -engine has:

A completely self-contained oil system.
An oil indicator on the centre instrument panel.
A red OIL LO PRESS caption on the CWP.
Each indicator has an oil pressure gauge, an oil temperature gauge and an oil quantity
gauge.
Oil Flow
The oil system is shown schematically in Figure 5.1. The positions of the oil system
components are shown in Figure 5.3.
Oil is stored in a tank on the lett side of the engine. An oil pump is driven by the accessory
gearbox. The pump is in three sections: a pressure pump, scavenge pump 1 and
scavenge pump 2. The pressure pump draws oil from the tank and passes it through a
main filter to:
The engine bearings and gearboxes for lubrication.
The engine spinner for ant-icing.
Two scavenge pumps return the oil to the tank.

From the main filter, the oil splits into two main paths: one forward and the other aft. The
aft path supplies the LP shaft rear bearing and th-e HP shaft rear bearing. The forward
path supplies:
All the other engine shaft bearings.
The fan reduction gearbox.

The accessory gearbox drive.
The spinner for ant-icing.
The oil from the forward services and the HP shaft rear bearing drains into a sump above
the accessory gearbox. A chip detector is in the line between the HP shaft rear bearing
and the sump.
The oil in the sump drains into the accessory gearbox. Scavenge pump 1 draws oil from
the accessory gearbox. Scavenge pump 2 draws oil from the LP shaft rear bearing.
The output of the scavenge p umps is cooled by fuel in the oil cooler section of the fuel-oil
heat exchanger. The oil is returned from the cooler to the oil tank via the main chip
detector.
Vent
The oil returning to the tank contains a large amount of air. The air is removed from the oil
by a swirl chamber separator in the tank. The air is vented to the accessory gear box
where it mixes with the oil. A centrifugal air-oil separator removes the air from the oil and
passes it to atmosphere via the accessory gearbox witness drain mast.
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Volume 1
ENGINES
oil .s ystem
Chapter 9 Topic 5
Page 2
Figure 5.1 - Oil System Schematic

All other engine shaft bearings.
Fan reduction gearbox.
Accessory gearbox drive
Sprnner ant~cing
Temperature transmitter
II Pressure transmitter
------1
HP shaft rear l - - - -. .- -...

bearing
Rotary drive
Pressure switch
OIL
LO PRESS
LP shaft rear
bearing
Sump
Filter has:
,. Bypass.
,. Impending
bypass pop-out
Accessory
gearbox
011-air
Overboard
vent
ed
r - - - --,.- Mete
f
out
Oil cooler
Oil tank
supply
Tank vent fine
Oil tank
Air separated from od

returning to tank by a
swift chamber de-aerator
in tank.
FCOM:V1-002
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Volume 1
ENGINES
oil system
Chapt er 9 Topic 5
Page 3
Oil Pressure, Temperature and Quantity

Oil pressure, temperature and quantity are displayed on triple indicators above the PEDs.
There are two types of indicator; they are shown in Figure 5.2. The indicators are powered
from the ESS DC busbar.
Oil quantity is sensed by a stack of level switches in the oil tank. The scale graduations
are in quarters of full. After engine start the quantity falls by aboul one division ; it falls by
about another division at full power. Oil has not been lost, it has just moved from the tank
to the engine.
Oil tank quantity is also measured by a dipstick attached to the filler cap.
Oil pressure and temperature are sensed downstream of the filter and transmitted to the
flight deck indicator.
Another pressure sensor just downstream of the filter signals the OIL LO PRESS caption.
The sensor signals the pressure to a processor which also senses N2 . The pressure at
which the caption illuminates depends upon N2 When N2 is above 80%, the caption
illuminates when the pressure falls below 50 psi; when N2 is 80% or below, the caption
illuminates when the pressure falls below 18 psi.
Figure 5.2 - Oil Triple Display Indicator
Early standard
Later standard
Green arcs Indicate normal operating range.
Amber arcs Indicate a caution.

Red arcs mdicate a warning
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
ENGINES
oil .s ystem
Chapter 9 Topic 5
Page 4
Figure 5_3 - Oil System Components - Left Side of Fan Casing
FAOEC
ECU
Accessory
gearbox
breather pipe
...,, ,00-()0102
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
Besides providing thrust, the engine supplies power to other systems:
The aircraft electrical system.
The aircraft hydraulic system.
The aircraft air supply system.

The engine and intake ant-ice system.
Electrical System
Each outboard engine drives an AC generator. The accessory gear box drives the
generator via a Constant Speed Drive (CSD). The CSD and generator come as a unit
called the Integrated Drive Generator (lOG). The lOG has a self contained oil system for
cooling lubrication and speed control. The IDG is shown in Topic 5, Figure 5.3 and is
described in CHAPTER 8 - Electrical System.
Hydraulic System
Each inboard engine drives a hydraulic pump. The engine 2 pump powers the yellow
hydraulic system and the engine 3 pump powers the green system. The pumps are
described in CHAPTER 14 - Hydraulic System ; a pump is shown in Figure 5.3.
Air Power Off-takes
The air power off-take bleeds are shown in Figure 6. 1.
Air is bled from the output of the centrifugal compressor for the aircraft air supply system.
The air is passed through a pressure and temperature control system in the pylon. Air is
bled from the fan bypass flow to cool the air bled from the compressor. The system is
described in CHAPTER 4 -Air Supply.
Air is bled from the centrifugal compressor inlet to heat the intake and the early stages of
the engine itself. The system is described in Topic 7, Ice Protection.
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
ENGINES
Power Off-takes
Chapter 9 Topic 6
Page 2
Figure 6 .1 - Air Power Off-takes
" Bleed for air

supply system
Intake ant-ice
bleed_
,.
~~
Bleed lfor air

supply system
..v 1-09-00' 03
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Proteoeted Areas
Ice protection is provided by hot engine oil and HP compressor bleed air. The protected
areas are shown in Figure 7.1, Figure 7.2 and Figure 7.3. A control and indication
schematic is shown in Figure 7.4.
Hot engine oil is directed to the spinner whenever the engine is running.
An ENG ANT-ICE switch for each engine is on the ENGINES panel. Each switch controls
two valves. One valve, the intake valve directs HP compressor air to the associated intake
lip; the other valve, the engine valve, directs HP compressor air to the associated splitter
lip and LP compressor inlet guide vanes. The engine valve is an on/off valve. The intake
valve is an on/off valve and a pressure regulator.
A vertical bulkhead splits the intake cowling into two parts. The intake valve and two
pressure switches are in the rear part. The front part contains a circular pipe. The intake
valve outlet is connected to the circular pipe. Holes in the circular pipe direct air onto the
intake lip when the intake valve is open. A panel on the lower right side of the cowling
allows access for maintenance. The panel also opens automatically if a leak from the
intake supply causes a high pressure in the rear part of the intake cowling.
Figure 7.1 -Protected areas
Engane ant-tee provtdes hoi .air to

the splitter lip and the LP
compressor Inlet guide vanes.
Splitter lip
Air is taken from the centrifugal

compressor inlet for engrne anlice.
Spinner
The spinner is alWays
protected by hot engine oil.
Intake lip
Intake anlice provides hot a ir
to the Intake lip
Air is taken from the oenllifugal

compressor outlet for intake ant-ice.
O.v109.00 104
FCOM:Vt -002
AVRO 146-RJ Series
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Volume 1
Chapter 9 Topic 7
Page 2
ENGINES
Ice Protection
Figure 7.2 -Intake Protection
Intake lip
Hot air leaves the ring via holes

and heats intake lip ~
Diffuser\
..
Hot alr from centrifugal
comprvssor output
...
~~~
Air leaves Inside of intake lip v~a

this slit and joins fan inlet airflow
-- Maintenance access panel and pressure relief door
Fi gure 7.3 - Splitter and LP Compressor Protection

Hot air from centrifugal
compressor
.,
Bypass ai rflow
Heated Inlet
guide vanes
1-v1 0IHIO t 05
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
ENGINES
Ice Protection
Chapter 9 Topic 7
Page3
Indication
There are three annunciators for each engine on the ENGINES panel: a white ENG VLV
NOT SHUT annunciator, an amber INTAKE HI PRESS annunciator and an amber INTAKE
LO PRESS annunciator. The ENGINES panel is shown in Figure 7.5.
An ENG VLV NOT SHUT annunciator illuminates if pressure is sensed downstream of the
associated engine valve. Illumination of the annunciator does not depend upon the
position of the ENG ANT-ICE switch.
An INTAKE HI PRESSURE annunciator illuminates if the intake valve fails to regulate the
pressure and the supply pressure to the associated intake becomes too high. Illumination
of the annunciator does not depend upon the position of the ENG ANT-ICE switch.
An INTAKE LO PRESS annunciator illuminates if the associated ENG ANT-ICE switch is
ON and the pressure in the intake is too low for adequate ice protection in flight.
On the ground, the INTAKE LO PRESS annunciator extinguishes as N2 rises above
approximately 53%. At ground idle, the annunciators may be illuminated. However, the
intake will be protected if the associated intake valve is open. To prevent nuisance
triggering of the MWS attention getting, the input to the MWS from the INTAKE LO PRESS
annunciators is inhibited at low thrust lever angles.
A green ENG A ICE ON caption is on the CSP. The caption illuminates if:
OR
There is pressure in an intake when its switch is OFF. If a valve fails open, the
caption will remain illuminated when engine ant-ice is selected off.
The electrical circuit to the ENG A ICE ON caption is different for the two cases. A failed
valve can be detected by switching each switch ON and then OFF in turn. When the
switch associated with the failed valve is operated, the caption will blink.
Valve Power Supplies

Each valve requires electrical power to close. If electrical power is lost, the valve opens
provided air pressure is available. If DC 1 is lost, the valves on engines 1 and 3 fail open;
if DC 2 is lost, the valves on engine 2 and 4 fail open.
FCOM:V1-002
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Volume 1
Chapter 9 Topic 7
Page 4
ENGINES
Ice Protect ion
Start
The intake valve and the engine valve are both signalled to open during engine starting.
During ground starts, the valves remain open until N2 is greater than 40%. During flight
start the valves are open:
While the FLT START switch is ON.
AND
The engine is selected on the START SELECT switch.
AND
N2 is less than 85%.
An ENG VLV NOT SHUT annunciator will illuminate when its valve is signalled open and
N2 is greater than approximately 35%.
The ENG A ICE ON caption will illuminate when an intake valve is signalled open and the
associated N2 is greater than approximately 53%; so the caption does not illuminate due to
automatic signalling of the valves during a ground start.
Figure 7.4 - Ice Protection Schematic
IENGVALVE I
NOT SHUT 1
Splitter lip and LP

compressor inlet
guide vanes
..
Pressure sensed downstream

of the engine ant-ice valve .
Engine ant-ice
valve
HP compressor
'!
I Pressure to associated intake h1gh . I

I INTAKE I
HI PRESS
Intake
..
Centrifugal
compressor
Axial
compressor
'
II ENGO~ ICE I
"\
I INTAKE I
LO PRESS
I,
ON
OFF
Associated switch ON
AND
1r
Low pressure 1n associated Intake.
,. Any switch ON
OR
,. Pressure 1n an intake with the associated switch OFF.
FCOM:V1-002
ENG
ANT-ICE
Intake ant-ice
valve
Logic
IStart signal I
AVRO 146-RJ Series
iV1-Q9. QQ1 06
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Ice Protection
Chapt er 9 Topic 7
Page 5
Figure 7.5- Engines Panel
Pressure high downstream of

u~ta ke valve.
Pr essu re tow downstream

of 1r1take valve
AND
Associated switch at ON.
Pr er.sure downstream of the

engine valve
Each ENG ANT ~ CE switch controls two valves:

,. Eng1ne valve
,. Intoke valve
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Ice Protection
Chapter 9 Topic 7
Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
Each engine has two igniter plugs in the combustor: igniter A and igniter B. Each igniter
plug is energised by an exciter: exciter A and exciter B.
The exciters are powered by low voltage DC. The exciter provides a high voltage to its
igniter plug. The igniters are on the left side of the fan casing -see Figure 8.1.
The igniters are used during flight and ground starts. They can also be selected
continuously to prevent flameout in adverse atmospheric conditions. The ignition system is
Continuous Ignition
Continuous ignit ion is selected by two switches on the ENGINES panel -see Topic 10,
Figure 1 0.1. One switch controls all the A igniters; the other controls all the B igniters.
When either switch is ON, a green ENG IGN ON caption illuminates on the CSP; the
caption does not illuminate during ground or flight starting.
Starting
There are two green ignition annunciators on the overhead panel : ENG IGN A ON and
ENG IGN BON.
For an in-flight start, a FLT START switch must be selected ON and a rot ary SELECTOR
selected to the appropriate engine. The ENG IGN A ON and the ENG IGN B ON
annunciators illuminate as soon as the FLT START switch is selected ON. However, to
power the exciters, the FL T START switch must be ON and the associated engine selected
on the rotary selector.
When the ground start circuits apply power to an A exciter, the ENG IGN A ON annunciator
illuminates; when the ground start circuits apply power to a B exciter, the ENG IGN B ON
A threeposition GRND IGN switch on the overhead MISC panel determines which igniters
are used during ground starting. The positions are A, BOTH and B. Normally just one
igniter is used; this prolongs igniter life and allows early identification of an igniter failure.
The GRND IGN switch has no effect on the igniters during in-flight starting. Both igniters
are always used during flight starting.
Figure 8.1 - Ignition Exciters
Exciter B
Exciter A
FAOEC ECU
011 tank
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
ENGINES
Ignition
Chapter 9 Topic 8
Page 2
Figure 8.2 - Ig n ition Schematic

Wh en FL T START selected ON:
J;> ENG IGN A and B illuminate.
J;>
When a CON T IGN switch selected ON:

J;> CSP IGN ON illuminates.
Both EXCITERS powered when

associated engine selected on
START SELECT.
J;>
J ENG IGN
I
Associated EXCITER powered.

Neither ENG IGN A nor ENG IGN B illuminate.
J;>
AON
Exciter A
Igniter A
On
roof
panel
GRND IGN
A
1- -t
OFF
CONTIGN
A
ON
..I
I
~
START SELECT
ENG IGN
BON
Igniter B
./
f-
OFF
On
MWP
On
roof
panel
a'-
START SELECT
Ground start
'I
Combustor
FLT START
ON
BOTH
1 ENG IGN
ON
...
Exciter B
r---
START
MASTER
Do'
D"'"'
OFF
ENGINE
RUN
MOTOR
CSP ENG IGN ON does

not illuminate during flight
or ground starts.
Ground start ignition signal g iven to selected engine if:

);> START MASTER ON.
AND
);>
START momentarily selected.
AND
N2less than 40%.
Signal will go to igniters selected on GRND IGN switch.
Whenever an exc1ter IS Signalled on dunng ground start,
the associated roof panel ENG IGN ON illuminates.
"'
iV10900108
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Gener al
Two electronic engine displays are fitted side by side on the centre instrument panel. They
are called Primary Engine Displays (PEDs). The two PEDs form four columns of
instruments: engine 1 to 4 from left to right. The instrument layout is shown in Figure 9.1.
The left PED is shown in Figure 9.3.
The display elements are light emitting diodes (LEOs). All the LEOs are green apart from
an N1 bug which is amber.
The left PED displays:
Data for engines 1 and 2.
Left wing tank fuel quantit y.
Centre tank fuel quantity.
The right PED displays:

Data for engines 3 and 4.
Right wing tank fuel quantity.
The PEDs contain the following indicators for each engine:
Vibration.
N1.
EGT.
Combined fuel flow and fuel used.

N; , EGT, N2 and fuel flow displays are counter pointer displays. The pointer rotates
around the outside of a circular scale. A numeric display of pointer position is inside the
scale. The numeric display simulates a mechanical rotating drum display.
The pointer display is relatively coarse. The numeric display is precise.
Coarse setting is made using the pointer. The pointer gives a good indication of high rates
of change. Precise setting is easily achieved using the rolling drum digits.
An unmarked recessed button, on the bottom of the PED, is used to test the display.
Coloured Markings
The N 10 EGT and N2 displays have:
A green arc indicating the normal operating range. The N2 green arc is narrower in
the range from ground idle to minimum flight idle (60%).
A red radial to indicate the take-off steady state limit.
A red dot to indicate the take-off transient limit.
The EGT and N2 displays have an amber arc from the MCT limit to the take-off steady
state limit.
FCOM:V1002
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Volume 1
ENGINES
Engine Indication
Chapter 9 Topic 9
Page 2
Figure 9.1 - Engine Instrument Layout
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Volume 1
Chapt er 9 Topic 9
Page 3
ENGINES
Engine Indication
Limit Exceedance
If the take-off steady state limit is exceeded, the leftmost place of the numeric digits is
shown as:
A number in reverse video.
OR
A block if no number is present.
Examples are shown in Figure 9.2. The warning is removed once the parameter is
reduced to the limit value.
Figure 9.2 - Exceedance Indication
N1
numeric display
EGT numeric display
.....
.....
.......
.....
..... . .
110 1 1
>>);>
);>
At 100.0%.
Above the take-off limit of 97%.
Leftmost place has a one.
Leftmost place in reverse video.
}}.>
}.>
.....
.... .
...........
... .... .
I ll
I ll
..
At 63s c .
Above the take-off limit of 532c.
Leftmost place does not have a digit.
Leftmost place displays a block.
i-v1 -09-00110
The N 1 and N2 displays will flash if the associated speed exceeds:
The steady state take-off limit for more than 1 0 seconds.
The transient take-off limit.
The flashing stops once the speed is reduced to the take-off limit.
The EGT display will flash when the EGT transient take-off limit is exceeded; the flashing
will stop when the EGT is reduced to the steady state take-off limit.
The N 2 and EGT displays will also flash if the MCT limit is exceeded for more than 5
minutes; the flashing ceases once the parameter is reduced to the MCT value.
Exceedances are stored by the PED until power is removed from the PED. Exceedances
can be viewed by pressing the test button twice with a separation of between half and two
seconds; the button must be held in after the second press. The highest value of the
exceedance is shown for two seconds; then the time above the limit value is shown for two
seconds; while the time is being shown, SEC is shown vertically on the rightmost place of
the display. The display will alternate between the two values for as long as the button is
held pressed.
FCOM:V1 -002
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Volume 1
ENGINES
Engine Indication
Chapter 9 Topic 9
Page 4
Figure 9 .3 - Left PED
+-- - - - - r - VIbration level

--~
N1 bug position:
Normally set automatx:ally
Flashes if Illegal bleed set

N1 pointer
--r- N1 bug
Transaent tak4!Hlff
limit- red dol
Steady state take-off

-~ llmit- red radial.
- - r Narrow green arc from
ground Idle to fhght Idle.
MCT to la.ke-off steady

state limit amber arc.
Fuel quantity:
Left PED centre tank.
Right PEO right wing tank.

N, bug setting knob:
Pull to set manually.
Numeric display preceded
by M and display does not
flash when Illegal bleed set
Fuel quantity:
Left F'EO - left wing tank.

Right PEO - blank.
FCOM:V1-002
]
Test button
Push to change to fuel used diSplay.
AVRO 146-RJ Series
lv l o090011 1
Nov 01 / 09
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Volume 1
Chapt er 9 Topic 9
Page 5
ENGINES
Engine Indication
Vibration
The engine vibration indication system is shown schematically in Figure 9.4.
Each engine has an accelerometer mounted beneath the HP compressor, between the
axial and centrifugal compressors, to measure engine vibration.
A numeric display is provided for each engine at the top of the PEDs.
All four accelerometers feed into a monitor. The monitor supplies the indicators on the
PEDs. The units of indication are inches per second.
An ENG VIS caption on the CWP illuminates if the vibration amplitude exceeds 1.2
inches per second on any one of the engines for more than three seconds.
A test button on the centre instrument panel tests the monitor. When the button is
pressed, the monitors pass a signal of 2 inches per second to the indicators. On the
PEDs, either 1.9 or 2.0 inches per second is displayed. Three seconds alter 1.2 inches per
second is exceeded, the ENG VIS caption illuminates.
The vibration monitor is powered from ESS AC; the ENG VISN caption requires the
monitor to be powered and ESS DC to be available.
Figure 9.4 - Engine Vibration System
Test button
Engine 4
accelerometer
Engine 3
accelerometer
Engine 2
accelerometer
Engine 1
accelerometer
Monitor
c
, 1_1
u
' I
VIB
-'
VIB
:1
, _,
Top of PEDs
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ENG
+viBN
i-v1-09-00112
Nov 01 /09
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Volume 1
Chapter 9 Topic 9
Page6
ENGINES
Engine Indication
N1 Compensation
Each engine has a compensation resistor. Each resistor sends a fixed value of between
0.5% and 2.5 % to its PED. This value is called the N1 compensation for the engine. The
flight guidance system tells the PEDs when to use the compensation. The arrangement is
When instructed by the FGS, the PEDs add the N1 compensation to the actual N1 , so the
engine is running slower than the indication by the value of the compensation. The
compensation is add ed when the TRP rating is TOGA MAX, TOGA REDU, or MCT. The
compensation is not added when the TRP rating is CLIMB NORM or CLIMB MAX. The
compensation is not added when the TRP is off.
The amount of compensation applied to an engine ensures that the engine will deliver the
required thrust but not give excessive thrust; thus engine life is enhanced. The healthie r
the engine is, the higher the value of compensation.
The magnitude of the compensation is determined by the engine manufacturer following
build or overhaul. The value of compensation may also be changed by maintenance
action.
The amount of compensation can be seen by observing the N, indicators on the ground
when the fan is stationary and the TRP is on.
Figure 9.5- N, Compensation Schematic
Engine 1
compensation
resistor
Engine 3
compensation
resistor
Engine 2
compensation
resistor
Engine 4
compensation
resistor
Flight
Guidance
System
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Volume 1
ENGINES
Engine Indication
Chapter 9 Topic 9
Page 7
N 1 Bug
The N1 indicator has a bug. A numeric display of the bug position is given above the N 1
indicator; the display is labelled N1 SET. There is a bug setting control for each indicator at
the bottom of the PED labelled PULL SET N1.
The N 1 bug can be automatically or manually set. The SET control has to be pulled to
manually set the bug. When the control is out, "M" precedes the numeric readout. The
numeric readout is called SET N1. When the control is in, the bug and its numeric readout
are presented automatically.
The bug can be manually set to between 78 and 97%.
The SET N1 will flash if an illegal bleed is set when the SET N1 is presented
automatically. The SET N1 does not flash if the SET N1 is manually set.
If a SET N1 knob is in and the TRP is off, AF is written in the SET N1 display.
Fuel Flow/Used
Normally fuel flow is shown by the pointer and numeric display. When a FUEL USED
button at the bottom of the PED is momentarily pressed, both fuel flow pointers are
removed and both numeric displays show fuel used; after 10 seconds, the displays revert
to fuel flow.
When a recessed RESET button at the bottom of the panel is pressed, both displays revert
to fuel used, run down to zero and then revert to fuel flow.
Fuel used is retained in memory for twenty minutes after electrical power is removed from
the display.
Fuel Units
The fuel mass unit is either kg or lb. Aircraft wiring determines which unit is used by the
PEDs. When the fuel flow is less than 84 kg per hr (185 lb per hr), fuel flow is not
displayed; instead, the units are displayed as either KGS or LBS.
Lighting
The fixed legends on the PED are illuminated by incandescent lights; the brightness is
controlled by the left PANEL INST dimmer.
Light sensors on the PEDs sense the ambient lighting. The PED automatically controls the
brightness of the LEDs to suit the ambient conditions.

Failure Indication
If an internal failure is detected by the PED, the associated numeric display is blanked; if a
pointer is associated with the display, the pointer is removed.
If an input is lost, the associated numeric display is replaced by dashes; if a pointer is
associated with the display, the pointer is removed.
FCOM:V1-002
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Volume 1
ENGINES
Engine Indication
Chapter 9 Topic 9
Page a
Power Supplies
The normal power supplies to the PED are from EMERG DC and ESS DC. EMERG DC
powers the N2 , EGT and fuel quantity displays. ESS DC powers the N 1, fuel flow and
vibration displays.
At the emergency power level, the fuel quantity displays show dashes because the fuel
quantity processors are not powered. However, when a FUEL QTY button above the oil
indicators is pressed, the fuel quantity processors are powered from the BATT 1 BUS and
fuel quantity is displayed.
Pressing the FUEL QTY button also replaces the EMERG DC supply to the PEDs with a
supply from the BATT 1 BUS. With the flight deck not powered, fuel quantity is displayed
when the button is pressed; N2 and EGT are also displayed.
N2 Speed Switches
There are two N2 speed switches in the PED. One is used by the start circuit to cancel the
start at 40% N2 . The other switches the engine ice protection on below 82% N2 during
flight starts.
Test
An unmarked recessed switch, to the left of the FUEL USED push button, is used to test
the display. Holding the switch in for more than two seconds initiates a test if both N 1
indicators are less than 10%; the button must be held in for the duration of the test.
If the test is unsuccessful, a fault code is displayed in the associated indicator.
If the test is successful:
The N1 , EGT, and N2 displays run up to their maximum display values. On passing
the red radial limit the exceedance warning will be displayed. The displays then
return to red limit and the exceedance warnings are removed.
The fuel flow displays run up to the maximum display val ue and then return to 1000
(10.0 indicated).
All the LED segments of the vibration, N1 bug and fuel quantity numeric displays
illuminate.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
General
Each engine has a DC powered electric starter motor; the motor turns the HP spool
through the engine accessory gearbox. The motor is connected to the accessory gearbox
via a clutch. The clutch should disconnect automatically when power is removed from the
starter motor.
The motors are only used for ground starting and motoring. Windmilling RPM is sufficient
for in-flight starting.
Power for the motors can be supplied by the TRs or an external DC supply (EXT DC). On
some aircraft a battery start facility is fitted.
The controls and indicators for engine starting are on the upper part of the flight deck
ENGINES panel - Figure 10.1 .
Ground starting and motoring is controlled by four switches: START PWR, START
MASTER, START SELECT and an ENGINE switch.
If a battery start facility is fitted, an EMERG START switch is fitted. The switch is on the
forward edge of the flight deck to avionics bay door frame. The switch is shown in Figure
10.2.
Flight starting is controlled by a FLT START switch and the START SELECT switch.
AI ON, the START MASTER makes power available to a start bus bar and also arms the
starter motor circuits.
The APU has a DC powered electric starter motor; the motor turns the APU through the
APU accessory gearbox. The rnotor is used for ground and airborne starts and is also
supplied via the start busbar.
The START PWR switch determines the power source to be used for starting.
The START SELECT switch determines which engine is to be started.
The ENGINE switch initiates a ground start when momentarily selected to START; the
switch initiates a ground motoring cycle when momentarily selected to MOTOR.
There are two white start annunciators on the ENGINES panel: START PWR ON and
STARTER OPERATING.
The START PWR ON annunciator indicates that there is power on the start bus bar; the
STARTER OPERATING annunciator indicates that there is voltage at the starter motor.
The FLIGHT START switch arms the engine ignition circuits. For a flight start, the START
SELECT switch provides power to the selected engine's igniters, provided the FLIGHT
START switch is ON.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Starting
Chapter 9 Topic 10
Page 2
Figure 10.1 - Starting Portion of Engines Panel
Figure 10.2- EMERG START Switch

Flight Dec k Door to Avionics Bay Door Frame
From Flight Deck
Flight deck
floor
Switch Panel
Emergency
Avionics bay
start switch
lighting switch
Forward
EM ERG
START
BAY LTS
Doorframe from flight

deck to avionics bay
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
ENGINES
Starting
Chapter 9 Topic 1o
Page3
Starting Supplies
The starting supplies are shown schematically in Figure 10.3.

The APU and engine starter motors are supplied by a DC start busbar. The busbar can be
supplied by:
The TR starting supplies via a start select contactor for each TR. The TRs can be
supplied by EXT AC, the APU generator or an engine generator (cross-starting).
The batteries via an APU battery contactor.
An external DC power unit (EXT DC) via an external DC contactor.
However, only one of these three supplies can be connected to the start busbar at a time.
Whenever the start busbar is powered, the START PWR ON annunciator illuminates.
EXT DC is connected to the aircraft on the right side of the fuselage just forward of the
hydraulic bay (Figure 10.5).
The APU battery contactor is used to power the start busbar during APU starts from the
battery.
If the engine battery start facility is fitted, the start busbar can be powered from the battery
via the APU battery contactor.
A supply for engine starting can only be connected to the start bus bar when the START
MASTER is ON. The source to be used depends on the position of the START PWR
switch. The switch has three positions: NORM, COLD and EXT DC.
At NORM or COLD, the TR starting supply will be used provided that both TRs are
powered. At NORM the TR voltage is 28 V; at COLD it is 36 V and the TRs will be
disconnected from the main DC busbars.
If EXT DC is plugged in and EXT DC is selected, EXT DC will be connected to the start
busbar. If the main AC busbars are powered, the TRs will supply the main DC busbars.
The voltage of the EXT DC supply can be displayed on the DC voltmeter once EXT DC is
plugged in.
If an engine battery start facility is fitted, a momentary press on the EMERG START switch
connects the batteries to the start busbar provided:
The START MASTER is at ON.
AND
The START PWR switch is not at EXT DC.
AND
AC BUS 2 is not powered.
The batteries remain connected to the start busbar and the engine generators are held off
line until the START MASTER is selected OFF.
FCOM:V1-002
AVRO 146-RJ Series
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AVRO 146-RJ FCOM

Volume 1
ENGINES
Starting
Chapter 9 Topic 10
Page 4
Figure 1 0_3 - Starting Supplies Schematic

TR 1
TR 2
DC 1
Start
select
contact ors
DC volts
DC 2
1:~
#2
BATT 1
EXT DC
~6)
)
EXT DC
contactor
BATT 2
BATT 2
optional
1~~~~1:~
battery ,,.
contactor
START BUSBAR
START
To engine
ToAPU
r-~=P=W=R::O:::N::__ _ _ _ _ _ _ _ _ _ _ _s~t~ar~te~r_:m:o~t~o~rs::_.-~
starter motor.
START PWR ON illuminates whenever there is power on the start busbar.
The voltage of EXT DC can be displayed on the de voltmeter once EXT DC is plugged in.
Just one of the following can be connected to the start busbar at a time:
>
>
>
The batteries.
The TR starting supplies.
EXT DC.
For engine starting the start busbar can be powered by:
>
The TRs - both must be serviceable.
OR
>
EXT DC.
OR
>
If a battery start facility is fitted, the batteries.
START PWR switch:
>
>
At NORM or COLD: TRs will be used provided both are powered.

At EXT DC: EXT DC w ill be used if plugged in and supplying power.
If engine battery start facility is fitted, s tar t busbar is powered from the batteries if:
>
>
>
>
START MASTER is ON.

AC BUS 2 is not powered.
START PWR switch is not at EXT DC.
EMERG START switch is momentarily pressed.
l-v1 -09-00114
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
ENGINES
Starting
Chapter 9 Topic 1o
Page 5
Starter Motor Contactors
Each starter motor is supplied from the start busbar via its starter motor contactor. The
circuit is shown schematically in Figure 10.4.
A contactor closes when its engine is selected on the START SELECT switch, the START
MASTER is ON and the ENG INE switch is selected to either START or MOTOR. The
contactor will be opened automatically at 40% N2 .
If a motoring cycle is being made, the contactor is opened by selecting the START
MASTER to OFF.
Soft-start Circuit
The soft-start circuit consists of a resistor and a contactor: see Figure 10.4.
For the first second after START or MOTOR is selected, the contactor connects the start
busbar to the selected starter motor contactor through the resistor; the resistor reduces the
current through the motor and allows it to take up the mechanical play in the system
gently. After a second, the contactor connects the start busbar directly to the starter motor
contactor and full current is applied to the motor. If the soft start contactor has not
disconnected the resistor from the circuit by 1.5 seconds after start initiation, then power is
automatically removed from the start busbar.
Starter Operating Circuit
Each engine starter motor has a voltage monitor. The monitor detects voltage at the
starter input.
The annunciator illuminates if either:
A start contactor is made and there is voltage on the start busbar.
OR
The starter motor is being turned by the engine: the motor is then acting as a
generator. This can occur if the starter motor clutch does not disengage when the
starter contactor opens.
The starter operating annunciator should illuminate during a ground start or motoring
cycle. The annunciator should extinguish shortly after the start or motoring cycle has been
cancelled. The short delay is because the motor takes a few seconds to run down. After a
ground start, the annunciator may remain on for up to 10 seconds after ground idle is
achieved.
If the annunciator does not extinguish after a ground start or motoring cycle is complete,
then the cause is either:
A defective starter motor clutch.
OR
A welded start contactor.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
ENGINES
Starting
Chapter 9 Topic 10
Page6
Figure 10-4- Engine Start Schematic

TR 1
BATT 1
EXT DC
TR 2
DC 1
DC 2
Start
select
contactors
#2
BA TT 2
BATT 2
optional
I.?.....................I
EXT DC
contactor
APU battery
contactor
STA RT B USBAR
To APU start contactor.
Soft- start
resistor
Soft - start resistor reduces current through motor.

Allows motor to take up backlash gently.
Soft - start
co ntacto r
Only in circurt for first second of start.

If longer than t .5 seconds, power is removed from start busbar.
START
PWR ON
Selected motor oontactor doses when

START MASTER ON and START or
MOTOR initiated.
Contactor automatically opened at
40% N2.
Starter motor
contactors
#1 ) 1.
#2 (
'
..
(
..
#3
#4
START SELECT
1--
Voltage
monitor
Eng ine 1
starter
Voltage
m onitor
Voltage
m onitor
Engine .2
starter
STARTER
~ I OPERATING
Voltage
monitor
Engine 3
starter
Engine 4
starter
STARTER OPERATING illuminates when a monitor detects voltage at its starter motor.
Voltage at m onitor w hen :
)> Power on start busbar and starter motor contactor made.
)> Motor dutch not disengaged and gearbox turning motor (motor becomes generator).
iv1-09-0011 5
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Starting
Chapter 9 Topic 1o
Page 7
Ground Start Sequence
To start an engine on the ground, the START PWR switch must be selected to the required
position and the START MASTER must be selected ON. The START PWR ON
annunciator should illuminate when the START MASTER is selected to ON (not until
EMERG START selected if starting from the batteries).
The required engine is selected on the START SELECT switch; then the ENGINE switch is
held to START for one second. As soon as START is selected:
The igniters are switched on (only one if the GRD IGN switch is at A or B). The
ENG IGN annunciators illuminate for the selected igniters.
The engine and intake ant-ice valves are signalled to open.
The starter contactor closes: the STARTER OPERATING annunciator illuminates.
The start busbar is connected to the motor vi a the soft start resistor and the motor
takes up the mechanical slack; after one second, the busbar is connected directly
to the motor.
When 10% N2 is achieved, the thrust lever is selected to FUEL ON. Shortly afterwards,
engine light up occurs. At 40% N2 :
The starter contactor is opened .
The engine and intake ant-ice are signalled off.
The igniters are switched off .
The engine accelerates to ground idle. The STARTER OPERATING annunciator should
extinguish within 10 seconds of achieving ground idle.
A ground start is aborted by selecting the thrust lever to FUEL OFF and selecting the
START MASTER to OFF. Time must be allowed for the combustor to drain before another
start is made.
If the start is made with the engine's FADEC off, the thrust lever is put to the FUEL ON
detent at 10% N2 . The thrust lever is moved to IDLE once the engine has lit and the rate of
change of N2 has reduced to 1% per 4 seconds.
Ground Motoring Sequence
A motoring cycle is set up in the same way as a ground start. However, the ENGINE
switch is selected to MOTOR, not RUN. The igniters are not signalled on in a motoring
cycle. As soon as MOTOR is selected:
The engine and intake ant-ice valves are signalled to open.
The starter contactor closes: the STARTER OPERATING annunciator illuminates.
The start busbar is connected to the motor via the soft start resistor and the motor
takes up the mechanical slack; after one second, the busbar is connected directly
to the motor.
The motoring cycle will not terminate automatically. The motoring cycle is cancelled by
putting the START MASTER to OFF.
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Volume 1
ENGINES
Starting
Chapter 9 Topic 10
Page a
Start Power Sources
Start power can be the APU generator, external AC, an engine generator or external DC.
On some aircraft a battery start facility is also available.
Only external AC may be used for starts with the START PWR switch at COLD.
The APU must not be used for cold starting.
A GPU of at least 60 kVA is required for starts with the START PWR switch at NORM ; for
cold starts the rating must be at least 90 kVA.
Choice of Start Power
When there is a choice of start power available, it is operationally simpler to use the APU in
preference to the other sources. However, APU life will be conserved if external AC is
used.
External AC is preferable to external DC because external AC also powers the aircraft
busbars; external DC only powers the starter motors.
Cross-start
A start from the TRs when powered by an engine generator is termed a cross-start. During
cross-starting the driving engine N2 will droop. With ground idle set, the droop may cause
the generator to cut out; sometimes, the generator will cycle on and off causing damage to
the starter. There is also the risk that the engine could enter a sub-idle condition exhibited
by low or decaying N2 and increasing EGT.
To prevent this occurring, a minimum of 60% N2 is set on the driving engine before the
cross-start is initiated.
Cold Start
With the START PWR switch at COLD and the START MASTER at ON, the output of the
TRs is increased from 28 volts to 36 volts. To prevent damage to the equipment on DC 1
and DC 2, they are automatically isolated; the EMERG DC and ESS DC busbars are
supplied from the batteries and all AC busbars are supplied from the start power source.
External Start
External DC only powers the starter motors: it does not power the aircraft busbars.
If the APU generator is available but ambient conditions prevent its use for starting, it may
be used to power the aircraft busbars during a start from external DC.
If an external AC unit with a rating greater than 40 kVA is available, it may be used to
power the aircraft busbars during an external DC start. If the AC pump and large galley
loads are not used, a rating of 20 kVA is satisfactory. The large galley loads are rapid
water boilers, coffee makers and ovens.
Battery Start
If the battery start facility is fitted , the batteries may be used to start an outboard engine
provided that the engine oil temperature is 20C or more. A maximum of three start
attempts is allowed without recharging the battery.
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Starting
Chapter 9 Topic 1o
Page9
Flight Start Sequence
The thrust lever must be in the FUEL OFF position for at least 20 seconds before a flight
start is initiated to ensure that the combustor has been drained of fuel.
To start the engine in flight:
The aircraft must be in the relight envelope of speed, altitude and engine windmill
speed.
The engine is selected on the START SELECT switch.
The FLT START switch is selected ON.
For a FADEC on start, the thrust lever is set to IDLE; the engine should then light
up and accelerate to flight idle.
For a FADEC off start, the thrust lever is set to FUEL ON; the engine should then
light up and accelerate; when the rate of change of N2 reduces to 1% per 4
seconds, the thrust lever is put to IDLE; the engine should then accelerate to flight
idle.
After a satisfactory start, the FLT START and START SELECT switches are selected OFF.
A flight start is aborted by selecting the thrust lever to FUEL OFF and selecting the FLT
START and START SELECT switches to OFF.
With the FLT START and START SELECT switches at ON:
Both igniters will be powered; the ENG IGN A and B annunciators will illuminate.
The associated engine and intake ant-ice valves will be signalled open.
The ENG VLV NOT SHUT annunciator will illuminate at about 35% N2 . It wi ll remain on
and the valves will remain open until:
The FLT START switch is selected OFF.
OR
The START SELECT switch is selected away from the engine.
OR
N2 rises above 85%.
The igniters will remain on until either the FLT START switch is selected OFF, or the
START SELECT switch is selected away from the engine.
Generator and Hydraulic Pump
To reduce the load on an outboard engine during starting, its generator is selected to
OFF/RESET.
To reduce the load on an inboard engine during starting, its hydraulic pump is selected to
O FF.
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Volume 1
ENGINES
Starting
Chapter 9 Topic 10
Page 10
Figure 10.5- External DC Connection

Right Side of Aircraft
External connection point door closod
IUC1'IIICM.
Claii-'I'IOiii
-D.C.
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Starting
Chapter 9 Topic 1o
Page 11
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Definitions
Definitions used in discussing engine ratings and thrust are given in table 11 .1.
Table 11.1 -Definitions
Term
IOAT
Definition
Indicated outside air temperature.
MCT
IN I
Maximum continuous thrust.

Fan rotational speed as a percentage of 7 602 rpm.
NIREF
Reference value of N1 for take-off and go-around.

N 1ReF is the maximum N 1 that can be used for take-off and go-around
under the prevailing conditions. It also gives the maximum allowed thrust
under the prevailing conditions.
NIFLEX
Value of N 1 providing appropriate flexible thrust.
NIREDU
Value of N1Flex providing a standard flexible thrust.
N1MCT
Value of N 1 for setting maximum continuous thrust.
TMAX
Maximum permitted ambient air temperature for take-off for the weight
and runway.
I-NIFULLRATE
N 1ReF at TMAX and the airfield pressure altitude.

N 1FuLLRATE is N 1ReF at the maximum temperature allowed for take-off. It is
an artificial value used for calculating flexible thrust .
ANtFLEX
Target N1
Correction to be subtracted from N 1FuLLRATE to calculate N,FLEX

Target value of N 1, equal to N 1ReF for a full thrust take-off or for a
go-around, but equal to N 1FLEX for a flexible thrust take-off.
N2
RTOW
High pressure shaft rotation al speed as a percentage of 20 000 rpm.
EGT
Exhaust gas temperature measured downstream of the low pressure

turbines.
TAMB
Actual ambient air temperature.
TFLAT
Ambient temperature below which N 1 schedules give constant thrust.
TFLEX
An assumed ambient temperature greater than the true value for a flexible
thrust take-off.
TREDU
TFLEX for a flexible thrust take-off at the standard reduced value.
Regulated take-off weight.
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Volume 1
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page2
Take-off Rating
The take-off rating is defined by a value of N 1 called N 1REF N1 REF varies with pressure
altitude and total air temperature. At N1 REF the following limits must not be exceeded:
97% N1 .
98.8/o N2 .
An EGT of 6320C.
A maximum thrust of 7 000 lb.
Take-offs are not allowed with airframe ice protection air bleeds on.
Take-offs are allowed with:
Just engine ant-ice on.
Just air conditioning bleeds on.
N 1 REF varies with the bleed state: the higher the bleed, the lower N1 REF
Take-off Rating at Low Altitudes
At low altitude and low ambient temperature, the thrust limit can be achieved with the
engine well clear of the other limits. In these cases, N 1 REF gives the limit value of thrust.
As ambient temperature increases, N 1 must increase if thrust is to be maintained. The
increase in N1 and ambient temperature will cause temperatures and pressures to increase
within the engine. Eventually the engine will reach its thermodynamic limit. At the
thermodynamic limit, EGT will be close to, but not above, the EGT limit of 6320C. The
older the engine, the closer the EGT will be to the limit.
Once the thermodynamic limit is reached, N 1 must be reduced as ambient temperature
increases; so, on the thermodynamic limit, the take-off thrust reduces as ambient
temperature increases.
The ambient temperature above which the thrust limit can no longer be maintained is called
the flat rate temperature (TFLAT). The take-off thrust and N 1 REF variation with ambient
temperature is shown in Figure 11 .1. The term 'flat' comes from the horizontal line of
thrust versus temperature below TFLAT The region to the left of TFLAT is the flat rated
region.
To maintain thrust as altitude is increased, N1 must be increased, due to the lower air
density. The thermodynamic limit is now met at a lower ambient air temperature, so TFLAT
decreases with increase in altitude.
Figure 11.2 shows the take-off thrust and N1 REF variation with ambient temperature for two
low altitudes.
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Volume 1
Chapter 9 Topic 11
Page3
ENGINES
Thrust Settings
Figure 11.1 -Take-off Rating at Constant Altitude
I Thrust limit I
Thrust
ITherm odynamic limit I
Thrust is constant.
Thrust versus
ambient temperature
I Flat rated region I

TGT increases as air
EGT close to but
not above 632c.
Thrust reduces as air

temperature increases
' - - - - - - - - - - - - - - ' - - - - - - - - - - - + - A i r temperature

N 1REF
versus ambient
temperature
N 1REF
Thrust is
constant.
Thrust reduces as air

N1 REF reduces as air temperatme increases.
N 1REF increases as air
temperature increases. temperature increases.
EGT close to but
TGT increases as air
not above 632c .
' - - - - - - ' - - - - - - - - - - ' - - - - - - - - - - -Air temperature
i-v1-09-00116
Figure 11.2 - Take-oft Rating - Altitude Effect at Low Altitude

Thrust
I Thrust Limit I
I Thermodynamic limit
Higher altitude
L __ _ _ _ _ __ , __ _ _....L_ _ _ _ _ _ _ _ _ _......
T FLAT ~I IGHER ALT

N 1REF
I'
r= -hr_u_s_
t L,..,i-m...,.it...,l
Thrust versus
ambient temperature
Air temperature
T FLAT LOWALT
I Thermodynamic limit
N1REF versus ambient
temperature
Low altitude
Higher altitude
Air temperatu re
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Volume 1
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page4
Take-off Rating at Medium and High Altitudes
At lower altitudes, the engine is on its thermodynamic limit at all temperatures above TFLAT
If altitude is further increased, a point is reached where the flat rated thrust is achieved at
the N1 RPM limit. T FLAT is now the ambient temperature at which the RPM limit is met.
At medium altitudes, the engine is on its RPM limit at TFLAT and remai ns so until some
higher ambient temperature where it transfers to its thermodynamic limit. The medium
altitude case is compared with a low altitude case in Figure 11.3.
At very high altitudes the flat rated value of thrust may not be attainable. In these cases
there is no TFLAT; at low temperatures the engine wi ll be on its RPM limit and at higher
temperatures it will be on its thermodynamic limit. This is shown in Figure 11.4.
At very high bleed and very high altitude, neither the RPM limit nor the thrust limit can be
attained; the engine is on its thermodynamic limit at all ambient temperatures and there is
no TFLAT This is shown in Figure 11.4.
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Volume 1
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page 5
Figure 11 .3 -Take-off Rating at Medium and Low Altitudes

Thrust
Thrust Limit
I Thermodynamic limit I
N , Limit
-
Medium altitude:
> RPM limit met
> Flat rated thrust
- - Low altitude:
};>- RPM limit not met
};>- Flat rated thrust achieved
Air temperature
TFLAT MEDIUM ALT
TFLAT Low ALT
Low altitude:
};>- RPM limit not met
};>- Flat rated thrust achieved
Medium altitude:
)- RPM limit met
};>- F lat rated thrust achieved
Air temperature
Figure 11.4 - Take-off Rating at High Altitude

Thrust
..---------
High altitude:
};> RPM limit met
> Flat rated thrust not achieved
..--------- High altitude and high bleed:

> On thermodynamic limit
Air temperature
High altitude
> RPM limit met
~
High altitude and high bleed:

};> On thermodynamic limit
Air temperature
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Volume 1
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page6
MCT Rating
The MCT rating is defined by a value of N 1 called N 1Mcr N 1MCr varies with pressure
altitude and total air temperature. At N1McT the following limits must not be exceeded:
97/o N1
96.9/o N2.
An EGT of 613"C.
A maximum thrust of 6 545 lb.
An N 1 schedule within the FGS prevents the MCT thrust limit from being exceeded.
If the TRP is off, the N 1 can be found from tables of pressure altitude against temperature.
The MCT thrust and N 1Mcr variation with ambient temperature, altitude and bleed state is
similar to that for the take-off thrust and N 1REF To meet the lower limits, N 1 on an MCT
schedule is lower than N1REF for the same bleed state, ambient temperature and altitude.
An example is shown in Figure 11.5.
Figure 11.5 - Comparison of N1 REF and N 1Mcr at Low Altitude
Thrust
1-
Thrust Limit
Thrust versus
ambient temperature
Take-off rating
MCT rating
'-----------1-+------------- .
Air temperature
N 1 versus ambient
temperature
T FLAT MCT
_._
Take-off rating
1-
MCT rating
T FLAl TAKE.QFF
.___________,_...L...------------+
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Volume 1
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page 7
Speed Effect
Thrust decreases as speed increases during the take-off and take-off climb for a constant
N 1 N 1REF is maintained during the take-off run and is first set at zero airspeed. On the flat
rate, the flat rated thrust is achieved at the start of the take-off run but thrust is less than
the flat rate value for the rest of the take-off and take-off climb.
At low altitude, MCT is used after engine failure in the final take-off climb. The MCT
schedules are calculated for two airspeed ranges: final take-off and en-route.
To achieve the flat rate MCT thrust at the climb speed, N1 is higher than the N 1 that
achieves the MCT flat rate thrust at zero airspeed. The net effect is that N1Mcr is only a
little less than N1 REF for the same altitude and air temperature.
The flat rate portions of the two graphs of N1 versus ambient temperature (Figure 11 .5) are
quite close together.
However the change of EGT with speed is small; so the thermodynamic limited portions
are much further apart.
Climb Thrust
Climb thrust is set using N1 . Climb N1 depends on IOAT, pressure altitude and bleed
state. There are two standards of climb N 1 : normal and increased. Climb N 1 is held
electronically within the FGC and is also available from tables in the Flight Deck Handbook.
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Volume 1
Chapter 9 Topic 11
Pages
ENGINES
Thrust Settings
Flexible Thrust
To conserve engine life, take-off may be made using reduced or flexi ble thrust.
TMAX is the maximum temperature allowed for take-off on a particular runway at the take-off
weight and flap angle. Flexible thrust cannot be used if the T MAX is less than or equal to
TFLAT as this means that the flat rated value of thrust is required.
If TMAX is greater than TFLAT flexible thrust may be used. The assumed temperature
method is used.
From the performance charts or RTOW tables, a temperature higher t han ambient is
obtained at which the take-off can be made. This temperature is the assum ed temperature
denoted by TFLEX
At the assumed temperature, the thrust will be lower than that achieved at N 1REF at the
ambient temperature (TAMBl A simple calculation is then made to find an N 1 that will give
this lower value of thrust at T AMB This value of N 1 is called N1FLEX
The first step is to find N 1REF at the assumed temperature. It is called N1FuLLRATE
The next step is to find the difference between the T FLEX and T AMB: call the difference T.
The co rrection is easy to find: it is just 0.16 x T. If T is greater than 50"C, the correction is
0.16 X 50= 8%.
N 1FLEX is then found by subtracting the correction from N 1FuLL AATE
The calculation is based upon the fact that a line of constant thrust, on the N 1REF versus
ambient temperature graph, has a slope of 0.16% per oc, provided that it does extend for
more than 50 "C. The calculation is shown graphically in Figure 11 .6.
Figure 11.6 - Flexible Thrust
Line of constant thrust
Has slope of 0.16% per c
N1 REF
N IFULLRATE
----------
N 1REF versus ambient

temperature
--- -
I
0
T AMB !
TFLAT
! T HcX
-'------';==::::=-r=r::===:;''----~ Air temperatu re
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Volume 1
ENGINES
Thrust Settings
Chapter 9 Topic 11
Page9
Limitations on N1FLEx
N 1FLEx must not be less than:
N1REF minus 8%. This condition assures that the reduced thrust is not less than
75% of the takeeoff thrust for the ambient conditions.
78%. This is to ensure that the thrust levers are far enough advanced to activate
the take-off configuration warning.
If the calculated value of N1FLEx does not meet both these conditions, T FLEx must be
reduced and the calculation repeated until both conditions are met.
When the highest possible value of T FLEX is used for the conditions, the take-off is known
as a full flex take-off. Of course lower values of T FLEX may be used, but T FLEX must never
be less than T FLAT
Tables ofTFLAT are given in the Flight Deck Handbook.
Of course, N1FLEx must not be greater than N1REF
Windshear Rating
In windshear:
Exceedance of N1REF is permitted.
97% N1 must not be exceeded.
Exceedance of 6320C EGT is permitted.
Up to 649C EGT is permitted.
Exceedance of 6320C for more than 15 seconds must be reported.
The FADEC will limit to:
97% N1 .
6490C EGT.
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Chapter 9 Topic 11
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Control Modes
There are four control modes:
FADEC off or manual control.
Thrust automatics off control; also called TRP off control.

Thrust modul ation control (TMC).
Autothrottle control.
In FADEC off control:
Control is directly through the hydro-mechanical fuel control unit.
There is no N2 floor protection.
In thrust automatics off control, control is through the FADEC ECU. The FADEC provides
some limit protection and some N2 floor protection.
TMC requires the engine's FADEC to be functioning and the FGS to be functioning In
TMC:
A rating is selected on the TRP.
The pilot sets the thrust levers in approximately the correct position.
The FADEC receives commands from the FGC.
The FADEC trims the engines to the speed commanded by the FGC.
In autothrottle control, the auto throttle:
Controls the aircraft speed.
OR
Controls to
a. thrust rating.
OR
Retards the thrust levers during entry to a descent or during the landing flare.
With the AP or FD engaged, the mode of operation of the autothrottle is determined by the
vertical mode of the FGS.
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Volume 1
Chapter 9 Topic 12
Page 2
ENGINES
Thrust Control
Engine Fuel Control Overview

Engine Control is shown schematically in Figure 12.1. Mounted on each engine are a
Hydro-Mechanical Unit (HMU) and a Full Authority Digital Engine Control (FADEC)
Electronic Control Unit (ECU).
electrically by the FADEC or hydro-mechanically by the hydro-mechanical control section
of the HMU.
drives the hydro-mechanic control and a position sensor on the HMU. The position sensor
Normally, the FADEC is in control. If the FADEC fails, its engine will be under manual or
FADEC OFF control.
hydro-mechanical control, the bleed band is controlled hydro-mechanically as a function of
N2.
Figure 12.1 - Engine Fuel Control
High pressure fuel
On the engine.
Thrust
lever
Hydro mechanical unit

Hydro
mechanical
control
linkage
Metering
valve
Position
sensor
Electrical off sigrnal
Metered fuel
to
combustors
Electrical valve co ntrol
FA DEC On the engine.

Electrical
ECU
ne.
- --+
IIO L _ _
____, 0 ne f oreach eng1
position signal
.
.
i-v1-0900117
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Volume 1
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Thrust Control
Chapter 9 Topic 12
Page3
Overview of Control with the FADEC and the FGC

The FGC has a thrust control function beside its AP and FD functions. If two FGCs are
fitted, the selected FGC provides thrust control. Engine control with the FGC available is
shown schematically in Figure 12.2. The FGC communicates with the TRP and each
engine's FADEC. The FGC trims the thrust lever command to the FADEC.
The FGC provides two levels of control: thrust modulation control and autothrottle.
In thrust modulation mode, the pilot sets the thrust levers in approximately the required
position and the FADEC trims the thrust lever signal to give the engine speed demanded
by the FGC.
drives all four thrust levers via clutches: one for each engine. The auto throttle picks a lead
thrust lever and drives the thrust levers so that the lead engine is at the correct speed; the
FADEC trims the other engines to the lead engine to compensate for thrust lever stagger.
If a manual input is made to a thrust lever, its clutch automatically disengages. It is always
possible to override the autothrottle.
Figure 12.2 - FGC Control
The one NT servo drives all four

thrust levers via clutches.
One clutch for each thrust lever.
Thrust
Position
sensor
Electrical
position signal
Thrust
control
Flight
guidance
computer
FA DEC
ECU
..

Metering
TRP
valve
iV l -0900118
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Volume 1
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Thrust Control
Chapter 9 Topic 12
Page4
FADEC and HMA Architecture
FADEC and HMA (Hydromechanical Assembly) control is shown schematically in Figure

12.3.
The high pressure fuel pump is driven by the accessory gearbox. The pump takes fuel
from the low pressure system and passes it to a metering valve. From the metering valve
the fuel passes to the combustors via the fuel flow meter sensor, the oil cooler, the
overspeed valve and the flow divider. The supply to the combustors is described in Topic
4, Fuel System.
The metering valve controls the fuel flow, which in turn controls the speed of the engine. It
can be controlled by the FADEC via an electric motor or by the hydro-mechanical control
section of the HMA.
The thrust levers are connected to the HMAs by mechanical linkages.
At the HMA, the thrust lever is connected directly to the hydro-mechanical control section
and to a position sensor. The position sensor sends thrust lever position electrically to the
FADE C.
Besides the fuel pump, the accessory gearbox drives a mechanical N2 sensor, an electrical
N2 sensor and a generator to supply back-up power to the FADEC. Normal power to the
FADEC is from EMERG DC.
hydro-mechanical control , the bleed band is controlled hydro-mechanically as a function of
N2.
The FADEC takes the following inputs from the engine:
N2.
HP compressor discharge pressure (P3).
Inlet air pressure and air temperature.
The FADEC receives air/ground status from the squat switch system. The switch is used
to switch the FADEC idle setting between the ground and flight idle N2 .
Each FADEC receives its engine ant-ice switch position. The switch is used to switch the
flight idle to the minimum value for engine ice protection when the aircraft is airborne.
The hydro-mechanical control takes the following inputs from the engine:
HP compressor discharge pressure (P3).
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Volume 1
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 5
Figure 12-3 - FADEC and HMA Architectu re

Inlet air pressure -
r----------- N,------'n_~__ta_l_r_m_m__pe_r_a_tu_r_e_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_-_:----~~~
~---------- N2------------~
Thrust lever
Mechanical
linkage
Thrust
lever
!POSition
FAOEC
ECU
Electronic
N2
sensor
sensing
Mec hanical
N2
Openf
close
I-- +
A~d
Engine
speed
control
Electric
motor
HP
~
ENG
ANTICE
fuel
Motcrod
HMA
fuel
ON
To the combustors. From the LP filter.

EMERGOC BUS
'----------------- FADEC backup power ------------------'

lviO~O t t Gl
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Volume 1
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Thrust Control
Chapter 9 Topic 12
Page6
FADEC with FGC Control Architecture
The relationshi p between the FADEC, FGC, TRP and engine indicating system is shown
Two-way digital data buses link the FADEC to the FGC and the FGC to the TRP. The TRP
sends data to the Primary Engine Displays (PEDs) via a digital data bus.
drives all four thrust levers via clutches: one for each engine. The pilot can always
override the autothrottle; the clutch will disengage when the pilot opposes the autothrottle.
With the autothrottle off, the FGC sends a demanded N1 to the FADEC and the FADEC
trims the engine to achieve the demand.
With the autothrottle on, the FGC picks one engine as master and then sends a demanded
N 1 to the FAD ECs. The FGC drives the thrust levers so that the master engine achieves
the demand; the FADECs trim the other engines to the same N1
The FGC sends the rating N 1 , appropriate to the rating selected on the TRP, to the TRP;
the TRP displays the rating N1 on the TRP when N1 is selected on the outer rotary knob.
The TRP sends the rating N1 to the PED for display.
FADECTrim
In TMC and autothrottle control, the authority of the FADEC trim is limited: 5% N 1 in the
take-off range increasing to 18% at idle.
There are blue and white FADEC trim arrows for each engine above the engine
instruments. They indicate when the FADEC is out of trim authority. A blue arrow
indicates that the associated thrust lever must be moved forward for the associated
FADEC to regain authority. A white arrow indicates that the associated thrust lever must
be moved aft for the associated FADEC to regain authority.
FADEC Switch-lights
Above the PEDs is a switch light for each FADEC; each switch light has two annunciators:
a white OFF annunciator and an amber FAULT annunciator. An amber + FADEC caption
on the CWP illuminates if any one of the FAULT annunciators illuminates.
When the aircraft is powered up, the FADEC defaults to on. Pressing the switch-light
toggles between FADEC off and FADEC on.
A FAULT annunciator indicates that the associated FADEC has failed.
annunciator illuminates if the FADEC is selected OFF.
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AVRO 146-RJ FCOM

Volume 1
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 7
Figure 12.4- FADEC and FGC Architecture

To the dutches for the other three engines.
Thrust
4--'--'--'--1 Autothrottle
servo
Autothrottte drive
Mechanical linkage
Thrust
lev or
position
Automatic N, set
Automatic
N, setand
arrow signal
TRP
H<1-0g.o()120
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Volume 1
ENGINES
Thrust Control
Chapter 9 Topic 12
Page a
TRP
The TRP is shown in Figure 12.5; it is used in TMC and autothrottle control. The TRP
provides:
Thrust rating selection and display.
Selection of the master engine for N 1 synchronisation when the autothrottle is off.
Setting of ambient air temperature and flexible thrust temperature.
Speed bug setting on the PFD speed tape.
There are three thrust rating selectors, labelled: TOGA, MCT and CLIMB. Only one mode
can be engaged at a time. MSTR selects the master engine for synchronisation.
The TOGA button has two green annunciators: MAX and REDU. MAX is used for a fully
rated take-off. REDU is used for flexible take-offs. MAX is normally used for GA but
REDU can be selected. The TRP initialises to TOGA MAX on power up. Subsequent
presses of the button toggle between TOGA MAX and TOGA REDU. The TOGA ratings
can be selected on the ground and in the air.
The MCT button has one green annunciator: MCT. Pressing the button selects the TRP
rating to MCT. MCT is inhibited on the ground.
The CLIMB button has two green annunciators. The first press on the button selects
CLIMB NORM. Subsequent presses toggle between CLIMB MAX and CLIMB NORM.
CLIMB is inhibited on the ground.
The MSTR button has two green annunciators: 1 and 2. The button selects and displays
the master engine for synchronisation only when the selected rating is CLIMB MAX or
CLIMB NORM and the autothrottle is off. The system initialises to engine 2; pressing the
switch toggles between engine 1 and 2. If the selected engine fails, or its FADEC fails, the
other engine is automatically selected as master.
There are two concentric knobs at the bottom of the panel. The outer one sets the
parameter for display on the LCD display at the top of the panel: N1 , TEMP and three bugs
on the EFIS speed tape.
The inner knob is used to change the TEMP setting and the speed bugs. The inner knob
does not change N1. N1 values are set by selecting a thrust rating. The knob moves in
"clicks". Each click is worth 1"Cor one knot.
TRP TEMP Selection
When the TRP is first powered and TOGA MAX is selected, the display shows dashes
when TEMP is selected. The first click of the inner knob causes the sensed temperature to
be set.
For all take-offs, TEMP is set to OAT with TOGA MAX selected. If a flexible thrust take-off
is to be made, TEMP is set to the assumed temperature with TOGA REDU selected. If
T AEou is set, the standard flexible thrust is used. However, the temperature can be set for
any degree of allowed flexible thrust. The system defaults toTAEou on power up.
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Volume 1
Chapter 9 Topic 12
Page9
ENGINES
Thrust Control
TRP Off/On Selection

When the aircraft is powered up, the TRP defaults to on. Pressing an autothrottle
disconnect button for 3 seconds or more, turns off the FGS thrust modulation function.
This is also known as TRP off.
With the TRP off, thrust ratings cannot be set on the TRP and the autothrottle cannot be
used. Control is directly through each engine's FADEC. However, the speed bugs can be
still be set through the TRP.
The TRP can be turned back on by pressing one of the TRP rating buttons. In the air any
one of the three rati ng buttons turns the TRP on. On the ground, only the TOGA button
turns the TRP on.
Figure 12.5 - TRP
Selects the master engine for N1 synchronisation.
Only used in CLMB NORM and MAX with the AIT off.
Display shown with all segments lit.

Displays N1 , air temperature and
speed bug settings.
,__.~--~====~--~
Selects the take off

and GA rating.- - -- .
Pressing the switch
toggles between MAX
and REDU.
REDU is a standard
flexible thrust setting.
any degree of flex
thrust.
Selects the CLIMB rating.

Pressing the button toggles
between MAX and NORM.
Selects the MCT rating
Two concentric knobs.

Outer selects the parameter to be displayed on the TRP display.
N1, TEMP or the three bug speeds.
Inner changes the value of the selected parameter except N1.
N1 cannot be changed directly.
N1 is the limit value for the rating selected.
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Volume 1
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 10
Rating Schedules
The thrust rating schedules are held in the FGC. The FGC stores the schedules for:
The TOGA MAX rating.
The TOGA REDU rating.
The MCT rating.
The CLIMB NORM rating.
The CLIMB MAX rating.
The FADEC does not hold any thrust rating schedules.

The schedules are stored in the FGC as a function of altitude, total air temperature (TAT)
and engine air bleed selection. The arrangement is shown schematically in Figure 12.6.
The TAT and the altitude come from the ADCs. The bleed selections come from the flight
deck switches:
The ENG AIR switches.
The PACK switches.
The ENG ANT-ICE switches.
The WING and TAIL ANT-ICE switches.
The WING
DE ~ ICE
switch.
If any ENG AIR switch is ON and either PACK switch is ON, the FGC assumes that the
engines are supplying the air conditioning packs.
If any ENG ANT-ICE switch is ON, the FGC assumes that all the engines are taking an ice
protection bleed.
If any ENG AIR switch is ON and either the WING ANT-ICE switch is ON or the TAIL
ANT-ICE switch is ON, the FGC assumes that the airframe ant-ice is being supplied by the
engines.
If any ENG AIR switch is ON and the WING DE-ICE switch is ON, the FGC assumes that
the airframe de-ice is being supplied by the engines.
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Volume 1
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 11
Figure 12_6 -Thru st Rating Schedules
Pack switch positions
Airframe ice protection switch positions
Engine .air switch positions
FGC
Thrust ratlng schedules for:
, TOGAMAX
, TOGAREDU
, MCT
, CLIMB NORM
, CU MBMAX
Engine antlce switch positions

Altitu de and TAT
ADC1
ADC2
~.. 1~00t22
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Volume 1
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 12
Idle Schedules
The idle schedules are held in each FADEC. Each FADEC stores the following schedules:
Ground idle .
Fl"
. t th_e a1r
. cond"t"
. bl
_ 19ht_ 1"dl__ e WI"th_JUS
-' 1omng
__ eed_.
Flight idle with air conditioning on and engine ant-ice on but the airframe ice
protection off.
Flight idle with air conditioning on, engine ant-ice on and airframe ice protection on .
The schedules are stored in the FADEC as a function of static pressure (the equivalent of
altitude), TAT and engine air bleed selection. The arrangement is shown schematically in
Figure 12.7.
The bleed selections come from the flight deck switches:
The FADECs own ENG ANT-ICE switch.
The WING and TAIL ANT-ICE switches.
The WING DE-ICE switch.
The airframe ice protection switch positions do not directly come from the switches. The
switch positions come via the FGC.
Static pressure comes from the ADCs via the FGCs. If the static pressure data is not
available from the ADCs, the FADEC uses its engine's inlet pressure sensor.
TAT comes from the ADCs via the FGCs. If the TAT data is not available from the ADCs,
the FADEC uses temperature derived from its engine's inlet temperature sensor.
The ground air status comes directly to the FADEC from the squat switches.
The FADEC sets the flight idle to the idle setting for no ice protection bleeds on descent
through 200 ft radio altitude regardless of the positions of the engine and airframe ant-ice
switches. The radio altitude signal comes via the FGC.
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Volume 1
Chapter 9 Topic 12
Page 13
ENGINES
Thrus t Control
Figure 12.7 - Idle Schedules
RAD ALT 1
A OC 1
AOC2
Radio altitude
RADALT
21
Static
pressure
TAT
Airframe ice protection switch positions
Radio altitude
FGC
Airframe ice prote1:t ion status

Radio altitude
Static pressure
TAT
Air/ground
status
Englno ant-ico
switch position
FADEC ECU
S chedules for:
, Ground (die
,.. IIQht Idle with just air oondlbontng on.
,. Flight idle with air conditioning on engine ant ice
on but ,an1rame ice protecbon off
,. Flight i<lie with air conditioning on, engine ant-ice

on and a1rframe ce proled1on on
Static prossuro
TAT
Inlet
pressure
Inlet
temperature
sensor
sensor
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Thrust Control
Chapter 9 Topic 12
Page 14
Autothrottle Engagement
The autothrottle is engaged with a two position AfT switch on the MCP. The switch
positions are ARM and OFF. The switch is held at ARM by a solenoid. The solenoid
releases the switch to OFF if a fault occurs or if either thrust lever autothrottle disconnect
"tc h.
sw1
__ IS pressed_.
A green light next to the switch illuminates whenever the switch is at ARM.
Setting the switch to ARM in the air arms or engages the autothrottle. The autothrottle
engages as soon as the conditions for engagement are met.
Setting the switch to ARM on the ground, arms the autothrottle. The autothrottle is then
engaged when a TOGA selection is made for take-off.
The autothrottle can be disarmed or disengaged by forcing the MCP AfT switch to OFF.
However, the autothrottle is normally disengaged by pressing either of the disengage
buttons on the outboard thrust levers.
There is an autothrottle status field in the top left of the PFD. It displays a white AfT, green
AfT or flashing amber AfT legend. White indicates that the AfT is armed; green indicates
that it is active; flashing amber indicates that it has been disengaged.
There is an amber AfT annunciator on each pilot's set of flight annunciators. Whenever the
AfT annunciator is illuminated, the PFD status annunciator flashes in amber.
If the autothrottle is disconnected by pressing either thrust lever disconnect button, the
PFD AfT legend flashes in amber for 4 seconds and the AfT annunciator illuminates
steadily for 4 seconds.
If the autothrottle is disconnected by moving the AfT switch to OFF, the PFD AfT legend
flashes in amber for one and a half seconds and the AfT annunciator illuminates steadily
for one and a half seconds.
If the autothrottle is disconnected automatically, the PFD AfT legend flashes in amber and
the AfT annunciator illuminates steadily. The AfT legend is removed and the AfT
annunciator extinguishes once the automatic disconnect is acknowledged by pressing
either thrust lever disconnect button.
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Volume 1
ENGINES
Thrus t Control
Chapter 9 Topic 12
Page 15
Figure 12.8 - Autothrottle Controls and Indications
Speed window (VSEL)
Speed selector
Thrust button
Autothrottte status annu nciator
Autot hrottle flight annunciator
1. . 1
flight annunciator illuminates when

ltle autothroltle is disconoocted.
for 4 seconds.
On an automatic disconnect,
until ei1tler NT disconnect button is pressed.
When the AfT Is engaged. the AfT status annunciator is green.
When the AJT is armed, the NT status annunciator is while.
Whenever the NT flight annuociator Is ht.

the AJT sta tus annunciator flashes irll amber.
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Thrust Control
Chapter 9 Topic 12
Page 16
Autothrottle Control
The autothrottle controls to a speed, controls to a thrust rating or retards the thrust levers.
If the AP/FD is engaged, the autothrottle mode depends on the FGS vertical mode. The
autothrottle controls to speed when the vertical mode is vertical speed, altitude acquire,
altitude hold or glideslope. The autothrottle controls to the TRP selected thrust rating when
the vertical mode is take-off, go-around or level change climb. The autothrottle retards the
thrust levers on entering a level change descent and during an autoland flare.
If the autothrottle is controlling to speed:
The target speed will be referenced to the speed in the MCP lAS/ MACH window.
The thrust rating set on the TRP will determine the maximum amount of thrust that
the autothrottle is allowed to use.
If the autothrottle is engaged but the FD and AP are not engaged:
The autothrottle will become active in TO MAX or TO REDU on take-off. If the

autothrottle is not disengaged, it will control to the rating selected on the TRP:
TOGA, MCT or CLIMB.
Once airborne and the auto throttle is disengaged and then re-engaged, it will
control to the thrust rating if TOGA or MCT are selected on the TRP but to the
speed selected on the MCP if CLIMB is selected on the TRP.
The autothrottle observes the limits appropriate to the active thrust rating.
If a thrust lever is so far away from the lead thrust lever that the associated FADEC is out
of trim authority, the associated blue or white trim arrow will be lit. If the white arrow is lit,
the thrust lever must be moved aft for the FADEC to regain trim authority. If the blue arrow
is lit, the thrust lever must be moved forward for the FADEC to regain authority.
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Volume 1
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 17
Thrust Modulation Control
With the TRP on and the autothrottle disengaged, TMC is active.

The TMC has three modes:
The basic mode.
The TOGA mode.
The MGT mode.
The basic mode is active when the TRP selected thrust rating is CLIMB NORM or CLIMB
MAX. The MGT mode is active when the TRP selected thrust rating is MGT. The TOGA
mode is active when the TRP selected thrust rating is TOGA MAX or TOGA REDU.
In the basic mode:
The engines are N1 synchronised to the selected master engine.
The thrust levers of the slave engines must be moved to extinguish the FADEC trim
arrows.
The FGC will not limit to the climb rating N1 . The pilot must ensure that the MGT N1
rating is not exceeded.
The EGT limit is the take-off limit of 6320C. The pilot must ensure that the MGT
limit of 613 OC is not exceeded.
If TOGA or MCT is selected, the thrust levers must be moved to extinguish the FADEC trim
arrows. The FGC will then control to the appropriate rating and observe the appropriate
limits.
If a FADEC is out of trim authority, the associated blue or white trim arrow will be lit. If the
white arrow is lit, the associated thrust lever must be moved aft for the FADEC to regain
trim authority. If the blue arrow is lit, the associated thrust lever must be moved forward for
the FADEC to regain authority.
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Volume 1
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Thrust Control
Chapter 9 Topic 12
Page 18
PFD Thrust Mode Annunciations
There is a thrust mode field in the top left of each PFD. The thrust mode field is just to the
right of the AfT field. The annunciations are shown in Figure 12.9. If the autothrottle is
engaged, the thrust mode field annunciates the autothrottle mode of control. The
annunciations are:
Green lAS. The autothrottle is controlling to the lAS in the lAS/MACH window of
the MCP.
Green MACH. The autothrottle is controlling to the Mach number in the lAS/MACH
window of the MCP.
Green TO MAX. The autothrottle is setting TO MAX N 1
Green TO REDU. The autothrottle is setting the flexible thrust N1 : either the
standard flexible thrust or any other value of flexible thrust as set on the TRP.
Green GA MAX. The autothrottle is setting GA MAX N 1
Green GA REDU. The autothrottle is setting the standard reduced GA thrust.
Green MCT. The autothrottle is setting maximum continuous thrust.
Green CLI MB NORM. The autothrottle is setting climb normal power.
Green CLIMB MAX. The autothrottle is setting climb maximum power.
Green RETARD.The autothrottle is retarding the thrust levers.
Magenta WS MAX. The autothrottle is controlling to the windshear rating.
Magenta lAS. The autothrottle is controlling to groundspeed during an increasing

windshear on the approach.
If the autothrottle is disengaged but the TRP is on, the thrust mode field indicates the
active engine rating apart from the climb rating. The thrust mode field is blank if CLIMB
NORM or CLIMB MAX is set on the TRP with the autothrottle disengaged.
On the ground, the only rati ngs that can be selected are TOGA MAX and TOGA REDU.
The thrust mode is shown in white while the rating is armed. The rating is engaged when
the thrust levers are moved above 45% N1 and either thrust lever TOGA button is pressed.
The thrust mode changes to green once the rating is engaged.
When the FGS GA mode is selected on the approach using a thrust lever TOGA button,
the thrust rating becomes TOGA MAX. A subsequent press on the TRP TOGA button
reduces the rating to TOGA REDU.
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Volume 1
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 19
Figure 12.9- PFD Autothrottle and Thrust Mode A n nunciations

Possible autothrottle statu s legends:
-
Autothrottle active.
--
Autothrotue armed.
Manual thr ottle operation .

Autothrottle disengaged (legend flashes).
Possible autothrottle status and thrust mode legends with the autothrottle switch at ARM:
AfT WS MAX
The autothrottle is controlling to the wind shear rating .
AfT TO MAX
The autothrottle is controlling to the TOGA MAX rating.
AfT TO MAX
The TOGA MAX rating and the autothrottle are armed.
AfT TO REDU
The autothrottle is controlling to the reduced thrust set on the TRP.
AfT TOREDU
The reduced thrust mode and the autothrottle are armed.
AfT GA MAX
The autothrottle is controlling to the GA maximum thrust rating.
AfT GA REDU
The autothrottle is controlling to the GA reduced thrust.
AfT MGT
The autothrottle is controlling to the maximum continuous thrust rating.
AfT CLB MAX
The autothrottle is controlling to the maximum climb thrust rating.
AfT CLB NRM
The autothrottle is controlling to the normal climb thrust rating.
AfT MACH
The autothrottle is controlling Mach number.
AfT lAS
The autothrottle is controlling lAS.
AfT lAS
Th e autothrottle is controlling ground speed during increasing windshear.
AfT RETARD
Possible thrust mode legends with the autothrottle disengaged:

WSMAX
The TMC is controlling to the w indshear rating.
TO MAX
The TMC is controlling to the TOGA MAX rating.
TO MAX
The TOGA MAX rating is armed.
TO REDU
The TMC is controlling to the reduced thrust set on the TRP.
TO REDU
The reduced thrust mode is armed.
GA MAX
The TMC is controlling to the GA maximum thrust rating.
GA REDU
The autothrottle is controlling to the GA reduced thrust mode.

i-v 1-09-00125
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ENGINES
Thrust Control
AVRO 146-RJ FCOM

Volume 1
Chapter 9 Topic 12
Page 20
Thrust Freeze on Take-off

On take-off at 80 knots:
The FGS thrust commands are frozen.
AND
The autothrottle servo is frozen.
When the FGS thrust commands and the autothrottle servo are frozen:
The PFD AfT status annunciator remains green.
The thrust levers can still be manually moved to change N 1
At 350 ft radio altitude after take-off:
The FGS thrust commands are unfrozen.
AND
The autothrottle servo is unfrozen.
Because the FGS thrust commands are unfrozen, the FGS can now command a change in
N 1 via the FADEC tri m.
When the autothrottle servo is unfrozen, the autothrottle status becomes arm.
Subsequently:
The AfT status annunciator changes from green to white.
AND
The autothrottle does nothing.
The autothrottle re-engages when:
The TRP thrust mode is changed.
OR
The FGS vertical mode is changed.
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Volume 1
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Thrust Control
Chapter 9 Topic 12
Page 21
Setting TOGA MAX on Take-off
If a take-off is made in TOGA REDU, the rating selection can be increased to TOGA MAX
at any time by:
Pressing either thrust lever TOGA button.
OR
Pressing the TRP TOGA button.
N 1REF will be then be shown:
On the PED N1 SET indicators that are set for automatic presentation of their N1
bugs.
AND
On the TRP if N 1 is selected on the outer rotary control.
Below 80 knots:
If the autothrottle is engaged, it will set N 1REF
If the autothrottle is disengaged but the TMC is engaged, the TMC will attempt to
set N 1REF; if the FADEC is out of trim authority, the thrust levers must be advanced.
Above 80 knots, the FGS thrust commands are frozen and the autothrottle servo is frozen;
so the thrust levers must be advanced manually to set the displayed N1 RE F
Thrust Automatics Off Control
With the TRP off and the FADEC serviceable, the engine is controlled directly through the
engine's FADEC.
The FADEC control is excellent; limit protection is confined to 97% N 1 , 98.8% N2 and
649C EGT. At the IDLE thrust lever position, the FADEC automatically changes:
N2 between ground idle and flight idle in response to a squat switch signal.
Sets the flight idle correctly for air conditioning bleed and engine ant-ice bleed.
Changes flight idle to flight idle bleeds off on descent through 200 ft radio altitude
provided that the FGC is serviceable. The radio altitude signal is passed to each
FADEC by the FGC.
The FADEC cannot set the minimum flight idle for airframe ice protection when the TRP is
off.
When the TRP is off, the N1 bugs on the PEDs will not be set automatically; they can still
be set manually.
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Volume 1
ENGINES
Thrust Control
Chapter 9 Topic 12
Page 22
Manual Control
With a FADEC off, the associated engine is controlled directly through the engine's
hydro-mechanical unit.
The hydroemechanical control is simple, so the engine must be handled with care. There is
no limit protection and the idle will be between 49 and 75% N2 . There is no N2 floor
protection. The engine must be manually constrained to the minimum idle for the bleed
state.
To protect the engine from surge, the engine air bleeds have to be selected. The engine
ant-ice must be on whenever the FADEC is off; above FL 150, either the associated pack
or the wing/tail ant-ice must be on. Above FL 310, for those aircraft cleared above FL 310,
the associated pack and the wing/tail ant-ice must be on.
If a FADEC is unserviceable, the autothrottle must not be engaged.
Above the PEDs is a switch light for each FADEC; each switch light has two annunciators:
a white OFF annunciator and an amber FAULT annunciator. An amber FADEC caption
on the CWP illuminates if any one of the FAULT annunciators illuminates.
A FAULT annunciator indicates that the associated FADEC has failed. The OFF
annunciator illuminates if the FADEC is selected OFF.
If the engine is at high power when the FADEC fails or is selected OFF, the engine will
freeze at the existing speed; the thrust lever has to be brought into the low power range to
regain control of the engine; control will be regained in manual. If the engine is at low
power when the FADEC fails or is selected OFF, transfer to manual is immediate. The
boundary between low power and high power is a thrust lever position approximately
halfway between IDLE and take-off thrust.
For the same N1 , the FADEC off thrust lever may not line up with the FADEC on thrust
levers.
To return to FADEC on operation, the thrust lever must be moved to IDLE and the FADEC
switch light selected on. It takes up to 12 seconds for the FADEC to regain complete
control. The thrust lever must not be moved during the 12 seconds after on selection.
The FADEC must not be selected on if it has been switched off due to a FADEC FAULT.
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General
The engine pod has two fire zones: zone 1 and zone 2. The pod is shown in Figure 13.1.
Zone 1 surrounds the fan casing and is enclosed by the two forward cowling doors. Zone
2 surrounds the engine core and is enclosed by the two rear cowling doors. A fireproof
wall separates the two zones.
A fire detector is fitted in each zone. The detectors are gas filled wires. The detector in
zone 1 is wound around the inside of the front cowling right hand door. The detector in
zone 2 is wound around the engine core.
A fire in zone 1 could be sustained after the engine is shut down. Therefore fi re
extinguishers are provided for zone 1. Two extinguishers are fitted: EXT 1 and EXT 2.
They are installed in the pod nose cowling just forward of zone 1.
A fire or overheat condition in zone 2 will not be sustained after engine shutdown; so fire
extinguishers are not provided for zone 2.
Figure 13.1 - Engine Pod

Zone2
Zone 1
Fire extinguisher 2
behind this panel
f:r.ont right
Rear right
cowling door
cowHngdoor
wound around
the engine core
Zone 1 fire-wire
on th61nalde of
this door
Fire extingUisher 1
behind S1mllar panel on
left side
Extinguisher 2
prMSure-relief indicator
Extinguisher 1
pressure-relief lndtcator
on lefl side
A fire handle is provided for each engine on the overhead panel. The handle is used to:
Cut off the low-pressure fuel supply to the engine.
Shut down the air, electrical and hydraulic supplies from the engine.
Discharge the fire extinguishers.

A fire bell.
An ENG FIRE caption for the associated engine on the CW P.

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Volume 1
ENGINES
Fire Protection
Chapter 9 Topic 13
Page 2
Fire Detection - Basic Standard

The two detectors are connected to an electronic circuit. The circuit has two functions:
Fire detection.
Monitoring.
Together, the two detectors and the electronic circuit are called fire detection LOOP A.
LOOP A for engine 1 is shown schematically in Figure 13.2.
If either detector senses an overheat condition, a fire warning is given. The fire warning is
removed once the fire wire cools to below the overheat threshold.
If the monitoring circuit detects a failure of either fire wire detector, an associated LOOP
FAULT caption on the CWP illuminates.
An ENG FIRE test button is provided on the GRND TEST panel for each engine. When a
button is pressed, both the detection and the monitoring elements of the electronics are
tested. If the test is passed, the associated LOOP FAULT caption illuminates and the
associated fire warnings are given.
Figure 13.2 - Engine 1 LOOP A (Other Engines Similar)
LOOP A
Electronics
Zone 1
fire-wire
Loop fault
monitor
Zone2
fire-wire
Fire Warnings
LOOP 1
FAULT
ENG FIRE 1
test button
)'>
Fault detected
OR
> ENG FIRE 1 test button pressed

> Fire detected in either wire
OR
> ENG FIRE 1 test button pressed
FCOM:V1 -002
AVRO 146-RJ Series
Fire
handle
lamp
...,_--,-~
Thrust
lever
lamp
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Fire Protection
Chapter 9 Topic 13
Page3
Optional Second Detection Loop

A second loop, LOOP B, may be fitted as an option - see Figure 13.3. Only one loop can
be used at a time. A changeover switch is fitted for each engine. The switches are on the
FIRE DETECTION section of the overhead panel. Each switch has two positions: LOOP A
and LOOP B. Only t he selected loop is connected to the fire warning circuits.
If a fault is detected, the LOOP FAULT caption for the associated engine illuminates on the
CWP. The caption only monitors the selected loop.
The ENG FIRE test b utton tests just the selected loop of the associated engine.
Figure 13.3 - Optional Second Loop Engine 1 (Other Engines Similar)
LOOP A
Electronics
Zone 1
fire-wire
Zone 2
fire-wire
Loop fault
monitor
~- - --- ---L-
_ _ _ _ _ _ _j
Fire Warnings
: ENG FIRE 1
Engine 1 FIRE
DETECT switch
test butto n
LOOP A. ,...----,
I
I
I
I
I
I
LOOPB ....___
_,
I
I
L--------~ - - - - - - - - l
Zone 1
Loop fault
fire-wire
monitor
Fire
handle
lamp
Thrust
lever
lamp
Zone 2
fire-wire
Electronics
LOOPS

~
Fault detected in the selected loop
OR
~
ENG FIRE 1 test button pressed
FCOM:V1-002

~
Fire detected in either w ire of the selected loop
OR
:.. ENG FIRE 1 test button pressed
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Fire Protection
Chapter 9 Topic 13
Page4
Extinguishers
Each engine has two fire extinguishers: EXT 1 and EXT 2. Both extinguishers are in the
engine nose cowling of the engine pod just forward of zone 1. They can be discharged into
zone 1 but not into zone 2. The engine 1 extinguishers and their associated controls and
indicators are shown in Figure 13.4 and Figure 13.5.
Each extinguisher consists of a bottle and a head. The head is connected to a discharge
pipe. A frangible disc in the head prevents the extinguishant passing into the discharge
pipe. The head includes an explosive charge. When the charge is detonated, the frangible
disc breaks and extinguishant flows into the discharge pipe and thus into zone 1 of the
engine pod. The explosive charge is detonated electrically when the fire handle is rotated
to the associated extinguisher.
A white ENG EXT USED annunciator is provided for each of the eight extinguishers. The
annunciators are just above the fire handles. An electronic circuit detects whether or not
the charge has been detonated. When the explosive charge has been detonated, the
associated ENG EXT USED annunciator illuminates.
An ENG and APU EXTING button on the GRND TEST panel tests the electronic circuits.
When the button is pressed, all eight engine EXT USED annunciators should illuminate;
additionally, a similar annunciator for the APU extinguisher should illuminate. If an
annunciator does not illuminate when the button is pressed, the associated detector circuit
has failed the test.
Each extinguisher has a pressure-relief pipe. The contents are prevented from entering
the pressure-relief pipe by a second frangible disc in the bottle. The pipe is connected to a
pressure-relief indicator. The pressure-relief indicator is on the side of the nose cowling
below the associated extinguisher. When an overpressure condition occurs within the
bottle, the frangible disc breaks; the extinguishant then flows into a pressure-relief pipe and
discharges through the associated pressure-relief indicator.
The pressure-relief indicator is shown in Figure 13.5; it consists of a red conical bowl that is
normally covered by a green disc. The pressure-relief pipe is connected to an orifice in the
centre of the bowl. When the extinguishant enters the pressure-relief pipe, the green disc
is blown off the bowl; the red bowl is revealed and all the extinguish ant flows out through
the orifice in the centre of the bowl.
There are two types of pressure-relief indicator. One has an extra feature: a plug in the
orifice in the red bowl. If the green disc falls out but the plug remains in place, pressure
relief will not have taken place.
The green disc may discolour with age to become almost white. As long as the disc is in
place and the red bowl cannot be seen, pressure relief will not have taken place.
The pressure-relief indicator indicates that extinguishant has been discharged through the
indicator because pressure has become too high in the bottle. The ENG EXT USED
annunciator indicates that the bottle has been discharged into zone 1 because the fire
handle has been operated.
Pressure relief does not cause the ENG EXT USED annunciator to illuminate.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 9 Topic 13
Page 5
ENGINES
Fire Protect ion
There are two types of fire bottle available. The pressure relief design is slightly different.
On one, the pressure-relief indicator will not blow out when the explosive charge is
detonated. On the other, there is a possibility that the pressure-rel ief indicator will blow out
when the extinguisher is discharged using the fire handle. However, the amount of
extinguishant lost though the pressure-relief indicator is small.
Figure 13.4 - Engine 1 Fire Extingui shers (Other Engines Similar)
Discharge into
zone 1
ENG 1 EXT
# 1 USED
ENG 1 EXT
# 2 USED
,,..... -------- .... ,
,,
....-------......,
. ... ~ Electronic -,;

'., detector ;
( Electronic \
\ detector ~~
,_____t ___/ '
\ _____t ____/
'
I
I
I
EXT 1
I
I
EXT2
I
I
I
Pressure-relief pipes
----~
Pressure-relief indicators
~G&MU
EXTING ..-------Test button
L - --- - - - -- - -- -
-0 --------------
Figure 13.5 - Pressure-relief Indicator

Typical lndlcator
Indicator with Plug
Indicator with or without Plug
Green disc
Green disc In plaoe
FCOM:V1-002
Green disc
Green d1sc out .and

plug in place
AVRO 146-RJ Series
Green disc out and

plug out or nO( fitted
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Fire Protection
Chapter 9 Topic 13
Page6
Fire Handles
Each engine has a fire handle on the upper overhead panel. The handle is held in the
normal position by a detent. The handle is operated in three stages.
First, a straight pull brings the handle to a baulk; a strong pull is required to clear the detent
and thus initiate the motion. At the baulk, a white ENG FIRE HANDLE CWP caption
illuminates for the associated engine. This feature allows the crew to confirm that the
correct handle has been selected.
The next stage is a small clockwise rotation to clear the baulk followed by a pull to
withdraw the handle fully; the handle will straighten as it is pulled. Once it is fully out:
The engine's low-pressure fuel supply is mechanically cut off.
The engine's ENG AIR valve is electrically signalled closed; thus its ENG AIR
VALVE annunciator will light if the associated ENG AIR switch is ON.
For an outboard engine, its generator is taken off-line; thus the associated GEN
OFF LINE annunciator illuminates.
For an inboard engine, its hydraulic pump valve is closed; thus its ENG VALVE
annunciator will light if the associated ENG PUMP switch is ON.
The ENG FIRE HANDLE caption remains illuminated.
The final stage discharges the extinguishers. Once the handle is fully out, rotating the
handle through 90 counter-clockwise will discharge #1 extinguisher; rotating it 90
clockwise will discharge #2 extinguisher (after first returning it to the original position, so
90 o clockwise, followed by another 90 o clockwise).
Fire Warning
If an engine fire is detected in either zone of the engine pod:
The fire bell sounds.
The associated red ENG FIRE caption illuminates on the CWP.
The red alert lamps flash.
A red lamp illuminates on the rear face of the associated thrust lever.
A red lamp illuminates in the centre of the associated fire handle.
The extinguishers do not discharge into zone 2, but the flight deck warning for a zone 1 fire
and a zone 2 fire is the same. Therefore, the procedure is always to discharge the
extinguishers.
Controls and Indicators
The overhead engine fire panel is shown in Figure 13.6; the CWP is shown in Figure 13.7;
the thrust levers are shown in Figure 13.8; the GRND TEST panel is shown in Figure 13.9;
and the circuit breaker panel is shown in Figure 13.1 0.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Fire Protection
Chapter 9 Topic 13
Page 7
Figure 13.6 - Overhead Engine Fire Panel
...
... . ....__....
f"G 1 fXT FNG 1 f XT
1 USFO
~ 2 USFO
fi\,G2fXT fNG2f Xl
u 1 USFO r. 2 USfO
fi\,GJrXT fNG3f XT
o 1 USFO ~ 2 USFO
FU~LOFF
AIR OFF
GENOFF
EXT...__..EXT
1-
HoG4FXT FNGf XT
j,# 1 USFO
~ 2 USFD
FUEL OFF
AIR OFF
HYDOFF
ENGINE FIRE DETECT switches are fitted if the optional second loop Is fined.
,
.-
At LOOP A, detection LOOP A Is actJve and detection LOOP B Is InactiVe.

At LOOP B, detectlon LOOP a is active and detection LOOP A Is lnactJVe.
An ENG EXT USED annuncator Indicates that the fire handle has discharged the asSOCiated
extinguisher.
A fire handle lamp illuminates if:
~
A fire Is detected In zooe 1 ot 2 of the associated eng1ne.
OR
~
The ENG FIRE lest bulton is pressed.
The fire handle:

,. Cuts off the low-pressure fuel supply to the engine.
,. Shuts down the air, electrical (outboard) and hydraulic (inboard) supplies from the engine.
, Dscharges the fire extinguishers.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Fire Protection
Chapter 9 Topic 13
Pages
Figure 13.7 - Top of CWP

---
~-
------
--
--------
~----
ENG 1 FIRE
HANDLE
ENG 2 FIRE
HANDLE
ENG 3 FIRE
HANDLE
ENG 4 FIRE
HANDLE
LOOP 1
FJ\UI T
LOOP 2
FAULT
L.O OP J
FJ\UIT
LOOP J
FJ\UIT
An ENG FIRE HANDLE caption

illuminates when the associated
handle is pulled to the first baulk.
An ENG FIRE caption illuminates if:

)>-
A fire is detected in zone 1 or 2 of the associated engine.
OR
>-
The associated ENG FIRE test button is pressed.
A LOOP FAULT caption illuminates if:

,..\ The monitoring circuit of the associated in-use loop detects a fault.
OR
);> The associated ENG FIRE test button is pressed.
Figure 13.8 - Thrust Levers

A thrust lever red lamp illuminates if:
>-
A fire is detected in the associated engine or

the associated fire test button is pressed.
OR
l> A PYLON OVHT condition is detected in the
associated engine pylon - see Air Supply
Figure 13.9 - Part of GRND TEST Panel
Second row
from top.
An ENG FIRE test button

tests the in-use detection
loop of the selected engine.
The ENG & APU EXTING test button tests the

extinguisher-used circuits of all the extinguishers.
FCOM:Vl-002
AVRO 146-RJ Series
i-v1-09-00062
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Fire Protection
Chapter 9 Topic 13
Page9
Figure 13.10- FIRE Circuit Breaker Panel
BAT 1
BAT 1
BAT1
BAT 1
MDC
BAT 1
CARGO
EXT
CTL 1
BAT 1
5 .
ENG1
EXT
#1
ENG2
EXT
#1
ENG3
EXT
#1
ENG4
EXT
#1
EXT#1
+APU
USED
ANNUN
APU
EXT
MDC
MDC
MDC
MDC
MDC
BAT 1
DC2
ENG1
EXT
#2
ENG2
EXT
#2
ENG3
EXT
#2
ENG4
EXT
#2
EXT#2
USED
ANN UN
MDC
MDC
MDC
MDC
MDC
Optional circuit br eaker s:
> CARGO EXT 1 and 2.

> TOILET SMOKE WARN.
> EN G LOOP B.
>
An optional circuit breaker

is only fitted if the
associated option is fitted.
CARGO TOILET
SMOKE
EXT
CTL 1
WARN
MDC
MDC
LOOP 8 WARN and T EST.
MDC
ENG1
LOOP
A
ENG2
LOOP
A
ENG3
LOOP
A
ENG4
LOOP
A
LOOP A
WARN
+TEST
APU
LOOP
LOOPS
WARN
+TEST
FIRE
BELL
MDC
MDC
MDC
MDC
MDC
MDC
MDC
MDC
ENG1
LOOP
B
ENG2
LOOP
B
ENG3
LOOP
B
ENG4
LOOP
B
ENG1
PYLON
OVHT
ENG2
PYLON
OVHT
ENG3
PYLON
OVHT
ENG4
PYLON
OVHT
16
17
18
19
FIRE
20
21
i-v1-09-00126
Circuit Breakers
The flight deck circuit breakers for the fire system are immediately above the engine fire
panel. The panel is shown in Figure 13. 1o. Circuit breakers are provided for:
Each engine fire extinguisher discharge circuit (C16 to C19 and 016 to 019).
Each engine fire detection loop (E16 to E19 and F16 to F19).
All #1 extinguisher-used and the APU extinguisher-used circuits (C20).
All #2 extinguisher-used circuits (020).
The fire bell (E23).
All engine loop A warning and test circuits (E20) and all engine loop B warning and
test circuits (E22).
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
An Engine Life Computer (ELC) may be fitted as an option. The ELC:
Receives data from the engines and aircraft systems.
Processes the data.
Stores data.
Data is retrieved after flight from the ELC using a hand-held Data Transfer Unit (DTU).
The DTU is also used to pass data to the ELC.
Control Panel
An ELC panel is on the centre console. It has a momentary action toggle switch and either
an amber FAIL annunciator or a white FAULT annunciator.
The toggle switch is marked STORE DATA; it is used to take a manual snapshot of data.
The annunciator indicates that the ELC has detected a fault or that the portion of ELC
memory used for storing data is more than 80% full.
Inputs
The inputs to the ELC fall into five groups:
Engine.
Bleed status.
Air data.
Fuel quantity.
Air/ground status.
The details are shown in Figure 14.1.

The airspeed and altitude signals come from the Air Data Accessory Unit (ADAU).
Exceedances and Incidents

An exceedance is defined as N1 , N2 , EGT or oil temperature exceeding the steady state
take-off limit.
If a limit is exceeded, the exceedance is recorded and annotated with the date and time.
An incident is defined as any one of the following :
The value of N 1, N2 , or oil temperature exceeding the maximum transient take-off
limit.
EGT exceeding the steady state take-off limit.
Oil pressure falling below its minimum value for the N2 when airborne.
Vibration exceeding 1.2 units.
An engine shutdown.
If an incident occurs, it is recorded and annotated with the date and time.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 9 Topic 14
Page 2
ENGINES
Figure 14.1 - ELC Schematic
Bleed status
For each engine:
,. VibratiOn - - ---.1
,. Otl pressure - --+1
,.
ELC
,.
Oillemperature
,.
N , ------~
,.
,
EG
N2 -----~
Snapshots:
,.
Fuel flow - - --.1
,. Automatic take-off
Airfground status:
,. Squat switch 1.
For each engine:
RECORDS
,
,
Automatic cruise.
Manual
Exceedanc:es.
Englfle ant -tee on
,. Engine air on
Air condltion10g:
,. Pack 1 on.
,. Pack 2 on
A irframe ice protection:
,.
Outer
Wtng ani-ICe on
,. T 1 I ant~ce on
,.
Inner w1ng de 1ce on
Incidents.
Air
,.
,
,.
data:
ADAU air speed
ADAU altitude. - -.I
TAT probe. -----.1
Take-offs
EGT.
Fatigue cycles.
~====:>! Airborne data loacjerl
tf fitted
Fuel quantity data:

,. Left w ing - - ---.1
, Centre - - - -+1
,. Right
DC BUS 2
1---~
Internal c lock
battery
Data transfer unit
Centre
console
panel
some panels.
..vt 09.00127
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Chapter 9 Topic 14
Page3
Snapshots
The ELC automatically takes a snapshot of:
Take-off data once per flight. The snapshot is taken ten seconds after the aircraft
first becomes airborne.
Cruise data once per flight. The snapshot is taken when the aircraft first enters a
steady cruising condition for one minute above 15 ooo feet.
A manual snapshot of data can be taken at any time using the STORE DATA switch.
Take-offs
The number of take-offs are recorded.

Engine Fatigue Calculations
The ELC can calculate fatigue damage to various parts of the engine due to centrifugal
stress. Centrifugal stress is proportional to the square of the rotational speed.
The life of each component is defined in terms of a given number of reference cycles. A
reference cycle is a single excursion from zero stress up to the stress corresponding to
maximum engine speed and back to zero again.
In practice the engine speed, and hence the component stresses, vary in a complex
manner during flight. The ELC analyses the changes in speed and converts the stress
experienced during flight into a number of reference cycles.
Engine EGT Bands
The EGT range 482 to 650 OC is divided into 15 bands. The ELC records the amount of
time an engine spends in each of the bands.
Spool Up and Down Times
The ELC records for each engine the:
Spool up time from 10 to 47.5% N2 .
The spool down time from 4 7.5 to 10% N2 .
Memory Store
If the memory used to store the data becomes full , the first data recorded (that is the oldest
data) is overwritten by any new data.
Power Supplies
The ELC is powered by DC BUS 2.

An internal battery supplies the ELC clock.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Chapter 9 Topic 14
Page4
GNS-X
Some aircraft are fitted with a GNS-X navigation system. An option available for GNS-X is
an Airborne Data Loader. The data loader is a flight deck mounted disc drive. It allows the
GNS navigational data base to be updated from a computer disc.
As a further option, the data loader can be configured so that the ELC data can be
downloaded to a computer disc.
A CARS
An optional Airborne Communications and Recording System (ACARS) may be fitted.

ACARS can be interfaced to the ELC.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
ENGINES
Chapter 9 Topic 14
Page 5
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1.1 -Flight Deck General
Seating .................................... ......................................................... .............................

Grab Handle...... ............................................................................................................
Eye Locator ............. ................ ...... ...... ..... .... ....... ...... ........... ............ ..... ........... ..... ...... ..
Notepad Holders ..... .. .. .. ... .. .. .. .. .. .. .. .. .. ... .. .. .. . .. .... .. .. ... ... ... .. .... ...... .. ... .. ... .. .. .. ... .. .. .. .. .. ... ..
Pencil Holders...............................................................................................................
Approach Chart Holder ........ ............. ... ..... .. . ...... .... ... .......... .. ..... ... ... ........ ....... ... ... ..... .. .
Side-console Stowages..... ......................................... ...................................................
Navigation Bags ........................ ............. ............................................ ...........................
Wardrobe.................................. ............ ......... ....................... ........ ... .. ........ .... ...............
Cup Holders ......... ... ...... ... .......... ............ .......... ......... ... ........... ........ . ... ......... ............. ....
Ashtrays ....................... ....................... ............................................ ............. .................
Left Rear Wall Stowages.................................................................. .............................
Windscreens ............................. ........... .. .................................. ........ .. ........ ... ................
Sun Visors .................... ....................... ............................................ ........... ...................
1
1
3
3
3
5
5
5
5
5
11
13
13
C Screens .... ..... ...................... ...... ...... ..... ................. ..... ...... ...................... ...... ..... ...... ..
17
Topic 1.2- Morse Flight Deck Seats
Pilots' Seats ............................ .. ............. .......................................... .. ........ ...................

Third Crewmember's Seat ............................................................... ............ .................
1
6
Topic 1.3- AMI Flight Deck Seats
Pilots' Seats ..................................................................................... .............................

Third Crewmember's Seat ............................................................... .............................
1
7
Topic 2 - Cabin
Layout.......................... ............................................ .....................................................

Electrically Actuated Passenger Seats ............ ............ .... ...... .......... ............ .... ........ .....
Toilet Smoke Detection............. ........ .... ............. ................................ ............ ...............
Early Toilet Smoke Detector ............................................................ .. ..................... ......
1
2
4
5
Late Toilet Smoke Detector...........................................................................................
VIP Toilet Smoke Detection ................. .............. ........................ ...... .............................

Toilet Waste Bin Fire Extinguisher................................................... ............ .................
Toilet Temperature Sensitive Strip ................................................................................
7
8
8
Topic 3.1- Cargo Bays General
General.................................... ............. ......... .................................. .............................

Bay Lighting ......... ... ... ... ... .......... ............ .......... ......... .... ......... .......... ... ......... ............. ....
1
1
Doors.............................................................................................................................
Live Animal Bay ............................................................................... ............................ .

Door Protectors .. .. ... .. .. .. ... .. .. .. .. ... .. .. .. ... .. .. .. .. .. .. ... .. .. .. .. .. .. .. ... .. .. .. .. .... .. .... .. .. ... .. .. .. ..... ... ..
Restraint Nets .. ... .. .............................. .............. ........... ............ ........ ... ....... ........... ... .....
2
2
FCOM:Vl-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
EQUIPMENT AND FURNISHINGS

Contents
Chapter 10 TOC
Page2
Topic 3.2- Cargo Bay Smoke Detection
Overview.......................................................................................................................
Flight Deck ... ..... ...... ..... .... .. .... .. .. .... ..... . .. .. . ..... . .... ..... ...... ...... ...... ..... .. .... .. ... ...... . .... ...... ..
Cargo Smoke Panels .... ... ... ... .. .. .. .. ..... . .. .. . .... .. .... ..... .. ..... ...... ... .. ... ... . .... .. .... ...... ..... ...... .
Fire Detection.................................................................................... ......... ...................
Extinguishers..................................................................................... ............................
System Test ...... ...... ..... .... .. ..... ... .. .. .... .. .. .. . .... .. .... ..... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Extinguisher Operation..................................................................................................
1
3
5
7
9
11
12
Topic 3.3 - Animal Bay
Overview.......................................................................................................................
Animal Bay Switch and Annunciators ...................................... .......... ...........................
Animal Bay ECS................................................................................. ......... ..................
Animal Bay Fault...........................................................................................................
Animal Bay Smoke Detection........................................................................................
Cargo Bay Smoke Detection System............................................................................
Animal Bay ECS Shutdown....................... ......................................... ...........................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
1
5
7
7
11
13
13
AVRO 146-RJ FCOM

Volume 1

Contents
Chapter 1o TOC
Page3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Seating
The flight deck provides seating tor two pilots and an observer. Each pilot's seat is
mounted on rails that allow fore and aft adjustment of the seat position. The height of each
pilot's seat can also be adjusted.
When the observer's seat is not in use, it is stowed behind the First Officer's seat.
There are two types of seat: Morse and AMI. The Morse seats are described in Topic 1.2.
The AMI seats are described in Topic 1.3.
Grab Ha.ndle
The ends of the glareshield are strengthened and raised to form grab handles. The grab
handles are shown in Figure 1.1 .3.
Eye Locator
Each seat must be adjusted so that the pilot has the correct view over the nose and an
unrestricted view of the instruments. These requirements are met if the seat is adjusted
using the aircraft eye locator . This is the correct position for all approach and landings.
However it is especially important for category .2 and category 3 approaches; too low a
position, will result in a reduced visual segment at D H.
The eye locator is shown in Figure 1.1.1. The locator consists of three balls: two yellow
balls and one black ball. The balls form a triangle whose plane is parallel to the flight deck
floor. The two yellow balls are aligned with the aircraft's lateral axis. The black ball is
behind the yellow balls but midway between them.
The seat position is adjusted so that the black ball is aligned with the cross side yellow ball.
The eye locator is illuminated by a light behind the standby compass. The switch for the
light is on the bottom left corner of the overhead panel.
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General
Chapter 10 Topic 1. 1
Page 2
Figure 1.1.1 - Eye Locator
Central black ball
Right yellow ball
left yellow ball
Eye locator
Correct Alignment from the Right Seat
Correct Alignment from the left Seat
Black ball aligned with the right yellow ball
FCOM:V1-002
Black ball aligned w ith the left yellow ball

1-\' 1-1 0..00005
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page 3
Notepad Holders
There is a notepad holder on each pilot's window sill. The notepad holders are shown in
Figure 1.1.2. Each holder has a forward clip and an aft clip. The holders are illuminated
by sill lights. Each sill light is controlled by a switch and a dimmer on the on-side dimming
paneL
Figure 1.1 .2 - Notepad Holders
left notepa d holder
Rig ht notepad holder

11-10.00007
Pencil Holders
There are holders for two pencils at each end of the glareshield. They are shown in Figure
1.1.3.
Approach Chart Holder

An approach chart holder is on the rear face of each control handwheel. The right chart
holder is shown in Figure 1.1.5.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General
Page 4
Figure 1.1.3 - Pencil Holders and Grab Handles
Left glareshield grab handle
Right glareahield grab handle
Left pencil holdetr
Right pencil holder
Left Glnreshield
Grab handle
IV t
FCOM:V1-002
AVRO 146-RJ Series
-10.00008
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page 5
Side-console Stowages
There are three stowages on each side console:
A stowage for the FCOM Abnormal and Emergency Checklist is recessed into the
wall of the side console. Some aircraft have spring clips attached to the bottom of
the stowage. If the Checklist is put into the stowage with the cut-out in the front
cover facing this clip (i.e. facing down towards the cockpit floor) it can catch in the
cut-out and become trapped. Ensure that the Checklists are put into the stowage
with the cut-out facing upwards. This will make sure that the spring clip cannot
enter the cut-out in the cover. If the Checklist becomes trapped, the Checklist can
be pushed back into the stowage and the spring released by hand.
A stowage for documents and a sun visor is recessed into the wall of the side
console. The stowage has a light: the flight kit light. The flight kit light is controlled
from the on-side dimming panel.
A box with a hinged lid is at the aft end of each side-console.
The left stowages are shown in Figure 1.1 .4. The right stowages are shown in Figure
1.1.5 .
The left box stowage is generally used for documents. The right box stowage is generally
used for emergency equipment.
Navigation Bags
A stowage area for navigation bags is outboard of each pilot's seat. Stops are provided to
prevent the bags moving in the fore and aft direction .
Wardrobe
A wardrobe is behind the left pilot's seat. On most aircraft the wardrobe is used as a
library. The wardrobe is shown kitted out as a library in Figure 1.1.6.
Cup Holders
There are three cup holders: one for each pilot and one for the third crew member.
The pilots' cup holders are attached to the notepad holders. Each pilot's cup holder is
hinged so that it can be stowed beneath its notepad holder. The right pilot's cup holder is
shown in Figure 1.1. 7.
The third crewmember's cup holder is on the rear vertical face of the centre console. It is
hinged so that it can be stowed parallel to the rear vertical face of the centre console. The
cup holder is shown in Figure 1.1 .8.
Ashtrays
There are three ashtrays: one for each pilot and one for the third crew member.
The pilots' ashtrays are attached to the notepad holders. The third crewmember's ashtray
is on the rear vertical face of the centre console.
Each ashtray is a container that can be closed. The pilots' ashtrays are shown in Figure
1.1.7. The third crewmember's ashtray is shown in Figure 1.1.8.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Flight Deck General
Page6
Figure 1.1.4 - Left Side-console Stowages
Visor and document stowage
IY1 10.0000:9
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page 7
Figure 1.1.5 - Right Side-console Stowages
Light
Visor and document stowage
Chart holder clip
Visor and document s:towage

I
FCOM:V1-002
AVRO 146-RJ Series
wt-10.00010
Nov 01/09
AVRO 146-RJ FCOM

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Flight Deck General
Pages
Figure 1.1.6 - Wardrobe or Library
Wardrobe or library - - . ,
1>111-10.00011
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page9
Figure 1.1.7- Right Pilot's Cup Holders and Ashtrays
R!ght oot9pad l'lo!d9r
Cup hold9r rotatt~ abo1.n U!l$ po!nt
Right cup holder
Ri ght ashtray closed
Cup lllolder rotates about this point
Right ashtray open
o-vl-10-00012
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General
Page 10
Figure 1.1.8 -Third Crewmember's Cup Holder and Ashtray
Cup holder
Cup holder stowed
Ashtray open
Cup holder hinged here
Ashtray closed
11-10-00013
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Flight Deck General

Page 11
Left Rear Wall Stowages

There are two stowages on the wall behind the Captain's seat. One stowage is for the
gear ground locking pins and for spare light filaments. The other stowage is for pilot head
covers and static vent plugs. The stowages are shown in Figures Figure 1 .1.9 and Figure
1.1.10.
Each stowage is hinged at the bottom and fastened by two latches at the top. The latches
are press to engage and press to release type fasteners.
The gear pin stowage has a window. If the pins are in the stowage, they can be seen
through the window.
Figure 1.1.9 - Left Rear Wall Stowages Closed
Stowage for gear pins and lamps
Fa.s tener
Window to view gear pins

Fastener
Stowage for pitot covers
and static vent plugs - - -
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Flight Deck General
Page 12
Figure 1.1.10- Left Rear Wall Stowages Open

Gear Pins Stowed
Gear Pms Removed
Fnament st ow age ---1~
_.. _
Covers and Plugs Stow ed
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AVRO 146-RJ Series
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Covers and Plugs Removed
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page 13
Windscreens
The windscreens are shown in Figure 1.1 .11.

There are six windscreens:
A left A screen.
A right A screen.
A left B screen.
A right B screen.
A left C screen.
A right C screen.
The A and 8 screens are electrically heated. The C screens are not heated, but they are
de-misted by the supply from the air conditioning packs to the flight deck.
On the ground, the C screens can be opened inwards to ventilate the flight deck. The C
screens are also the flight deck emergency exits.
Sun Visors
There are two sun visors: left and right. Each sun visor is attached to a rail by a clip. Each
clip can be manually slid along its rail from the A screen through to the C screen. Each
visor can be removed from its clip. A sidewall stowage is provided for each sun visor.
The sun visors are shown in Figures Figure 1.1.12 and Figure 1.1.13.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Flight Deck General
Page 14
Figure 1.1.11 - The Windscreens

Right 8 Screen
Right C Sere.en
L.en 8 Screen
Right A Seraen
left A Screen
Right Wiper
Right Wlndscre8!n
Wash Nozzle
FCOM:V1-002
AVRO 146-RJ Series
Left C Screen
Left Wiper
Left Windscreen
Wash Nozzle
1-\11 1 ~016
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AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page 15
Figure 1.1.12 - Sun Visors
Vi,sors over lhe A lletNns
Visor rail
Visor over the right B 5creen
Visor over the right C serMn
1-1-10-00017
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Flight Deck General
Page 16
Figure 1.1.13 - Right Sun Visor Removed
VIsor
Right sidewall stowage
lv11000018
FCOM:V1-002
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page 17
C Screens
The right C screen is shown in the closed position in Figure 1.1.15. Each C screen has an
operating handle at its bottom forward corner. Each C screen has four positions: closed,
fully open and two ventilation positions.
A track for each handle is on the associated side console. The track locks the window in
the closed position and the two ventilation positions. When the window is closed and
locked, a red line on the handle is aligned with a line on the track. The track is shown in
Figure 1.1.14.
A catch to hold the window open is on the associated rear flight deck wall. When the
window is fully open, the handle is engaged in the catch. The catch must be pressed down
to release the handle.
Figure 1.1.14 - C Screen Handle Track
Handle Locked
The Track
First ventilation position
Second ventilation position
Two red lines aligned
FCOM:V1 -002
i-v1- 10-00019
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Flight Deck General
Page 18
Figure 1.1-15 - C Screens
Right C Screen
FCOM:V1-002
Left C Screen
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General

Page 19
Figure 1.1.16- Right C Screen Ventilation Positions

Finst Ventilation Position
FCOM:V1-002
AVRO 146-RJ Series
Second Ventilation Position
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General
Page 20
Figure 1.1.17 - Right C Screen Fully Open

Window Locked Open
Handle Held In the Catch
Pressing the catch to Release the Handle
~v1- '
FCOM:V1-002
AVRO 146-RJ Series
o.ooon
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Flight Deck General
Chapter 10 Topic 1 .1
Page 21
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Pilots' Seats
The inboard side of the right seat is shown in Figure 1.2. 1. The outboard side of the right
seat is shown in Figure 1.2.2.
Each seat has the following adjustments:
Fore and aft: using a track lock release lever on the inboard side of the seat. The
tracklock lever is pushed back to release the lock.
Height: using a height lock control on the inboard side of the seat. To lower the
seat, pull the control up while applying body weight. To raise the seat, relieve body
weight on the seat pan and pull the handle up; the seat moves up assisted by
tensioned bungee rubber loops.
Lumbar support: the lumbar support pad can be inflated and deflated by pressing a
button on the outboard side of the seat. To deflate the pad, press the button and
push back into the pad. To inflate the pad, press the button and lean forward.
Backrest recline: using a recline wheel on the inboard side of the seat. The back of
the seat can be set to any position between the vertical and 34 o aft of the vertical.
Pressure must not be applied to the backrest while its position is being changed.
Armrest: the armrests can be stowed in the vertical position. When in the horizontal
position, the angle of each armrest can be adjusted usi ng a knob beneath the
forward end of the armrest.
The seats have a five-point restraint harness. An inertia reel lock is provided for the
shoulder harness. The shoulder harness can be locked or put on the inertia reel
setting using a lever on the inboard .side of seat.
The harness release box is permanently connected to the negative "g" strap. To fasten the
harness, the lap straps and the shoulder straps must be connected to the harness release
box. The harness is released by rotating the wheel on the box. Just the shoulder harness
can be released by a button on the forward face of the harness release box. The harness
release box is shown in Figure 1.2.3.
A lifejacket is stowed in a box at the back of the seat. The stowage is shown in Figure
1.2.4. The lifejacket stowage has a door hinged at the bottom and secured by a Velcro
strip.
A stowage bag is on the back of the seat. The stowage bag is shown in Figure 1.2.4.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Morse Flight Deck Seats

Page 2
Figure 1.2.1 -Inboard Side of Morse Pilot's Seat

Armrest down
Shoulder harness Armrest adjustment whe-el
Armrest stowed
Height lock lever
Harness lock lever
Track lock lever
Recline control
1-111-10-00025
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

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Page3
Figure 1_2.2 - Outboard Side of Morse Pilot' s Seat

Lumbar button
IV1
FCOM:V1-002
AVRO 146-RJ Series
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Nov 01 / 09
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Page 4
Figure 1.2.3 - Morse Pilot' s Seat Harness

Shoulder harness release button
Lap strap
Shoulder hamess
Negative "g " strap
Lap strap
Hame$5 release box

l-v1-1000027
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AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

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Page 5
Figure 1.2.4 - Morse Pilot's Seat Lifejacket Stowage

Ufejacket Stowage Closed
Ltfejacket stowage door
Stc>wage bag
Ufejaclcet Stowage Open
I-V1-1C).Q0028
FCOM:V1-002
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1


Page6
Third Crewmember's Seat
The third crewmember's seat is shown in the stowed position in Figure 1.2.5 and in the
in-use position in Figure 1.2.6.
The seat is stowed behind the first officer's seat. In use, the seat is aligned with the centre
console. The seat pan is pivoted and spring-loaded so that it automatically stows vertically
against the backrest. When the seat pan is down, the position of the seat can be adjusted
to one of two positions: fully forward or fully rearwards. The positions are shown in Figure
1.2.7.
A seat unlocking handle is on the left side of the seat. When the handle is pushed fully
down, the seat can be moved sideways and the seat is also unlocked in the fore and aft
sense. If the handle is moved 21 o down, the seat is unlocked in the fore and aft sense
only.
A height lock lever is on the right side of the seat. The height lock lever is shown in Figure
1.2.8. To lower the seat, push the control down while applying body weight. To raise the
seat, relieve body weight on the seat pan and push the handle down; the seat moves up
assisted by tensioned bungee rubber loops.
The seat has a four-point harness. The harness release box is permanently connected to
the left strap. To fasten the harness, the right lap strap and the shoulder straps must be
connected to the harness release box. The harness is released by rotating the wheel on
the box. Just the shoulder harness can be released by pushing forward on a metal tab that
protrudes from the top of the box. The harness is shown in Figure 1.2.9.
The third crewmember's lifejacket is stowed in the seat pan behind a cloth flap secured by
Velcro fasteners. The stowage is shown in Figures Figure 1.2.7 and Figure 1.2.1 0.
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

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Page 7
Figure 1.2.5 - Morse Third Crewmember's Seat in the Stowed Positio n

Right C screen
Shoulder harness
Seat pan stowed
Seat unlocking handle
Harness lock lever

lv1-10000117
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1


Pages
Figure 1.2.6 - Morse Third Crewmember' s Seat in the In-use Position

Flight deck entry aisle
Harness release box
FCOM:V1-002
AVRO 146-RJ Series
Shoulder harness
Seat pan down
o-v l-10.00098
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Page9
Figure 1.2.7- Seat Pan Positions of the Third Crew Member's Seat
Seat pan forward
Seat pan aft
Ufejacket stowage
..vl 10.00009
FCOM:V1-002
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Nov 01 / 09
AVRO 146-RJ FCOM

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Page 10
Figure 1.2.8- Third Crewmember's Seat Height Lock Lever

Right side of the seat
Height lock lever
FCOM:V1-002
AVRO 146-RJ Series
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Nov 01/09
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Page 11
Figure 1_2.9- Third Crewmember' s Harness

Shoulder harness release tab
iVl-10-01)101
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

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Page 12
Figure 1.2.1 0- Third Crewmember' s Seat Lifejacket Stowage
Flap closed
FCOM:V1-002
Llfejacket
AVRO 146-RJ Series
Nov 01/09
Pilots' Seats
The inboard side of the left seat is shown in Figure 1.3. 1. The outboard side of the left seat
is shown in Figure 1.3.2.
Each seat has the following adjustments:
Fore and aft: using a track lock release lever on the inboard side of the seat. The
tracklock lever is pulled up to release the lock.
Height: using a height control handle on the outboard side of the seat. To lower the
seat, pull the handle up while applying body weight; to raise the seat, relieve body
weight on the seat pan and pull the handle up; the seat moves up assisted by a gas
spring.
Lumbar support: the lumbar support pad can be moved vertically and horizontally to
eight positions. A rotary control on the backrest, under the right armrest, controls
the horizontal movement; a rotary control on the backrest, under the left armrest,
controls the vertical movement.
Backrest recline: using a recline lever on the outboard side of the seat. There are
seven positions. To change the recline angle, pull the handle up, lean in the
direction required and then release the handle.
Independent thigh support: a rotary control beneath each forward side of the seat
allows each t high support to be independently raised and lowered.
Armrest: the armrests can be stowed in the vertical position. When in the horizontal
position, the angle of each armrest can be adjusted usi ng a knob beneath the
forward end of the armrest.
The seats have a five-point restraint harness. An inertia reel lock is provided for the
shoulder harness. The shoulder harness can be locked, released or put on the
inertia reel setting using a lever on the inboard side of the backrest frame.
The harness release box is permanently connected to the negative "g" strap. To fasten the
harness, the lap straps and the shoulder straps must be connected to the harness release
box. The harness is released by rotating the wheel on the box. Just the shoulder harness
can be released by pushing forward on a metal tab that protrudes from the top of the box.
The harness release box is shown in Figure 1.3.3.
Whenever the seat has been moved fore and aft, it is important that both locking pins are
in the seat rails. If the seat does not move fore and aft when the seat is rocked backwards
and forwards, then it is locked. The locking pin for each inboard rail can be viewed by the
other seat occupant. A white witness ring is visible if the pin is not fully engaged.
A lifejacket is stowed in a box beneath the seat. The stowage is shown in Figure 1.3.4.
A stowage bag is on the back of the seat.
As an option, a headrest can be fitted to the seat. The headrest is shown in Figure 1.3.5.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

AMI Flight Deck Seats

Page 2
Figure 1.3.1 -Inboard Side of AMI Pilot's Seat
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1


Page3
Figure 1.3.2 -Outboard Side of AMI Pilot' s Seat
Left thigh adju$tment control
Backrest recline lever

Lumbar pad up and down control
Height lock handle
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1


Page 4
Figure 1 .3.3 - AMI Pilot's Seat Harness Release
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

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Page 5
Figure 1-3.4 - AMI Pilot's Seat Lifejacket Stowage
Lffejacket stowage
LlfeJacket
FCOM:V1-002
AVRO 146-RJ Series
i. vMG-00035
Nov 01 / 09
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Page6
Figure 1.3.5 - AMI Pilot's Seat Optional Headrest
FCOM:V1 -002
Optional headrest
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 1o Topic 1.3

Page 7
Third Crewmember's Seat
The third crewmember's seat is shown in the stowed position in Figure 1.3.6 and in the
in-use position in Figure 1.3.7.
The seat is stowed behind the first officer's seat. In use, the seat is aligned with the centre
console. The seat pan is pivoted and spring-loaded so that it automatically stows vertically
against the backrest.
The seat has a four-point harness. The only seat position adjustment is a fore and aft
adjustment of the seat pan.
A tracklock handle on the left side of the seat is used to unlock the seat to allow sideways
movement between the stowed and in-use positions.
A fore and aft unlock lever is on the left side of the seat. The lever is pulled up to move
fore and aft. The seat pan rises when the lever is pulled; the seat pan is then moved fore
or aft; when in position, the handle is released and pins lock the seat pan in place.
The harness release box is permanently connected to the left strap. To fasten the
harness, the right lap strap and the shoulder straps must be connected to the harness
release box. The harness is released by rotating the wheel on the box. Just the shoulder
harness can be released by pushing forward on a metal tab that protrudes from the top of
the box.
A cupboard is at the bottom of the door. A door catch is at the top of the door. The
cupboard normally holds a lifejacket and documents. The cupboard is shown in Figure
1.3.8.
As an option , a headrest can be fitted to the seat. The headrest has to be folded in front of
the seat before the seat can be stowed. The headrest is shown in Figure 1.3.9.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1


Pages
Figure 1.3.6 - AMI Third Crewmember's Seat in the Stowed Position
Shoulder hatness
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

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Page9
Figure 1.3.7- AMI Third Crewmember' s Seat in the In-use Position
Seat pan
H<~meu
release box
horizont<~l
,,
.......
===-
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Nov 01 / 09
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Page 10
Figure 1.3.8- AMI Third Crewmember's Seat Cupboard
Cupboard door
Door latch
Hinges
Lifejacket
FCOM:V1 -002
Documents
AVRO 146-RJ Series
...,,.10.0003.9
Nov 01 /09
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Page 11
Figure 1.3.9 -AMI Third Crewmember's Seat Headrest
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Nov 01 / 09
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Page 12
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Layout
The cabin layout is shown in Figure 2. 1.
There are four cabin doors: two passenger doors on the left side of the aircraft and two
smaller service doors on the right of the aircraft. The two front doors lead into the forward
vestibule. The two rear doors lead into the rear vestibule. The passenger cabin lies
between the two vestibules.
The vestibule arrangement depends upon the customer requirements. The vestibules
contain the cabin crew seats. Toilets and galleys may be fitted in either vestibule. In
aircraft with airstairs , the airstairs are stowed in the vestibules. A service intercom handset
is fitted in each vestibule. Some aircraft have two handsets in the rear vestibule. Each
handset also contains crew call annunciators and switches.
Each toilet has a smoke detection system and a waste bin fire extinguisher.
A cabin attendant's panel is above each service door. The forward control panel contains
switches, circuit breakers, annunciators and a PA speaker. The rear panel only contains
annunciators and a PA speaker.
The passenger seats are normally in a five abreast or a six abreast configuration. Some
aircraft have VIP configurations. The VIP configurations may contain a toilet within the
passenger cabin.
Overhead luggage bins are on each side of the cabin. Passenger service units are on
each side of the cabin above each row of seats. The passenger service units are beneath
the overhead luggage bins. The passenger service units contain oxygen masks, reading
lights, adjustable air louvres, an attendant call switch, an attendant call indicator and a PA
speaker.
Figure 2.1 - Cabin Layout
Rear service door
Forward vestlb""le
Rear vestibule
Fllgh1 Deck
Rear passenger door
Forward pauenger door
,_vI I 0.00041
FCOM:V1002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1

Cabin
Chapter 1o Topic 2
Page2
Electrically Actuated Passenger Seats
Some aircraft have electrically actuated variable geometry seats. The variable geometry
allows them to be converted between business and economy class configurations. The
configuration is changed by a screw jack that is normally operated by an electric motor. If
electrical power is not available, a crank handle can be used to operate the screw jack.
The seats are in the first 12 rows on the left and the first 13 rows on the right. The seats
on the right can be changed between a two-seat business class configuration and a
three-seat economy class configuration. The seats on the left can be changed between a
three-seat business class configuration and a three-seat economy class configuration.
Electrical power is supplied from AC BUS 2. A two-position pushbutton switch light is used
to select power to the seats. The switch is on the rear centre console; it is shown in Figure
2.2. It is labelled CABIN SEAT POWER. The switch contains an ON annunciator.
Power can only be applied to the seats if:
The aircraft is on the ground.
AND
At least one of the four cabin doors is open.
AND
The CABIN SEAT POWER switch is at the on position.
When the switch is selected to the on position, the ON legend illuminates when power has
been successfully applied to all the seats. If one or more seats are not powered, the ON
annunciator will not illuminate. So it is possible to have power to some seats with the ON
annunciator extinguished.
When the switch is selected to the OFF position, the ON annunciator will not extinguish
until power has been removed from all the seats.
The galleys powered by AC 2 are automatically shed when the seat power is ON. It is not
necessary to select GALLEY power ON to operate the seats.
Each seat has a control and indicator unit on the underside of the aisle side of the seat.
The unit is shown in Figure 2.3. The unit has:
A control push button to change the seat configuration.
A blue LED to indicate that the seat is in the business class configuration.
A green LED to indicate that the seat is in the economy class configuration.
An emergency stop button.
When a seat reaches the new position, the associated LED will illuminate and power will be
removed from the seat motor. The LEOS also provide a back-up indication that power is
still available to actuate the seat.
Pressing and releasing the control button initiates a change in geometry. If electrical power
is lost while the seat is transitioning between configurations, the seat will revert to its
original configuration when power is restored and the control button is pressed and
released.
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

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Cabin
Chapter 10 Topic 2
Page3
A crank handle to change the seat configuration manually is stowed on the flight deck. The
handle is connected to the screw jack by inserting the handle through a hole on the inboard
side of the seat.
Figure 2.2 - Seat Power Switch
iv1- 1000076
Figure 2.3 - Seat Indicators and Controls
FCOM:V1-002
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Nov 01 / 09
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Cabin
Chapter 1o Topic 2
Page4
Toilet Smoke Detection
A smoke detection system is fitted for each toilet. The system includes:
A smoke detector.
A horn.
A test switch.
A reset switch.
When smoke is detected the horn sounds. The horn will stop when the smoke clears.
The horn will also stop when the reset switch is pressed. If smoke is subsequently
detected, the horn sounds again.
When the test switch is pressed, the detector and the horn are tested. The test is passed if
the horn sounds.
There are two different types of passenger toilet: early and late. A few aircraft have a VIP
toilet.
Each type has a different smoke detector.
FCOM:V1-002
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Nov 01 /09
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Volume 1

Cabin
Chapter 10 Topic 2
Page 5
Early Toilet Smoke Detector

The smoke detector is fitted in the roof of the toilet. The detector is shown in Figure 2.4.
The detector detects smoke from a fire. It is not designed to detect cigarette smoke.
A test and reset panel is located on the inside of the toilet service door. The towel door
beneath the service door must be opened before the service door can be opened. Bo1h
doors are hinged at one edge. The panel is shown in Figure 2.4. The panel contains the
horn, the reset switch and the test switch.
The horn emits a continuous warbling tone when smoke is detected or the detector is
tested.
Figure 2.4 - Early Toilet Fire Detection
(On roof of tollel)
Detector Test/Reset Panel

- - - Top service unit door---if!-~
-_ ,
Washbasin - - - - IV1 10000711
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Cabin
Chapter 10 Topic 2
Page6
Late Toilet Smoke Detector

The detector, horn and the two switches are contained in a unit in the toilet roof. The unit
also includes two lamps: one green and one red. The unit is shown in Figure 2.5.
The green lamp indicates that electrical power is being supplied to the detector.
The red lamp illuminates whenever smoke is detected.
The horn emits an intermittent tone when smoke is detected or the test button is pressed.
The red lamp does not extinguish when the reset switch is pressed.
An amber light on the toilet door-frame, outside the toilet, illuminates whenever the horn
sounds. So the light pulsates in sympathy with the hom.
The test and reset switches are recessed push switches. To press a switch, insert a pencil
into the recess.
When the test switch is pressed, the detector and the horn are tested. The test is passed if
the horn sounds, the amber lamp illuminates and the red lamp illuminates.
Figure 2.5- Late Toilet Fire Detection
Toilet Door
Smoke Detector Unit

Green power
indicator
Reset
switch
Tes1
switch
Amber
lamp-+
Detector
Red smoke
detected indicator
Horn
..vi I0.00079
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AVRO 146-RJ Series
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Volume 1

Cabin
Chapter 10 Topic 2
Page 7
VIP Toilet Smoke Detection

The detector is in the roof of the toilet. A control unit is mounted above the forward cabin
attendant's seat. The unit contains the horn, a reset switch and a test switch. The unit
also contains a horn off switch and two red LED indicators. The unit is shown in Figure
2.6.
The red LEOs are labelled channel 1 and channel 2. Only channel 1 is used.
The horn emits an intermittent tone when smoke is detected or the test switch is pressed.
A red lamp is fitted above the toilet door outside the toilet. The red lamp and the channel 1
LED are on whenever the horn sounds. So the light and the LED pulsate in sympathy with
the horn.
If smoke is detected, the horn can be cancelled by pressing the horn off switch; the LED
and the lamp will continue to flash until the smoke has dissipated and the rest switch is
pressed.
Figure 2.6 - VIP Toilet Smoke Detection
LEOs
11 10-00080
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Cabin
Chapter 10 Topic 2
Pages
Toilet Wa ste Bin Fire Extinguisher
Each toilet has an extinguisher that automatically discharges its contents into the waste bin
in the event of a fire. Automatic discharge of the extinguisher occurs when a high
temperature is detected in the bin, not when smoke is detected by the smoke detector. All
of the extinguishant is discharged once the critical temperature is reached.
The later type toilet and the VIP toilet have a temperature sensitive strip in the waste bin
compartment; the early standard of toilet does not have a temperature sensitive strip.
Toilet Temperature Sensitive Strip
Later type toilets and VIP toilets have a temperature indicator strip fitted in the waste bin
compartment. The indicator is on the wall behind the bin or on the inside of the waste bin
door. A typical indicator is shown in Figure 2.7.
The indicator strip consists of four white dots on a red background. The white dots are
temperature sensitive. If an excessive temperature is sensed, one or more of the white
dots will turn black. If any dot has turned black, a fire damage check must be carried out;
also, the fire extinguisher and indicator strip must be replaced.
Figure 2.7- Toilet Temperature Sensitive Strip
i-v1 -10-00081
FCOM:V1-002
AVRO 146-RJ Series
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General
There are two cargo bays below the cabin. The bays have doors on the right side of the
fuselage. The bays are shown in Figure 3.1. 1.
Figure 3.1.1 - The Cargo Bays
Forward cargo bay
Rear cargo bay
... 110.000.3
Bay Lighting
Incandescent lights are in the roof of the cargo bays. The lights are supplied from the
ground service busbar. The lights are switched on automatically when the associated door
is opened. The lights are automatically switched off when the associated door is closed.
Doors
The bay doors are plug doors. Each door is locked in place by four shoot bolts. If either
door is not closed and locked, a LWR DOOR NOT SHUT caption illuminates on the CWP.
damage to the outer side of the door during loading.
The doors and their protectors are fully described in the Doors and Stairs chapter.
Live Animal Bay
An animal bay is installed in the aft part of the forward cargo bay as an option.
The animal bay has a door. The aircraft may be flown with the door open. In this case, the
animal bay may be used to store baggage.
An animal bay environmental control system (ECS) heats and ventilates the bay. A push
switch to control the ECS is on the bottom of the right instrument panel.
As an option, a door lock is provided. The lock is provided so that the animal bay can be
used as a safe. The animal bay ECS is inhibited when the door is locked.
FCOM:V1002
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Volume 1

Cargo Bays General
Page2
Door Protectors
damage to the outer side of the door during loading. The protector is a panel that is curved
to match the curvature of the door. The protector is hinged to the bay roof. When the door
is open, the protector is raised to cover the underside of the open cargo bay door. Before
closing the door, the protector is lowered. The protector then prevents freight impinging on
the inside of the closed door.
Restraint Nets
Restraint nets are fitted to the cargo bays to restrain freight. Each net is made up of a web
of horizontal and vertical polyester webbing straps.
There are two configurations: one for aircraft with door protectors and one for aircraft
without door protectors. The configuration for aircraft without door protectors is shown in
Figure 3.1 .2. The configuration for aircraft with door protectors is shown in Figure 3.1.3.
In all aircraft, two restraint nets are fitted forward and aft of the cargo bay door. The nets
are attached to the floor, roof and sides of the bay with quick release fittings.
If a door protector is not fitted, a third net is fitted to protect the door. The third net is
permanently attached to the forward net. The aft end of the third net attaches to the aft
side of the door aperture with hooks.
All three nets are tensioned by tightening buckles on the vertical and horizontal straps.
FCOM:V1-002
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Cargo Bays General

Page3
Figure 3.1.2 - Restraint Nets Without a Door Protector
Forward
Forward net
Figure 3.1.3 - Restraint Nets With a Door Protector
Forwl'!rd
Forward net
Rur nt
h-1 1o...ooocs
FCOM:V1-002
AVRO 146-RJ Series
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Overv iew
A cargo bay fire protection system may be fitted as an option. An overview of the system
The system detects smoke or high temperature in the forward and aft cargo bays.
Two extinguishers are provided to suppress a fire. The extinguishers are in the hydraulic
bay.
An electronic control unit in the avionics bay controls the fire protection system.
In the event of a fire, both extinguishers are discharged into the same cargo bay. The first
extinguisher is fired manually and it quickly discharges its contents into the appropriate
bay. Discharge of the second extinguisher is initiated automatically five minutes after the
first. The second extinguisher discharges its contents over about 50 minutes. This
ensures that the extinguishant concentration in the bay will keep the fire suppressed for at
least an hour.
The system is not designed to fight fires in both cargo bays on the same flight.
A CARGO SMOKE panel is just above the engine fire handles. The panel contains all the
flight <leek controls and indicators apart from a re<l CARGO SMOKE caption and a test
switch. The caption is on the CWP. The test switch is on the flight deck ground test panel.
Two annunciators on the panel, AFT SMOKE and FWD SMOKE, give warning of smoke or
high temperature in the aft cargo bay and forward cargo bay respectively. The
annunciators are on push-switches. Pressing a push-switch initiates the extinguisher
discharge sequence into the associated bay.
When either the AFT SMOKE annunciator or the FWD SMOKE annunciator illuminates, the
CWP CARGO SMOKE caption illuminates; also, the triple chime sounds and the red alert
lamps flash.
FCOM:V1-002
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Volume 1

Cargo Bay Smoke Detection

Page 2
Figure 3.2.1 - Cargo Smoke System Overvi ew
SMOKE test switch on the flight d'eck GRND TEST panel
CARGO SMOKE panel on the flight deck overhead panel

Smoke and h igh temperature detectors In tho cargo bays
0
Two extinguishers In the hydraulic bay
Control unit in the avionics bay
caption on the CWP

~v 1 - t0.00082
FCOM:V1-002
AVRO 146-RJ Series
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AVRO 146-RJ FCOM

Volume 1


Page3
Flight Deck
The flight deck elements of the cargo smoke system are shown in Figure 3.2.2.
The cargo smoke panel is above the engine fire handles.
The CARGO SMOKE caption is on the CWP.
The SMOKE test button is on the GRND TEST panel.
FCOM:V1-002
AVRO 146-RJ Series
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Page 4
Figure 3.2.2 - Flight Deck
-~ t-10-00083
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Page 5
Cargo Smoke Panels
There are two standards of cargo smoke panel: early standard and later standard; they are
shown in Figure 3.2.3 and Figure 3.2.4 respectively.
Each panel has:
A FWD SMOKE annunciator on a push-switch.
An AFT SMOKE annunciator on a push-switch.
A CARGO EXT #1 USED white annunciator.
A CARGO EXT #2 USED white annunciator.
A three-position LOOPS switch.
The centre console floodlight on the left side of the panel.
The SMOKE switches have clear plastic guards. The guard are hinged at the top. A guard
must be raised to press a switch. Pressing a switch initiates the extinguishing process.
On the early standard of panel:
The push-switches have white legends on a red translucent background. The

background illuminates when smoke is detected.
The positions of the LOOPS switch are marked as A, A+B and B.
On the later standard of panel:
The push-switches have hidden red legends. The red legend illuminates when
smoke is detected.
The positions of the LOOPS switch are marked as A, BOTH and B.
The function of the LOOPS switch is the same on both panels. Each detector has an A
sensor and a B sensor. All the A sensors in a bay are known as loop A for that bay; all the
8 sensors for a bay are known as loop 8 for that bay. When the switch is at BOTH or A +
B, a smoke warning will only be given if an A sensor and a 8 sensor in the associated bay
detect smoke. The sensors do not have to be in the same detector. If the switch is at A,
the B sensors are ignored and a warning is given if one or more of the A sensors detects
smoke or high temperature. If the switch is at 8 , the A sensors are ignored and a warning
is given if one or more of the B sensors detects smoke or high temperature.
The CARGO EXT # 1 USED annunciator indicates that the number 1 extinguisher has been
discharged or that an electrical fault prevents discharge of the number 1 extinguisher.
The CARGO EXT #2 USED annunciator indicates that the number 2 extinguisher has been
discharged or that an electrical fault prevents discharge of the number 2 extinguisher.
FCOM:V1-002
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Volume 1


Page6
Figure 3.2.3 - Early Standard of Cargo Smoke Panel
i-v1 10-00048
Figure 3.2.4 - Later Standard of Cargo Smoke Panel
A
BOTH
i-v1 -10-00049
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1


Page 7
Fire Detection
The fire detection system is shown schematically in Figure 3.2.5.

Combined smoke and high-temperature detectors are fitted in the roof of the aft and
forward cargo bays. Two detectors are fitted in the aft bay of the RJ?O and RJ85; three are
fitted to aft bay of the RJ1 00. Two detectors are fitted in the forward cargo bay of the RJ70;
three are fitted to forward bay of the RJ85 and RJ1 00.
Each cargo bay has a cargo electronics unit (CEU). The unit collects the signals from the
detectors. Both CEUs are in the hydraulics bay. Each detector has two channels: A and
B. Each channel has a smoke detector, a high temperature sensor and a fan. The fan
draws cargo bay air through the detector. If smoke or high temperature is detected by
channel A, a channel A warning signal is passed to the associated CEU. If smoke or high
temperature is detected by channel B, a channel B warning signal is passed to the
associated CEU.
All the channel A sensors in a bay are together called loop A for the associated bay.
All the channel B sensors in a bay are together called loop B for the associated bay.
If one or more channel A sensors give a warning, then the associated CEU passes a
loop A warning to the control unit. If one or more channel B sensors give a warning, then
the associated CEU passes a loop B warning to the control unit.
A three-position LOOPS switch on the CARGO SMOKE panel selects the loop(s) to be
used by the detection system. The centre position is labelled BOTH or A+B; the other two
positions are A and B.
When BOTH or A+B is selected, the control unit illuminates a SMOKE switch-light only if
the associated CEU gives both a loop A and a loop B warning.
If A is selected, the control unit illuminates the associated SMOKE annunciator whenever
the associated CEU gives a loop A warning; loop B has no effect.
If B is selected, the control unit illuminates the associated SMOKE annunciator whenever
the associated CEU gives a loop B warning; loop A has no effect.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Pages
Figure 3.2.5 - Cargo Bay Fire Detection
IT]
[!]
Loop A detectors
Loop B detectors
Fans draw air

through the detectors
Aft cargo bay

detectors
AFT
CEU
LOOPS switch selects the loop(s)

to be used for smoke detection
BOTH
CONTROL
UNIT
Fwd cargo bay

detectors
FWD
CEU
Only 2
detectors in
the RJ70
3 detectors in
the RJ100
SMOKE annunciator and CARGO SMOKE caption illuminate if smoke or overheat

is detected by the selected loop(s) in the associated cargo bay
If BOTH selected, warning given only if both loop A and loop B detect smoke or
overheat
i-vl-10-00084
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1


Page9
Extinguishers
The extinguishing system is shown schematically in Figure 3.2.6.

The two extinguishers are installed in the hydraulics bay.
Each extinguisher consists of a bottle and two heads. One head is connected to the
forward cargo bay by a discharge pipe. The other head is connected to the aft cargo bay
by a discharge pipe.
A frangible disc in each head prevents the extinguishant entering the pipe. Each head
includes an explosive charge. When the charge is detonated, the frangible disc bursts and
thus extinguishant flows through the pipe into the associated cargo bay.
One extinguisher discharges its contents within a minute; it is called the high-rate
discharge (HRD) extinguisher or #1 extinguisher. The other discharges its contents over a
period of 50 minutes; it is called the low rate discharge (LRD) extinguisher or
#2 extinguisher.
A flow-limiting orifice in each head controls the rate of discharge. There is no electronic
control of the rate of discharge of the extinguishers.
The explosive charge in the forward head of the HRD extinguisher is detonated when the
FWD SMOKE push-switch is pressed. If the aircraft is airborne, then five minutes after the
FWD SMOKE push-switch is pressed, the control unit automatically detonates the
explosive charge in the forward head of the LRD extinguisher.
The explosive charge in the aft head of the HRD extinguisher is detonated when the
AFT SMOKE push-switch is pressed. If the aircraft is airborne, then five minutes after the
AFT SMOKE push-switch is pressed, the control unit automatically detonates the explosive
charge in the aft head of the LRD extinguisher.
It is not possible to manually discharge the contents of the LRD extinguisher. The contents
of the LRD extinguisher cannot be discharged when the aircraft is on the ground.
The frangible disc in each head will also burst if the pressure in a bottle becomes too high.
The contents will then discharge into the cargo bay associated with the burst disc.
There are two white extinguisher-used annunciators on the flight deck control panel:
CARGO EXT #1 USED and CARGO EXT #2 USED.
Each bottle has a low-pressure sensor. The low-pressure sensors are connected to the
control unit. The control unit also detects that an explosive charge has been detonated.
The control unit illuminates a CARGO EXT USED annunciator when any of the following
occur:
Low pressure is sensed in the associated bottle .
Either explosive charge of the associated bottle has been detonated .
A fault in the bottle discharge circuit is sensed .
So, the cargo extinguisher-used annunciators indicate that the bottle has been discharged
by the system, or that pressure relief has taken place, or that bottle pressure has been
reduced by a leak, or that it may not be possible to discharge the extinguisher.
FCOM:V1-002
AVRO 146-RJ Series
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Page 10
Figure 3.2.6 - Cargo Bay Fire Extinguishing
Discharge into
forward cargo bay
Discharge into
aft cargo bay
Pressure
switch
CARGO EXT
#1USED
First swHeh pressed wins

(Not available on all control units)
CONTROL UNIT
SMOKE
Pressure
switch
~--- -- 0
CARGO EXT
#2 USED
Test button
Discharge into
forward cargo bay
Discharge into
aft cargo bay
Pressing a SMOKE push-switch initiates the discharge sequence into the associated bay.
An EXT USED annunciator illuminates when:
>
The associated bottle has been discharged by the suppression system. or by

pressure relief, or by a leak.
J.>
An electrical fault prevents discharge of the bottle.
When the SMOKE test button is held pressed:

l>
AFT SMOKE and FWD SMOKE illuminate continuously.
>
CARGO EXT #1 USED and CARGO EXT #2 USED cycle on and off.
iv1-1000052
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1


Page 11
System Test
The system can be tested using the SMOKE test button on the GRND TEST panel. Only
the selected loop(s) are tested. The panel is shown in Figure 3.2.7.
When the button is pressed and held:
The ELECT SMOKE and CARGO SMOKE captions illuminate continuously.
The FWD SMOKE and AFT SMOKE annunciators illuminate continuously.
Both CARGO EXT USED annunciators remain off for between 5 and 1o seconds.
They then cycle on and off. They are illuminated for between 5 and 10 seconds
and extinguished for between 5 and 10 seconds. The cycles of the two
annunciators are not synchronised.
The cycling of the extinguisher used annunciators indicates that the 5 minute delay circuit
in the control unit is functioning satisfactorily.
The system can also be tested from the CEUs. A CEU is shown in Figure 3.2.7. Each
CEU can deal with up to eight detectors. There is an indicator for each A and each B
detector on the panel. The indicators are LEOs. There are two test buttons: LAMPS TEST
and PRESS TO TEST.
When the LAMPS TEST button is pressed, the indicators themselves are checked. They
should all illuminate, even those associated with detectors that are not fitted.
When the PRESS TO TEST button is pressed, all the installed detectors are tested; again
all the lamps should illuminate, including those associated with detectors that are not
fitted. The flight deck warnings are not activated.
If a detector gives a smoke warning, the associated indicator on the CEU illuminates.
Figure 3.2.7- CEU
lnstructJons:
Instructions are
printed on the
unit as shown
1.
PR ESS
TO TEST
Tests the lamps - - -
2 . Select PRESS TO TEST to

verity the funcbon o f each
sm oke detector
Pro perty functioni ng smoke
detectors and unused pos1tions
respond by 1llum1nating the
corresponding indtcator
LAMP
TEST
Tests. the detectors

A detector indicators
B detector indicators
0
/ '"
CARGO ELECTRONIC UNIT
Select LAMP TEST to verity

ihat a ll A and B sm oke
detecto r Ind icators lunct1on
Unlit indicators re present nonfunctioning smo ke detectors
~l~liDi
4~l~I~i
:il~11~
~m~li
m~~~
t!1!~lil
(1~~:
,~[Wl!
6 i~mn~
(mm=
:~m~~i
fl.mtl
{m~1~
~11m~:
~mni
1~~~l~i
i-v1-10-00053
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 1o Topic 3.2

Page 12
Extinguisher Operation
Most control units ignore a press on a SMOKE push-switch if the other SMOKE
push-switch has already been pressed. However, some control units do not have this
feature. On these units it is important not to press the second SMOKE switch-light. If it is
pressed:
The other head on the HRD bottle will be discharged and thus both bays will be
connected through the HRD bottle. This will allow extinguishant to migrate between
the two bays; thus the concentration of the extinguishant in the bay associated with
the first switch pressed will be reduced.
Five minutes later, if the aircraft is airborne, the second LRD head will be
discharged and the remaining contents of the LRD will be shared between the two
bays. Thus the required concentration of extinguishant will not be maintained in the
bay associated with the first switch pressed.
The system is not designed to fight fires in both cargo bays on the same flight. Therefore,
whichever control unit is fitted, it is important to press the correct switch-light when a cargo
smoke warning is given.
In addition, because it is not possible to tell from the flight deck which standard of controller
is fitted, it is always important not to press the second SMOKE push-switch.
FCOM:V1-002
AVRO 146-RJ Series
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Overv iew
An animal bay is installed in aft part of the forward cargo bay as an option. The location of
the animal bay is shown in Figure 3.3.1.
The animal bay has a door. The door is hinged at the top. Six latches are provided to hold
the door closed. Two latches are provided on the roof of the cargo bay to hold the door
open. All the latches are turn buckle type fasteners.
The animal bay door is shown in Figures Figure 3.3.2 and Figure 3.3.3.
The aircraft may be flown with the animal bay door open. In this case, the animal bay may
be used to store baggage.
The door is sealed in the closed position by a rubber seal. An animal bay environmental
control system (ECS) heats and ventilates the bay. A push switch to control the ECS is on
the bottom of the right instrument panel.
As an option, a door lock is provided. The lock is provided so that the animal bay can be
used as a safe. The animal bay ECS is inhibited when the door is locked.
If a cargo bay fire protection system is not fitted, a smoke detector is fitted to the roof of the
animal bay; when smoke is detected, an ANIMAL SMOKE caption illuminates on the CWP
and the ECS is automatically shutdown or inhibited.
If a cargo bay fire protection system is fitted, a smoke detector is not fitted to the animal
bay and there is no ANIMAL SMOKE caption on the CWP. The ECS is automatically
shutdown or inhibited if the FWD SMOKE switch-light is pressed.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1

Animal Bay

Page 2
Figure 3.3.1 - Animal Bay Location

Forward cargo bay door protector
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A nimal bay
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Animal Bay

Page 3
Figure 3.3.2- Animal Bay Door Closed

Latches to hold th e door open
Door
The door Is hinged at the top
Door close-d latches
Door lo<:k
i-v1-1G-00088
FCOM:V1 -002
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Animal Bay

Page 4
Figure 3.3.3 - Animal Bay Door Open

Latches to hold the door o~n
Door
Door hinge
Latches to hold the door closed

...,1-10.00087
FCOM:V1-002
AVRO 146-RJ Series
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Animal Bay

Page 5
Animal Bay Switch and Annunciators
The animal bay push-switch is shown in Figure 3.3.4.

The push-switch panel legend is ANIMAL BAY HEAT. The upper half of the switch-light
contains an amber FAULT annunciator. The annunciator illuminates when a fault is
detected within the animal bay ECS.
If a door lock is not fitted, the lower half of the switch-light contains a white ON
annunciator. If a door lock is fitted, the lower half of the switch light contains a green ON
annunciator and green LK annunciator.
The white ON annunciator illuminates when the switch is selected on and the door is
closed and the ECS is enabled.
The green ON annunciator illuminates when the switch is selected on, the door is closed,
but not locked, and the ECS is enabled.
The LK annunciator illuminates when the door is locked.
FCOM:V1-002
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Animal Bay

Page6
Figure 3.3.4- Animal Bay Switch and Annunc iators
With Door Lock
Without Door Lock
ANIMAL
BAY HEAT
ANIMAL
BAY HEAT
ECS Fault
Door locked
FALLT
ON
'I
Switch selected on1
Switch solocted on
Door closed but not locked
Door closed
ECS enabled
ECS enabled
o-vH~088
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Volume 1

Animal Bay

Page 7
Animal Bay ECS
The animal bay ECS only heats the bay; there is no cooling system.
The ECS is shown schematically in Figure 3.3.5.
A combined fan and heater is fitted in the cargo bay but outside the animal bay. The fan
draws air from between the cargo bay liner and the aircraft skin over the heater. From the
heater, the air enters the animal bay through an inlet shut off valve. The air is distributed
through the animal bay by a spray bar. The air is discharged from the animal bay through
an exhaust outlet on the port side of the animal bay. From the outlet, the air passes to an
outlet shut-off valve. From the outlet, the air is directed towards the forward pressurisation
outflow or discharge valve.
The spray bar and the exhaust outlet are shown in Figure 3.3.6.
A blow-out panel is in the rear starboard roof of the animal bay. In the event of a rapid
decompression of the aircraft, the blow-out panel relieves the pressure in the animal bay.
The blow out panel is shown in Figure 3.3.7.
When the switch-light is selected ON:
The inlet and outlet valves open.
The fan runs.
Once both the valves are open, the heater is enabled. A thermostat controls the heater.
The thermostat is set to 150C. A back-up thermostat switches the heater off if it remains on
above 250C.
Animal Bay Fault
The amber FAULT annunciator illuminates if:
Either valve is not in the correct position (NIPS indication).
The 150C thermostat is commanding the heater to on, but the animal bay
temperature is above 25C.
An overheat occurs in the fan or the heater.
The NIPS indication is delayed by 10 seconds; so the FAULT annunciator does not
illuminate when the valve transits from one position to the other when the ECS is selected
on or off.
The bay can achieve higher temperatures than 250C because there is no cooling system.
So the FAULT light does not illuminate just because the bay temperature is greater than
250C.
If the heater remains on even though the 15C thermostat is functioning correctly, the
backup thermostat controls the heater; however, there is no fault warning and
auto-shutdown does not take place.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Animal Bay
Pages
Figure 3.3.5 - Animal Bay ECS

Animal Bay
. - - - - - -+-1 15 thermostat
Normal control
Inlet valve
Fan
From the cargo bay
Outlet valve
---t~(
Into the cargo bay

i-v1 -10-00089
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Animal Bay

Page9
Figure 3.3.6 - Animal Bay Spray Bar and Air Outlet
Air outklt
Spray bar
()
Cl
11 -tG-00090
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Animal Bay

Page 10
Figure 3.3.7- Animal Bay Blow-out Panel

Blow-out panel
Spray bar
~v 1- 10.00091
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Animal Bay

Page 11
Animal Bay Smoke Detection
If a cargo fire protection system is not fitted, a smoke detector is fitted in the roof of the
animal bay. Convection currents ensure that air from the bay passes through the detector.
The detector is shown in Figure 3.3.8.
An ANIMAL SMOKE caption is fitted to the CWP. The SMOKE test switch on the
GRND TEST panel tests the animal bay smoke detector as well as the electrical smoke
detector. The switch and the caption are shown in Figure 3.3.9. If smoke is detected or
the test button is pressed:
The red ANIMAL SMOKE caption illuminates on the CWP.

The triple chime sounds and the red alert lamps flash.
Ten seconds later:

The fan and heater are inhibited.
Both the inlet and the outlet valves are prevented from opening.
The inlet and outlet valves are both closed if animal bay heat is in use.
II animal bay heat is selected on, the animal bay ON annunciator extinguishes.
After a further 10 seconds:

The animal bay FAULT annunciator illuminates if animal bay heat is selected on.
Figure 3.3.8 - Animal Bay Smo ke Detector
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Animal Bay

Page 12
Figure 3.3.9- Animal Bay Smoke Caption and Test Switch
~ + - Smokt tut $Wlwh
...,1-10.00003
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Animal Bay

Page 13
Cargo Bay Smoke Detection System
If a cargo fire protection system is fitted, a smoke detector is not fitted to the animal bay.
Ten seconds after the FWD SMOKE switch-light is pressed:
The fan is inhibited.
The heater is inhibited.
Both the inlet and the outlet valves are prevented from opening.
The inlet and outlet valves are both closed if animal bay heat is in use.
If animal bay heat is selected on, the animal bay ON annunciator extinguishes.
After 10 seconds:
The animal bay FAULT annunciator illuminates if animal bay heat is selected on.
Animal Bay ECS Shutdown
The system is automatically shutdown and latched shutdown if any of the following occur:
An overheat is detected within the fan or the heater.
The outlet valve is not open for more than 10 seconds when the switch-light is on.
Smoke is detected (if an animal bay smoke detector is fitted).
The FWD SMOKE switch-light is pressed (if a cargo bay fire protection system is
fitted).
In the case of the two ECS failures, the amber FAULT annunciator will illuminate once
shutdown occurs. The amber FAULT annunciator will remai n illuminated when the ECS is
selected off. Maintenance action is required to reset the system.
In the case of smoke detected by the animal bay smoke detector, the amber FAULT
annunciator will illuminate while the ANIMAL BAY HEAT switch is on; when the switch is
selected off, the FAULT annunciator will extinguish. The shutdown latch will be removed
when the switch is off and the ANIMAL SMOKE caption is out.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
General ..... ................... ........... ...................................... ....... ........................................ .

Primary Flight Controls........................ ......................................................... .................
Secondary Flight Controls................................................................ .............................
Control Column and Handwheel ... .......... ...................... ............ ....... ... ......... .... ......... ....
Pitch and Roll Control Disconnects.................. ................................ .............................
Configuration Warning System ...... ... ... ..... .. . ...... .... ... ..... .. ... .. ..... ... ... .......... ..... ... .. ...... .. .
Rudder Pedals .... ............. ........... ........ ............. ............. .................. . ... ......... ............. ....
Flight Deck Position Indicators......................................................... .. ...........................
Flap Carriage Position Indicator...... ...... ............. ...... ......................... ...................... ......
Flap Warn Override Switch...........................................................................................
Selectable Flap Datum for Landing.................................................. ............ .................
Trim and FGS Flight Annunciators ................................................... .............................
Lift Spoilers ............................... ............. .................................. ........ .. ........ ... ................
Stall Protection .................................... ..........................................................................
1
3
5
7
7
9
11
11
13
13
15
17
19
CWP and CSP Captions...............................................................................................
21
Ground Test Panel ........................................................................................................

Flight Deck Circuit Breakers................. ............................................ .............................
23
25
Topic 2 - Pitch Control
Basic Pitch Control Circuit......... ........... ...................................... ...... ............................ .

Elevator Gust Dampers .................................................................................................
Elevator Pitch Oscillation Dampers.................. ............................................ .................
1
1
AP Pitch Control ............................................................................................................
Column Disconnect............................. ......................................................... .................

Pitch Trim Circuit...........................................................................................................
Pitch Trim Switches.......................................................................... .............................
Flap Trim Compensation .............................................................................. .................
Pitch Trim above VMO or MMO ....................................................... .. ...........................
Pitch Trim during Autoland Approaches......... .... ................................ ........ ...................
Elevator and Tab Relationship............. .........................................................................
3
5
5
7
7
7
8
Topic 3 - Roll Control
Roll Control Circuit .................... ... .......... ........... ....................... ........ .. ............. ..............
Aileron Gust Dampers ...................................................................... .............................
AP Roll Control.................................... ............................................. ............ .................
Roll Disconnect .... ......... ... .......... ............. ......... ............. ......... .......... ... ......... ............. ....
Roll Trim......................................................... ...............................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
1
1
1
3
5
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Contents
Chapter 11 TOC
Page2
Topic 4 - Yaw Control
Rudder Control..............................................................................................................
Rudder Pedal Limiter .... ... ... ... .... .... ...... ..... ...... .... ..... .. ..... ...... ..... .... .. . ..... . .... ...... ..... ...... .
Rudder Hydraulic Actuators........... .......................................... ................... ..................
1
3
5
Topic 5- Elevator and Rudder Q-pots
Q-pot Pressure Head .... ... ... ... ... . .. ... ..... .. ... ..... . ..... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
Q-pot Function .................................................... ............................... ......... ..................
Q-pot Pitot and Static Monitoring .... .. ... .... .. ...... ...... .. .. .. .. .. .. .... .. .... .. .... .. .. .. .. .. .. .... .. .... .. .. .
Rudder Limiter Monitoring.................................................................. ......... ..................
1
3
3
3
Topic 6- Stall Protection
Overview........................................................................................... ......... ...................

Electronic Control..........................................................................................................
Stick Push Pneumatic Supply ... . .. .. ...... ... .. .... .. ...... ... .. ...... ..... .... .. .. ... . ..... . ..... ..... ...... ..... .
RJ70 Stick Push............................................................................................................
RJ85 and RJ 100 Stick Push .. .... .. .. .. .. .. .. .. .. .. .... .. .. .. .. .. .. .. .. .. .... .. ... .. .... ... .. .. ... .. .. .. .. .. .. .. .. ..
Stall Identification Fault ............................................................................... ..................
Stall Fault Magnetic Indicators......................................................................................
Test..................................................................... ..........................................................
GPWS ................................................................. ..........................................................
Flight Guidance System ................................................................................................
1
3
5
7
7
9
11
12
12
13
Topic 7 - Flaps
Overview............................................................. ..........................................................
Flap Carriages...............................................................................................................
Flap Drive Mechanism .. ... ... ... .... .. .. ...... ... .. ....... .... .... .. ..... ...... ..... .... .. . ..... . .... ...... ..... ...... .
Flap Control...................................................................................................................
Flap Valves ......................................................... ..................... .......... ......... ..................
Flap Shafts ....................................................................................................................
Flap Selector Lever .......................................................................................................
Flap Safety Lanes .... ..... ... ... ... .... ... . ..... . ... .. ..... . ..... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Flap Computer Code.....................................................................................................
Flap Tests.....................................................................................................................
1
1
3
5
7
9
11
13
15
16
Topic 8 - Lift Spoilers
Overview........................................ ...............................................................................
Lift Spoiler Jacks...........................................................................................................
Spoiler Manual Deployment Conditions........................................................................
Yellow Spoiler On-ground Logic........................................................ ............................
Green Spoiler On ground Logic ........................................................ ............................
Spoiler Automatic Deployment Conditions....................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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3
5
5
6
6
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Contents
Chapter 11 TOC
Page3
Topic 8- Lift Spoilers (continued)
Manual Lift Spoiler Schematic............................................... ........................................

Automatic Lift Spoiler Schematic ...... ..................................... ............................... ........
Manual Spoiler Fault................................................................................................ .....
Lift Spoiler Fail . ... .............................. .......... ........................... .............................. .... .....
Lift Spoiler Selected Off ................................................................................................
Spoiler Unlocked...........................................................................................................
Auto Spoiler Off.............................................................................................................
Auto Spoiler Fault..........................................................................................................
Lift Spoilers not Deployed Warning...............................................................................
7
9
11
12
13
14
15
15
17
Topic 9- Airbrake
Overview ...................................................................................................................... .
Airbrake Control .. .... ... ... ..... . ......... .. ... .. .. ..... .. .. .... ... ........ .. .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
Topic 10- Configuration Warning
The Warning..................................................................................................................
Arming ...........................................................................................................................
Monitored Items .. .... ... ... ...... .............. .. ......... .. .... .... ... ... ... .. ... . ..... ...................... .... .... ... ..
In hibit............................................................................ .................................................
Door Warnings . .. . ....... ... ..... . .......... .......... ..... ...... ... ........ ..... ... ..... ...................... .... ..... ....
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
1
1
1
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1
General
The aircraft flight control system is divided into the following elements:
The secondary flight controls: flaps, lift spoilers and airbrake.

The flight deck primary controls and the control surfaces are shown in Figure 1.1. Each
pilot has a handwheel on a floor mounted column and two foot pedals. The handwheel is
used for primary roll control; fore and aft motion of the column is used for primary pitch
control; the pedals are the primary yaw controls.
Control in pitch is by 1\vo servo tab operated elevators. The columns are mechanically
connected to the tabs not to the elevators. The aerodynamic feel of the servo tabs is
enhanced by an elevator Q-pot and a "g" weight. The elevator Q-pot increases control
forces as speed increases. The "g" weight increases control forces as normal "g"
increases. The AP can drive the pitch circuit via an -electric servo motor.
Each elevator has a trim tab . The trim tabs are operated by trim wheels either side of the
centre console. The wheels can be turned manually or driven by an electric servo motor.
The servo motor is controlled via switches on each pilot's handwheel or by the FGS.
Control in roll is by two servo tab operated ailerons and two hydraulically powered roll
spoilers. The handwheels are mechanically connected to the roll spoiler actuators and to
the servo tabs not to the ailerons. The aerodynamic feel of the servo tabs is enhanced by
a spring.
Each aileron has a trim tab. The trim tabs are operated by a trim wheel on the centre
console. There is no electric roll trim. The AP can drive the roll circuit via an electric servo
motor.
Control in yaw is by a hydraulically actuated rudder. There are two hydraulic rudder
actuators. One is powered by the green system and one by the yellow system. Either
actuator provides adequate control in yaw. The actuators are mechanically signalled by a
mechanical summing unit. The summing unit takes inputs from:
The rudder pedals. The maximum rudder pedal input is reduced as speed
increases by a rudder limiter. The rudder limiter is positioned by a rudder 0-pot.
A manually operated rudder trim wheel on the centre console. There is no electric
rudder trim.
A yaw damper (YD).
The AP can drive the rudder pedal input to the summing mechanism via a parallel rudder
servo.
There is no aerodynamic feel in the rudder circuit. Artificial feel is provided by a spring.
The rudder and elevator Q-pots are supplied by a Q-pot pressure head on the left side of
the aircraft's nose.
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01 /09
Pitch control by elevators.

Roll control by ailerons and roll spoilers.
Yaw control by a single rudder.
.2
a.
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~

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The elevators and ailerons are manual controls.

The rudder and roll spoilers are mechanically signalled
and hydraulically powered; there is no manual reversion .
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The maximum rudder pedal input is reduced

as speed increases by a rudder limiter.
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Left
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0
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There is no aerodynamic feel in the yaw circuit;

artificial feel is provided by a spring.
?:
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0
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The aerodynamic feel in the roll circuit

is enhanced by a spring.
The aerodynamic feel in the pitch circuit

is enhanced by a Q-pot and a g weight.
u.
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page3
Secondary Flight Controls
There are three secondary flight controls: flaps, airbrake and lift spoilers. They are all
electrically signalled and hydraulically powered. The surfaces are shown in Figure 1.2.
The controls are shown in Figure 1.5.
The airbrakes are operated by a combined airbrake and spoiler lever. The flaps are
operated by a selector lever with five gates: UP, 18, 24 , 30 and 33. A baulk prevents
the flap lever being moved out of the UP gate at speeds above 227 kt. If the baulk is not
automatically removed, it can be removed manually by pressing a tab just forward of the
selector lever.
Each wing has a single piece Fowler flap with a tab. When the Fowler flaps are extended,
The FGS provides flap trim compensation (FTC). The FTC automatically operates the
pitch trim when the flaps move between 0 and 18 o to compensate for the trim change due
to flap movement.
One hydraulic actuator powers the airbrake. The actuator is powered by the green
hydraulic system. The airbrake lever can be set to any position between IN and OUT. At
OUT, each petal is deflected 60 from the aircraft centreline.
The lift spoilers are used on the ground to destroy lift and thus improve the wheel braking
performance. The lift spoilers are not used in the air. There are three lift spoiler panels on
each wing. Each spoiler has its own hydraulic jack.
The inboard spoiler on each wing is powered by the yellow hydraulic system; electrical
power comes from EMERG DC. The outboard lift spoiler and middle lift spoiler on each
wing are powered by the green hydraulic system; electrical power comes from DC 2.
The lift spoilers can be deployed manually or automatically. The lift spoilers are manually
deployed by selecting the combined airbrake and lift spoiler lever past the airbrake OUT
position to the LIFT SPLR position. If an AUTO SPLR switch on the overhead panel is at
ON, the spoilers will automatically deploy on landing or when a take off is rejected
regardless of the position of the lift spoiler lever.
There are switches and annunciators for the lift spoilers on the overhead panel.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
.---------------------------------,~
~
.2
a.
Yellow lift spoiler
~v
~
All the secondary controls are hydraulically

powered and electrically signalled.

0>
0
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L eflt flap
Airbrake
The airbrake consists of two mechanically linked petals powered by the green system.
Electrical power comes from DC 2.
::J
til
i!
::2
Lift spoilers
The yellow lift spoilers are powered from the yellow system; electrical power comes from E M ERG AC and EMERG DC.
The green lift spoilers are powered from the green system; electrical power comes from AC 2 and DC 2.
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Flaps
The flaps are moved by two hydraulic motors; one powered by the green system, the other by the yellow system.
Either motor can operate the flaps over the full range.
Electrical power to control the yellow motor comes from EM ERG AC and EM ERG DC.
Electrical power to control the green motor comes from AC 2 and DC 2.
'
?:
:2
0
()
u.
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 5
Control Column and Handwheel

The left control column and handwheel are shown in Figure 1.3 and Figure 1.4. The right
handwheel is a mirror image of the left handwheel.
The outboard horn of each handwheel has:
A pair of electric pitch trim switches.
A combined intercom and transmit switch.
An autopilot disconnect button.

A flight guidance system synchronisation pushbutton.
The pitch trim switches are spring loaded to the cent re neutral position. Both switches on a
handwheel must be moved together for the trim to o perate: to DN for nose down trim and
to UP for nose up trim.
There are no flight deck operated control locks. The left column has a control column gust
restraint. The restraint is removed by a sharp push or pull on either column. There is no
column restraint on the right column.
There are no restraints for the handwheels.
A chart holder is on each handwheel.
A stick shaker motor is on the forward face of each column.
A hand microphone is on the rear face of each column.
Figure 1.3 - Control Wheel Left Outboard Horn
SYNC button
Pitch trim switches
AP disconnect button
wHt-00003
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
Chapter 11 Topic 1
Page6
FLIGHT CONTROLS
Overview
Figure 1.4 - Control Column and Handwheel
PT------i~-
AP disconnect
button
Chart holder
Handwheel
Column restraint
Stick shakor
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Nov 01 / 09
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Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 7
Pitch and Roll Control Disconnects
The left and right pitch circuits are only connected by a link between the two columns. If
the link is broken:
The left column moves only the left servo tab and therefore only the left elevator.
The right column moves only the right servo tab and therefore only the right
elevator.
The two columns are normally connected by a pitch disconnect device. The device
separates the two pitch circuits if:
A force greater than 60 lb is applied and maintained between the two columns.
OR
A pitch disconnect handle is pulled; the handle is on the centre console and is
labelled ELEV DISCONNECT.
The left and right roll control circuits are connected together in two ways:
The left and right handwheels are connected by a roll breakout strut.
The left and right ailerons are connected together by cable via an aileron
disconnect device.
The handwheels can be separated by breaking out the roll break strut. The roll breakout
strut can only be broken out by applying a force greater than 57 lb between the two
handwheels. Whenever the roll breakout strut is broken out, the aileron disconnect device
is automatically electrically signalled to disconnect.
The aileron disconnect device can also be disconnected by pulling an aileron disconnect
handle on the centre console. The handle is labelled AIL DISCONNECT. Pulling the
handle has no effect on the roll breakout strut. The two disconnect handles are shown in
Figure 1.5.
Configuration Warning System
The configuration warning system gives warning of an unsafe condition for take-off.
Warning is given by a red CONFIG caption on the CWP and an intermittent horn. The
warning is given if the thrust levers are advanced into the take-off range when the
configuration is not safe for take-off.
The take-off configuration can be checked before take-off by pressing a CONFIG CHECK
button on the centre console - Figure 1.5. The button mimics putting a thrust lever into the
take off range.
The take-off configuration warning systems monitors:
The flap position .
The lift spoilers .
The airbrakes .
The elevator trim .
The parking brake .
The aileron trim .
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Pages
Figure 1.5 - Centre Console Controls and Indi cators

. . . . - - - - - - - - - - Elevator trim wheels - - - - - - - - - - - ,
Alrbrakelllft spoiler selector
Flap lever baulk overide
Flap
selector
Rudder trim
position Indicator
position indicator
Pitch
disconnect
handle
Aileron
disconnect
handle
Aileron
trim wheel
Aileron trim position Indicator
Configuration check bu tton
k1-11-00006
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page9
Rudder Pedals
There is a pair of rudder pedals for each pilot. The two pairs are mechanically linked
together so that when one pair is moved the other pair moves. The link between the
pedals cannot be broken. If there is a jam in the circuit, control of the rudder surface via
the pedals is lost. However, the rudder surface can still be controlled using the rudder trim
wheel. The left pair of rudder pedals is shown in Figure 1.6.
The rudder pedal deflection sends a mechanical demand to the rudder surface hydraulic
actuators.
For rudder surface deflection the pedals move fore and aft. When the left pedal of a pair is
moved forward:
The left pedal of the other pair moves forward.
The right pedal of both pairs moves aft.
When the right pedal of a pair is moved forward:
The right pedal of the other pair moves forward.
The left pedal of both pairs moves aft.
wheel brakes.
The fore and aft position of each pair of rudder pedals can be adjusted. There are six
positions. Each pedal of a pair takes up the same position when the pedals are
demanding zero rudder surface deflection. A rudder pedal adjustment handle is provided
for each pair of rudder pedals. The left adjustment handle is just outboard of the left
instrument panel as shown in Figure 1.6. The right adjustment handle is to the right of the
right instrument panel. When an adjustment handle is pulled out, the associated pair of
pedals are free to move fore and aft. A spring biases them to the aft position. To pull the
adjustment handle out, it is sometimes necessary to apply light forward pressure on the
pedals. When the handle is released, some small fore and aft pedal movement may be
required to allow the pedals to lock in the required position.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 10
Figure 1_6 - Rudder Pedals
Left rudder
pedal .adjuster
adjustment.
When the handle is pulled out. the posil!on of left patr

of pedals can be adjusted 1n tile fore and all direction.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 11
Flight Deck Position Indicators

The flight deck position indicators are shown in Figure 1.8. They are:
A flap position indicator on the centre instrument panel.
A roll spoiler position indicator for each roll spoiler on the centre instrument panel.
A white AIRBRK annunciator on each pilot's flight annunciators.

A green SPLR G annunciator on each pilot's flight annunciators.
A green SPLR Y annunciator on each pilot's flight annunciators.
The AIRBRK annunciators indicate that the airbrake is not fully in.
The SPLR G annunciators indicate that the green spoilers are deployed.
The SPLR Y annunciators indicate that the yellow spoilers are deployed.
The flap indicator has a white arc for each gated position of the flap lever. The position
labelled "0" corresponds to the UP gate of the flap lever.
Flap Carriage Position Indicator
Each flap is held on four carriages. A flap position indicator is on one of the flap carriages
on the port wing. It can be viewed from the cabin windows. It is used if the flight deck
indicator fails. The indicator is shown in Figure 1.7.
Figure 1.7 - Aap Carriage Position Indicator
View from outside.
FCOM:V1 -002
View from a cabin window.
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Overview
Chapter 11 Topic 1
Page 12
Figure 1-8- Instrument Panel Indicators
AOU lf'LR
II
+-FlaP - --BI..
posit ion indicator
Right roll spo iler

position indicator
L - - - - ---1- - l eft roll spoiler

position indicator
Yellow spoilers
deployed.
Green spoilers deployed
L----------
A~rbrake
not fulty in. ------------.J
IVl -11.00017
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Flap Warn Override Switch
A push switch containing a white FLAP WARN ORIDE annunciator is fitted to the right
instrument panel. The switch has a clear plastic guard. The switch is shown in Figure 1.9.
The switch is used when an abnormal flap setting is used for landing to inhibit the "Too
Low Flaps" GPWS warning. When the switch is in the inhibit position, the white
Selectable Flap Datum for Landing
The GPWS and the gear not down warning both take a landing flap input.
An optional landing flap datum switch may be fitted to the right instrument panel. If the
switch is not fitted, there is only one normal flap angle for landing: 33. If the landing flap
switch is fitted, there are two normal flap angles for landing: 24 o and 33 .
The landing flap switch has two green annunciators: 24 o and 33 . The legend indicates the
flap setting datum for the GPWS and the gear not down warning. In the air, successive
presses of the switch change the datum between 24 o and 33 . On the ground the datum is
forced to 33 .
The landing flap datum switch is shown in Figure 1.9.
Some aircraft have a steep approach monitor. When the steep approach mode is armed,
the landing flap datum is forced to 33 .
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Figure 1-9 - Flap Switch Lights
"Too low flaps"

warning inhibited. -
24 landing flap
! 4 - - - datum selected.
-11
- - 33 landing flap
datum selected.
The orientation and labelling of t he switches varies between aircraft.

i ..\f1 .. 11.fl001 Q
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Trim and FGS Flight Annunciators
The trim and FGS flight annunciators are shown in Figure 1.1 0.
The AP flight annunciator indicates that the AP has been disengaged. When the AP is
disengaged using either column disconnect button, the AP flight annunciator illuminates for
0.75 seconds. If the AP disconnects for any other reason than pressing a column
disconnect button, the AP annunciator illuminates until either AP disconnect button is
pressed.
TheEL TRIM flight annunciator indicates that the FGS elevator trim function has failed.
The FTC flight annunciator indicates that the FGS flap trim compensation function has
failed.
The YO annunciator indicates complete loss of yaw damping.
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Figure 1.10- FGS and Trim Annunciators
The autopilot has been

disconnected.
The flap trim compensation

has failed.
Complete loss of yaw damping.
The electric trim has failed.

iV1 1100021
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Lift Spoilers
There are two spoiler selectors: the yellow selector and the green selector. The yellow
selector controls hydraulic pressure to the two yellow spoilers; the green selector controls
hydraulic pressure to the four green spoilers. Each selector supplies pressure to either the
deploy side or the retract side of the associated jacks. Each selector has two valves; the
valves are electrically controlled: the valves in the yellow selector from EMERG DC and the
valves in the green selector from DC 2. Electrical power is required to move the valves to
the deploy position; both valves must be in the deploy position for the associated spoilers
to deploy.
The spoilers can be manually selected on landing or for rejected take off using the
combined airbrake and lift spoiler lever. An additional automatic mode is available which
allows the spoilers to deploy automatically without use of the airbrake/spoiler lever.
There are lift spoiler switches and annunciators on the overhead panel. They are shown in
Figure 1.11. An amber SPLR i caption on the CWP illuminates if any amber annunciator
illuminates on the overhead panel.
There are three switches on the overhead panel:
A two-position LIFT SPLRS YEL switch. The positions are ON and OFF. At OFF
power is removed from the yellow lift spoiler selector valves.
A two position LIFT SPLRS GRN switch. The positions are ON and OFF. At OFF
power is removed from the green lift spoiler selector valves.
A two position AUTO SPLR switch. The positions are ON and OFF. The ON
position arms the automatic deployment circuit; at OFF, the spoilers will not
automatically deploy.
An amber LIFT SPLR SEL OFF caption on the CWP illuminates if either the LIFT SPLRS
YEL switch or the LIFT SPLRS GRN switch is selected OFF.
An white AUTO SPLR OFF caption on the CSP illuminates if the AUTO SPLR switch is at
OFF or if power is lost to the automatic deployment circuit.
An amber AUTO SPLR FAULT annunciator on the overhead panel indicates that there is a
fault in the automatic deployment circuit.
An amber SPLR UNLOCKED annunciator on the overhead panel illuminates if any spoiler
panel is unlocked when the spoilers have not been commanded to deploy.
There are two fail annunciators on the overhead panel: YELLOW FAIL and GREEN FAIL.
If the valves in the yellow selector are in different positions, the YELLOW FAIL annunciator
illuminates. If the valves in the green selector are in different positions, the GREEN FAIL
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To get electrical power to the spoiler selector valves:
The aircraft must be on the ground.
At least three of the thrust levers must be at or below IDLE.
The airbrake/spoiler lever must be selected to LIFT SPLRS or the automatic

deployment circuit must have detected that the main wheels are turning.
The LIFT SPLRS switches on the roof panel must be at ON.
For the green lift spoilers, the aircraft is considered to be on the ground if both main wheels
have been on the ground for 1.5 seconds. For the yellow spoilers, the aircraft is
considered to be on the ground if:
Any two of the three wheels are on the ground.
OR
The nose wheel is on the ground and either main wheel has been on the ground in
the previous 10 seconds.
A MAN SPLR FAULT annunciator on the overhead panel indicates a fault in the squ:at
switch circuits. A fault in the squat switch system implies that protection against in flight
spoiler deployment is degraded. MAN SPLR FAULT applies to both the manual and the
automatic deployment circuits.
There is an amber LIFT SPLR annunciator on each side of the glareshield. On the ground,
the annunciators indicate that the lift spoilers are not deployed when they ought to be
deployed. In the air, they indicate that the spoiler lever has been selected to LIFT SPLR.
Figure 1.11 - Anti-skid and Lift Spoiler Overhead Panel
i-v1-11-00023
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Chapter 11 Topic 1
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Stall Protection
The stall protection flight deck annunciators are shown in Figure 1.12.
The stall protection system senses aircraft angle of airflow (AOA) from two stall vanes: one
on each side of the nose.
Stall warning is given by two stick shaker motors. One is on the lower forward face of the
left column. The other is on the lower forward face of the right column. Identification of the
stall is given by a pneumatically powered stick pusher. When the stall identification AOA is
reached, the stick pusher pushes both columns forward. The push is maintained until the
AOA reduces below the stick shaker AOA.
There are two stall valves: stall valve A and stall valve B. To activate the stick pusher, both
valves must open. Each valve has a red STALL VL V OPEN annunciator to the left of the
ASI on each instrument panel.
The stall system has two channels: channel 1 and channel 2. Either channel can operate
both stick shake motors and both stall valves.
There is a stick push inhibit switch for each channel on the top inboard side of each
instrument panel. The switches are used to inhibit a push in the event of failures in the
stall identification system.
Each channel 1 inhibit switch has two amber annunciators: IDNT 1 and INHIB. The IDNT 1
annunciator illuminates if a failure is detected by channel 1. The INHIB and IDNT 1
annunciators illuminate if channel 1 is inhibited.
Each channel 2 inhibit switch has two amber annunciators: IDNT 2 and INHIB. The IDNT 2
annunciator illuminates if a failure is detected by channel 2. The INHIB and IDNT 2
annunciators illuminate if channel 2 is inhibited.
Pushing both switches of a pair together will inhibit the stick push from both channels. If
IDNT 1 is already illuminated, pushing either channel 1 inhibit switch will inhibit a push from
channel 1. If IDNT 2 is already illuminated, pushing either channel 2 inhibit switch will
inhibit a push from channel 2. If just one inhibit switch is pressed when its IDNT
annunciator is out, nothing happens.
There is an amber STALL IDNT caption on the CWP. The STALL IDNT caption illuminates
when either IDNT caption illuminates because its channel has detected a failure.
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Figure 1.12 - Stall System Annunciators
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CWP and CSP Captions
The CWP and CSP captions are shown in Figure 1.13.

The CON FIG caption indicates that the configuration is unsafe for take off.
The RUDDER LIMITER caption indicates that the rudder pedal limiter has not come back
to the approach position when the aircraft is on the approach. Rudder travel will be limited.
The RUD/EL Q FAIL caption indicates that the Q-pot pressure head is sensing a speed
lower than that of the aircraft. The pitch forces will be lower than normal and the rudder
pedal deflection will be larger than normal.
The RUDDER VALVE annunciator indicates that there is a fault in one of the hydraulic
rudder actuators.
The STALL IDNT caption indicates that an IDNT annunciator is illuminated on the left and
right instrument panels.
The FLAP INOP caption indicates that the flaps are inoperative.
The FLAP FAULT annunciator indicates that there is a fault in the flap system; the flaps
may move at full speed or they move at half speed or they may be inoperative.
The SPLR i caption illuminates if any amber annunciator illuminates on the overhead
panel lift spoiler panel.
The LIFT SPLR SEL OFF caption illuminates if either the LIFT SPLRS YEL switch or the
LIFT SPLRS GRN switch is selected OFF.
The AIUEL UNCPLD caption indicates that:
The ELEV DISCONNECT handle has been pulled.
OR
The link between the two ailerons has been disconnected.
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Figure 1.13 - The CWP and CSP Aight Controls Captions
..... 1 11 -000V
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Ground Test Panel
The overhead GRND TEST panel is shown in Figure 1.14. There are seven flight controls
test switches on the GRND TEST panel:
Two STALL WARN test switches: STALL WARN 1 and STALL WARN 2.
Two STALL !DENT test switches: STALL !DENT 1 and STALL !DENT 2.
Two FLAP CTRL FAULT test switches: YEL and GRN.
A FLAP SAFETY test switch.
A STALL WARN switch tests the associated stick shaker circuits. A STALL !DENT switch
checks the associated stick push circuits.
A FLAP CTRL FAULT switch tests the associated flap control lane.
The FLAP SAFETY switch tests the safety lanes of the flap computer.
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Chapter 11 Topic 1
Page 24
Figure 1_14 - The Ground Test Panel
Stall system
test switches
-+-+I
i-v1-11-00028
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Flight Deck Circuit Breakers

The flight deck circuit breakers for the flight controls are shown in Figure 1.15.
There are nine circuit breakers for the stall system:
The two STALL PROT 1 circuit breakers (CBs) supply power to stall system
channel 1. The CB at C5 supplies DC power and the circuit breaker at D7 supplies
AC power.
The two STALL PROT 2 CBs supply power to stall system channel 2. The CB at
C6 supplies DC power and the CB at D8 supplies AC power.
The STALL IDNT ANNUN 1 CB (C7) supplies power to the channel one !DENT
annunciators on the instrument panels. The STALL IDNT ANNUN 2 CB (C8)
supplies power to the channel two IDENT annunciators on the instrument panels.
The push from the stick push ram can be soft or hard. An electrically powered
valve changes the push characteristic between soft and hard. The valve electrical
supply comes via the STALL PROT RAM VALVE CB (D1 0).
The L SHAKER MOTOR CB (E5) supplies the shaker motor on the left column .
The R SHAKER MOTOR CB (E6) supplies the shaker motor on the right column.
There are five circuit breakers for the flap system :
The FLAP CTRL YEL CB (C9) supplies power to the yellow flap control lane.
The FLAP WARN CB (D9) supplies power for the CWP flap captions.
The FLAP VALVES GRN CB (E1 0) supplies power to the valves controlling the
green flap motor.
The FLAP VALVES YEL CB (F9) supplies power to the valves controlling the yellow
flap motor.
The AIL DISC CB (D5) provides power to break the link between the two ailerons. The
AIUEL UNCPLD WARN CB (D6) controls power to the warning circuit for the CWP AIUEL
UNCPLD caption.
The MAN LIFT SPLR YEL CB (E7) controls power to the yellow lift spoiler selector valves.
If the circuit breaker is out, manual and automatic deployment are lost for the yellow
spoilers. The LIFT SPLR WARN CB (E8) controls power to all the lift spoiler annunciators
and captions on the flight deck.
The AIR BRAKE CTRL CB (E9) supplies power to the airbrake deployment circuit. If the
circuit breaker is out, the airbrakes cannot be deployed. If the airbrake is out when the
circuit breaker trips, the airbrakes will slowly retract.
The RUD/ EL Q FAIL CB (C 10) controls power to the warning circuit for the CWP RUD/EL
Q FAIL caption.
The two FGC AL TN PWR CBs (C5 and C6) supply backup power to the FGCs.
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Chapter 11 Topic 1
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FLIGHT CONTROLS
Overview
The CONFIG WARN CB (F10) supplies power to the take off configuration warning
system. If the CB is out and is then reset, the configuration warning circuit will not function
until 20 seconds after the circuit breaker has been reset.
The AP WARN CBs (F7 and F8) supply power to the AP disconnect flight annunciators.
Figure 1.15 - The Flight Controls Circuit Breaker Panel
..
1-u ..()003()
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Basic Pitch Control Circuit

The pitch control circuit is shown schematically in Figure 2.1.
There is an elevator on each side of the tailplane. The elevators are not connected to each
other. Each elevator has a servo tab and a trim tab.
Each elevator is mass balanced and aerodynamically balanced. Each servo tab is mass
balanced and aerodynamically balanced. The elevator mass balance holds the elevators
trailing edge up on the ground in still air conditions.
Artificial feel is provided by an elevator Q-pot and a "g" weight.
The left column is mechanically connected to the left servo tab and the elevator Q-pot.
The right column is mechanically connected to the right servo tab and the "g" weight.
The two columns are connected together by a column disconnect. Normally the columns
are connected and so:
Either column moves both servo tabs and the other column.
Both columns feel the effect of the Q-pot and the "g" weight.
The 0-pot increases the forces in the pitch circuit as speed increases. The "g" weight
increases the forces in the pitch circuit as normal "g" is applied.
Each servo tab has a blowback spring to limit the power of the servo tab as speed
increases.
Elevator Gust Dampers
A gust damper is fitted to each elevator. One end of the gust damper is connected to the
elevator and the other to the tailplane. The gust damper damps the movement of the
elevator in gusty conditions on the ground; the gust damper has little to no effect in flight.
Elevator Pitch Oscillation Dampers
On most aircraft, each elevator has a damper to minimise pitch oscillations in flight. The
pitch oscillation damper is connected between the elevator and the fin. Each pitch
oscillation damper has an electrically operated bypass valve. In the bypass condition, the
bulk of the effect of the damper is removed. The valve moves to the bypass condition
when the airspeed is below 160 kt. Below 160 kt, the damper has no effect.
The bypass valve is operated by a solenoid. When the solenoid is energised, the valve is
in the bypass condition. If power is lost to the valve, the damper is effective at any speed.
ESS DC and DC 1 are required to energise the valve to the bypass condition.
AP Pitch Control
The FGC 1 AP pitch servo actuator is connected to the left servo tab control circuit via a
clutch. If a second FGC is fitted, the FGC 2 AP pitch servo actuator is connected to the
right servo tab control circuit via a clutch. The columns move when the AP makes a pitch
input to the servo tab.
The clutch of the in control FGC will slip if the AP applies to much torque to the control
circuit or if the pilot overpowers the AP.
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Volume 1
Chapter 11 Topic 2
Page 2
FLIGHT CONTROLS
Pitch Control
Figure 2.1 - Pitch Control Circuit Schematic
Right
Left
column
column
Column disconnect
Q.pot pressure head

The g weight Increases reel
forces as normal "rf Is applied
Pilot
"g" weight
Static
Elev ator Q-pot
'---------1
The Q-pot Increases feel

forces as speed Increases.
FGC 1 AP pitch
servo motor
Clut ch _
FGC 2 AP pitch
servo motor
The gust dampers prevent damage to the

control circuit on the ground in gusty conditions.
Gust dampers ~
Left tallplane
Left elevator
Right elevator
Servo tab
Trim tab
Pitch oscillation dampers

Blowback sprln95
The pitch oscillation dampers minimise elevator oscillation in flight

The blowback spnngs hmlt the servo tab power as airspeed increases.
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Chapter 11 Topic 2
Page3
Column Disconnect
The column disconnect is shown schematically in Figure 2.2.

The column disconnect can be disconnected in two ways:
If one circuit is jammed, by applying a force greater than 60 lb to the column

associated with the free circuit. This is known as instinctive disconnect.
By pulling an ELEV DISCONNECT handle on the centre console.
The pitch disconnect is schematically represented by three rods. For convenience in the
description of operation, the three rods are termed rod A, rod Band rod C.
Rod A and rod B are connected through a torsion breakout device. When the force
differential between the columns is greater than 60 lb, rod A can turn relative to rod B. The
free circuit can now be moved:
A large force is required to achieve breakout and to maintain the column a small
distance away from the jammed position.
The force decreases as the column is moved further away from the jammed
position.
The force increases as the column is moved back towards the jammed position.
If the column positions are matched, the disconnect device reengages.
Rod B and Rod C are connected by a clutch. The clutch is operated by the disconnect
handle. If the disconnect handle is pulled:
The clutch connecting rod B and rod C is opened.
Both circuits are cleanly separated; the disconnect device does not apply a force to
the column.
There is a button on the handle. It is not necessary to press the button to pull the handle
out. When the handle is out, it is locked out. The lock is removed by pressing the button.
If the handle is put back in, the clutch will re-engage when the column positions are
matched.
When the clutch is open, the AIUEL UNCPLD caption on the CWP is lit. The torsion
breakout device does not cause the AIUEL UNCPLD caption to illuminate.
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Chapter 11 Topic 2
Page 4
Figure 2-2 - Column Disconnect Schematic

Disconnect handle p u lled:
, Clutch opens.
,. Rod C separated from rod B.
'r AIUEL UNCPLD illuminates.
Mechanical
link
ELEV
DISCONNECT
Left
column
Right
column
Clutch
Rod A
RodB
Column
Rod C
Electrical signal
d isconnect
AILIEL
UNCPLD
Instinctive disconnect:
Illuminates when
clutch opens.
Torsion breakout device.

,. Force greater than 60 lb allows rod A to turn relative to rod B.
,. AIUEL UNCPLD does not illuminate.
?
Elevator
Q-pot
"g" weight
Left elevator
Right elevator
r-------------------------------------~
!I
Colu mn disconnect with clutch open

(Handle pulled)
RodA
~~ i
I
RodB
L-------------------------------------J
i-v1-11-00011
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Chapter 11 Topic 2
Page 5
Pitch Trim Circuit
The pitch trim circuit is shown schematically in Figure 2.3.

Each elevator has a trim tab. The trim tabs are mechanically linked to the two trim wheels
on either side of the centre console. The demanded trim position is shown on an indicator
on the centre console. A green band on the indicator extends over the allowable range of
trim settings for take-off.
When the trim is operated, a Q-pot datum change mechanism is operated. The
mechanism changes the neutral position of the Q-pot so that it is coincident with the servo
tab neutral position. Thus the artificial feel and aerodynamic feel remain in phase.
The trim circuit can be operated manually or electrically. Manual operation is by the trim
wheels. Electric operation is through the FGS.
FGC 1 has an electric trim servomotor to drive the trim circuit. The servomotor drives the
trim circuit via an electrically controlled clutch. If a second FGC is fitted, a second servo
motor and clutch are fitted. Each servomotor and clutch are controlled by the associated
FGC. If electrical power is lost, the clutch disengages. The clutch prevents the servomotor
from applying too much torque to the control circuit and allows the pilot to overpower the
electric trim.
The whole of the normal elevator trim circuit, including both trim wheels, is driven by the
elevator trim servomotor.
The in-control FGC operates its servomotor:
In response to inputs from the trim switches on the control columns.
To provide pitch trim when the AP is engaged.
To give flap trim compensation when the flaps move between up and 18.
If the electric elevator trim fails, the EL TRIM flight annunciators illuminate and the AP is no
longer available.
Pitch Trim Switches
Each handwheel has a pair of three position switches: DN, centre neutral and UP. The
switches are spring-loaded to the centre position. The switches can only operate the
electric servo motor and clutch when the AP is disengaged. On most aircraft, the AP will
disconnect if the pitch trim switches are operated with the AP engaged. On the remaining
aircraft, operation of the pitch trim switches has no effect when the AP is engaged.
Both switches of a pair must be operated for the trim to run. At the centre position, power
is removed from the clutch and the motor. At DN and UP, the clutch is engaged. At DN,
the motor turns to give nose-down trim. At UP, the motor turns to give nose-up trim.
If the FGC senses that one switch of a pair is operated while the other is not for more than
three seconds, the electric trim is inhibited and the AP becomes unavailable.
If the left pair of pitch trim switches is operated in the opposite direct to the right pair, there
is no pitch trim command from the switches.
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Volume 1
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Pitch Control
Chapter 11 Topic 2
Page6
Figure 2.3- Pitc h Trim Schematic
Left
Elevator Q-pot
Clutch
column
"g" weight
FGC 1 AP pitch
FGC 2 AP pitch
servo motor
servo motor
Left elevator
Trim tab
Right
Column disconnect
column
Clutch
Right elevator
Servo tab
Servo tab
Trim tab
Q-pot datum
change
Trim
Indicator
Ele<:tromagnetlc
clutch
Electromagnetic
clutch
Trim
servo motor
Trim
servo motor
Left trim
switches
Right trim
switches
FGC 1
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Chapter 11 Topic 2
Page 7
Flap Trim Compensation

The FTC function provides trim inputs to compensate for the trim change when flaps move
from zero to 18 o and when the flaps move from 18 o to zero. The function operates
regardless of the engagement status of the AP or FDs.
The FTC system makes an input of about one division nose down to the elevator trim when
the flaps move from zero to 18 o; the input is reversed when the flaps move from 18 o to
zero. The FTC does not make an input to the elevator trim system in the flap range 18 to
33.
If the flap trim compensation fails, the FTC flight annunciators illuminate.
Whenever the electric elevator function fails, the FTC fails because the electric elevator
servo is required to make the FTC input to the trim circuit. Whenever the EL TRIM
annunciators illuminate, both the FTC annunciators also illuminate.
FTC is inhibited on the ground.
The control wheel pitch trim switches override FTC trim commands.
Pitch Trim above VMO or MMO
Nose-down electric trim is not available if the aircraft exceeds VMO/ MMO.
Pitch Trim during Autoland Approaches
During autoland approaches below 600ft RA, the AP sets a nose-up trim bias to enhance
recovery if the AP disconnects.
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Chapter 11 Topic 2
Page a
Elevator and Tab Relationship
The columns are directly connected to the elevator servo tabs, not to the elevators. The
tab is free to move relative to the elevator over a wide range. However once a large servo
tab deflection is made relative to the elevator, the servo tab will hit a stop on the elevator.
The column can then directly drive the elevator. This situation does not occur in normal
flight.
In normal flight, movement of the column deflects the servo tab relative to the elevator; this
produces an aerodynamic force on the tab and thus a force on the column. The
aerodynamic force on the servo tab produces a turning moment on the elevator causing it
to move in the opposite direction to the servo tab. To relieve the force on the column, the
trim tab is operated. To maintain the elevator in the same position, the servo tab angle is
reduced as the trim tab angle increases. When the column force reduces to zero, the
servo tab will no longer be deflected relative to the elevator and the column will have
moved back towards the original trimmed position.
At low speed on the ground, the servo tabs cannot generate a significant aerodynamic
force to move the elevator. If the column is moved far enough, the servo tab meets the
elevator travel stops and the elevator then moves with the column. When a full and free
check column check is made on the ground, both the tab movement and the elevator
movement is checked. The column forces are light when the servo tab is moved between
the servo tab to elevator stops. The column force increases when the servo tab meets the
elevator. The force to move the column against the elevators depend on the wind direction
and the wind strength. The elevator is mass balanced heavily in the trailing edge up
sense. In tail winds or light headwinds, the elevators come to rest fu lly trailing edge up.
The column force to move the elevators away from the trailing edge up position in still air is
quite high. The force increases as the tailwind component increases.
The elevator pitch oscillation damper bypass valves should be open on the ground
provided that the busbars are powered. If a bypass valve is closed on the ground, the
forces are significantly increased when the column is moving the elevators. The bypass
valves will be closed if either ESS DC or DC BUS 1 is not powered.
FCOM:V1-002
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Roll Control Circuit
The roll control circuit is shown schematically in Figure 3 .1.

Each wing has an aileron and a hydraulically controlled roll spoiler. The roll spoilers are
powered from the yellow hydraulic system. Each aileron has a servo tab and a trim tab.
Each aileron is mass balanced and aerodynamically balanced. Each servo tab is mass
balanced and aerodynamically balanced.
A small degree of artificial feel is provided by a feel spring.
The left handwheel is connected to the left aileron servo tab, the left roll spoiler hydraulic
actuator and the feel spring. The right handwheel is connected to the right aileron servo
tab and the right roll spoiler hydraulic actuator.
The two handwheels are connected together by a handwheel breakout strut. Under normal
conditions, the breakout strut forms a rigid link between the two handwheels and so:
Either handwheel moves both servo tabs, both roll spoilers and the other
hanmvheel.
Both handwheels feel the effect of the feel spring.
Each servo tab has a blowback spring to limit the power of the servo tab as speed
increases.
Each roll spoiler has a position indicator on the centre instrument panel. A roll spoiler
starts to deploy when the handwheel is deflected by approximately 5 . A spoiler reaches
its full deflection of 1oo when the handwheel is at approximately 50% of its full deflection.
The feel spring:
Assists the handwheel to centre from small handwheel deflections.
Complements the aerodynamic feel from the servo tabs at high handwheel
deflections.
Aileron Gust Dampers
A gust damper is fitted to each aileron. One end of the gust damper is connected to the
aileron and the other to the wing. The gust damper damps the movement of the aileron in
gusty conditions on the ground; the gust damper has little to no effect in flight.
AP Roll Control
The FGC 1 AP pitch servo actuator is connected to the left servo tab control circuit via a
clutch. If a second FGC is fitted, the FGC 2 AP pitch servo actuator is connected to the
right servo tab control circuit via a clutch. The handwheels move when the AP makes a roll
input to the servo tab.
The clutch of the in control FGC will slip if the AP applies too much torque to the control
circuit or if the pilot overpowers the AP.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
Chapter 11 Topic 3
Page 2
FLIGHT CONTROLS
Roll Control
Figure 3.1 - Roll Control Schematic
Right
handwheel
Left
handwheel
Handwheel breakout strut
Feel
spring'
The feel spring:

Jl> Assists handwheel centring at small handwheel angles.
>'- Complements servo tab feel at large handwheel angles.
f - - ---1 Hydraulic
actuator
Hydraulic f-----4
actuator
Left roll
spoiler
Clutch
Right roll
spoiler
FGC 1 AP roll
servo motor
FGC 2 AP roll
servo motor
Clutch
The gust dampers prevent damage to the

control circu it on the ground in gusty conditions.
Gust dampers ~
Left wing
Right wing
Left aileron
Trim tab
Servo tab
Ill
Aileron
disconnect
Right aileron
Servo tab
Trim tab
Blowback springs _ .
The blowback springs limit the servo tab power as airspeed increases.
iv1-11 -0 0073
FCOM:V1-002
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Roll Control
Chapter 11 Topic 3
Page3
Roll Disconnect
The two handwheels are connected together by a handwheel breakout strut.

The handwheel breakout strut consists of a tube and a rod. The rod is normally held fixed
to the tube by a detent. If a differential force greater than 57 lb is applied across the
handwheels, the detent breaks out and the rod slides within the tube. The handwheels are
now disconnected. Maintenance action is required to reconnect the strut.
Normally the handwheels are connected and so:
Either handwheel moves both servo tabs, both roll spoilers and the other
handwheel.
Both handwheels feel the effect of the feel spring.
The two ailerons are connected together to prevent aileron up float at high angles of
attack. The connection contains an aileron disconnect mechanism.
The aileron disconnect mechanism disconnects when 28V is applied to it. Power is
supplied by the essential DC busbar. Maintenance action is required to reconnect the
aileron disconnect mechanism.
When the breakout strut is broken out, a micro switch on the strut signals the aileron
disconnect mechanism to open. When the breakout strut is broken out, the left and right
circuits are completely separated.
The aileron disconnect mechanism can also be disconnected by pulling an AIL
DISCONNECT handle on the centre console. When the handle is pulled out, a switch is
operated to pass 28V to the aileron disconnect mechanism. The handle has a button. The
button must be pressed in before the handle can be pulled. Pulling the handle does not
cause the handwheel breakout strut to break out.
Whenever the aileron disconnect mechanism is open, the AIUEL UNCPLD caption
illuminates.
FCOM:V1-002
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Volume 1
FLIGHT CONTROLS
Roll Control
Chapter 11 Topic 3
Page 4
Figure 3_2 - Roll Disconnect Schematic

In nonnal operation:
,. The detent holds the rod and the tube together.
,. The handwheels are rigidly connected.
Left
handwheel
Right
handwheel

Tube
The strut cannot be
reccnnected In nighL
Feel
spring
A differential force> 57lb breaks oot

the detent.
The rod then slides within tube; so the
handwhee~s are disconnected.
A micro switch signals the aileron
disconnect mechanism to d1sconnect.
ESS DC BUS
AIL DISCONNECT
D1sconnect
W hen the handle is pulled:

,. The aileron disconnect
mechanism disconnects.
There Is no effect on the breakout
strut.
A l l '! I
1 - --1 Hydraulic
actuator
Left roll
spoiler
Clutch
The AIUEL UNCPLO annunciator

illuminates when the aileron
disconnect is disconnected.
Hydraulic 1---f
actuator
UNLPLO
D1sconnected
I
o
Micros witch
Right roll
spoiler
FGC 1 AP roll
FGC 2 AP roll
servo motor
servo motor
Left aileron
Aileron
disconnect
Clutch
Righti aileron
Servo tab
Trim tab
The aileron disconnect cannot

be reconnected In flight.
t-vt-1 t 00033
FCOM:V1-002
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Volume 1
FLIGHT CONTROLS
Roll Control
Chapter 11 Topic 3
Page 5
Roll Trim
The roll trim is shown schematically in Figure 3.3.

The trim tabs are both mechanically driven by an aileron trim wheel on the centre console.
A trim position indicator is immediately above the trim wheel. The indicator displays the
position of the input to the trim mechanism.
The aileron trim position indicator above the rudder trim wheel has a scale of six divisions:
three left and three right. Sixteen rotations of the trim wheel are required to move the
aileron trim from fully left to fully right.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
Chapter 11 Topic 3
Page6
FLIGHT CONTROLS
Roll Control
Figure 3.3 - Roll Trim Schematic
Right handwheel
Left handwhool
Feel
spring
Hydraulic
Hydraulic
actuator
actuator
Left roll
spoiler
Right roll
spoiler
FGC 1 AP roll
servo motor
Clutch
Left aileron
, . - - - - IH
Trim tab
Servo tab
FGC 2 AP roll
servo motor
Aileron
disconnect
r---1
Clutch
Right aileron
Servo tab
Trfm tab
+--Blowback springs---+
Aileron trim position Indicator
Aileron
trim wheel
Htt-11.00036
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Rudder Control
The primary yaw control is the single rudder. Control of the rudder is shown schematically
in Figure 4.1 . The rudder is hydraulically powered. There is no manual reversion. There
are two hydraulic actuators. One actuator is powered by the yellow hydraulic system; the
other actuator is powered by the green hydraulic system. Either hydraulic actuator on its
own provides adequate control of the rudder.
The flight deck controls are the two pairs of rudder pedals and the rudder trim wheel. The
two pairs of rudder pedals are mechanically connected. The two pairs of rudder pedals
cannot be separated. However, in the case of a jammed rudder pedal circuit, the rudder
surface can still be moved by using the rudder trim wheel in the natural sense.
A summing mechanism in the base of the fin mechanically adds the inputs from the rudder
pedals, the trim wheel and the yaw damper. The summing mechanism passes the sum of
the three inputs to the two hydraulic actuators.
In normal flight, the YD input is not felt on the rudder pedals. However in low speed
asymmetric thrust cases, yaw damper inputs may cause pulsing on the pedals at large
pedal deflections: for example, a V2 climb with two engines out.
The FGC 1 AP parallel rudder servo actuator is connected to the pedal input to the
summing mechanism via a clutch. The pedals move if the parallel rudder servo makes an
input. If a second FGC is fitted, the FGC 2 AP parallel rudder servo actuator is connected
to the pedal input via a clutch. The clutch of the in control FGC will slip if the AP applies to
much torque to the control circuit or if the pilot overpowers the AP.
There is no aerodynamic feel . A feel spring unit provides artificial feel.
A rudder limiter limits the rudder pedal travel to prevent excessive sideslip and fin loads
which could result in structural failure. The limiter is driven by a rudder Q-pot. The Q-pot
is supplied with pilot and static pressure from the Q-pot pressure head on the left side of
the nose. The limiter reduces the maximum pedal deflection as speed increases.
When trim is applied:
The datum of the feel spring unit is automatically reset so that no pedal force is
required at the in trim position.
The datum of the rudder limiter is automatically reset so that the limiter allows equal
pedal deflection about the in trim position.
When trim is applied, information on this feeds into the rudder pedal circuit. When set to
the in-trim position, the rudder pedal deflection is only about a third of that required when
the trim wheel is set to neutral.
The rudder pedal forces are light: about 80 lb at full pedal deflection. The force to move
the rudder pedals does not change with speed. The force only depends on the pedal
deflection from the in trim position. The rudder trim position indicator above the rudder trim
wheel has a scale of six divisions: three left and three right. Sixteen rotations of the trim
wheel are required to move the rudder trim from fully left to fully right.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page 2
Figure 4.1 - Rudder Control Schematic

Rudder
pedal limiter
r;::::::;;;;!t::::::;-,
Left rudder pedals
Right rudder peda Is

Clawed st op
Rudder
pedal Input
Redatum
Stepped stop
Q-pot
pressure head
Rudder
Q-pot
Rudder trim wheel
Feel 'Strut
Tnm 1nput
Sum or rudder pedal
rudder trim and YO inputs.
Clutch
Clutch
Actuator
Parallel
Parallel
rudd er
servo
mot or
rudder
servo
motor
YO
actuator
YO
actuator
Rudder
FGC 1
FGC 2
..vl -11 -00037
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AVRO 146-RJ Series
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Volume 1
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page3
Rudder Pedal Limiter
A rudder limiter limits the rudder pedal travel to prevent excessive sideslip and fin loads
which could result in structural failure. The limiter is driven by a rudder 0 -pot. At approach
speeds and below, the pedal limit corresponds to a rudder surface deflection of 30; as
speed increases pedal travel is reduced; at VMo the corresponding rudder deflection is
2. The rudder trim-wheel adjusts the rudder limiter datum so that the available rudder
surface deflection is equidistant around the trim position. Even though the rudder pedal
forces are light, it is still important to trim the aircraft to retain adequate control authority,
especially in asymmetric flight.
The rudder limiter stop can be misinterpreted as a control restriction. If in asymmetric
flight, there does not appear to be enough rudder available, check the rudder trim
The limiter prevents structural failure through the application of excessive rudder input
above approach speeds. However, if full rudder deflection is applied in one direction,
immediately followed by full deflection in the opposite direction, then structural failure may
occur. Coarse rudder reversals can result in dangerous loads on the fin even below the
design manoeuvring speed (VA).
The aircraft is not designed to meet the loads produced by full pedal deflection in one
direction followed by full pedal deflection in the opposite direction. Coarse rudder reversals
can result in dangerous loads on the fin even below the design manoeuvring speed (VA)
The rudder should always be used with care. However, it must be used positively and
without delay in the cases of engine failure, crosswind landings and crosswind take-offs.
The RUDDER LIMITER caption indicates that the rudder pedal limiter has not come back
to the approach position when the aircraft is on the approach.
The rudder limiter position is monitored by a position switch. There is an associated
airspeed switch set to 160 kt. The airspeed switch is in the air data accessory unit
(ADAU). The ADAU is supplied by the ADCs. The rudder limiter warning circuit requires
the ESS DC bus and at least one ADC. ADC 1 is supplied by P1 , Sl and ESS AC. ADC 2
is supplied by P2, S2 and AC BUS 2.
If the rudder limiter has not moved to the low speed position when the airspeed is less than
160 kt, the RUDDER LMTR caption illuminates. The rudder angle available on the
approach from rudder pedal deflection will be limited. If the rudder Q-pot has stuck in the
highest speed position, the rudder available from pedal deflection is only 2 in each
direction. The rudder trim is not affected by this failure.
FCOM:V1-002
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Volume 1
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page 4
Figure 4.2 - Rudder Pedal Limiter
Left rudder pedals
Right rudder pedals
Rudder
pedal limiter
Clawed s top
Qpot pressure head

Pltot
Static
Rudder
Q..pot
The airspeed Is less than 160 kt
AND
The rudder limiter is not in the
lowest speed position.
The clawed stop Is attached to the ruddef pedals.

The stepped stop Is driven by the rudder 0 -pot.
As speed increases , the Q~pot drives the
stepped stop deeper mto the clawed stop; thus
reducing the maximum pedal detlecbon.
RUDDER
LMTR
Logic
ESS DC BUS ~--~--r-~
Left pltot
head
Ai r data accessory unit
160 lkt
switch
ADC2
ADC 1
Right pltot
head
P2
Nose static
plates
....._ . -....._ _ _ _ $1
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AVRO 146-RJ Series
~vl- 11-00039
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page 5
Rudder Hydraulic Actuators
There are two rudder hydraulic actuators: one powered by the green system and the other
powered by the yellow system. Either actuator provides adequate rudder control.
Each actuator has two servo valves. If any one of the four servo valves sticks, the
RUDDER VALVE caption illuminates. The associated actuator power is degraded; the
worst case is that the actuator just idles. However, the other actuator provides adequate
control.
The RUDDER VALVE annunciator will also light if either hydraulic system is depressurized
when the aircraft is on the ground.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT CONTROLS
Yaw Control
Chapter 11 Topic 4
Page6
Fig ure 4.3 - Rudder Actuators
II
Trim input
Rudder
pedal input
Mechanical
summing
mechanism
.,._ vo ___
input
Sum of rudder pedal , rudder trim and YD inputs.
Valve 1
Actuator
Valve 2
A valve has stuck in

either actuator.
Rudder
DC BUS 1
i-vl -11-00040
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Q-pot Pressure Head

The Q- pot pressure head is on the left side of the nose. It is shown in Figure 5.1 . The
Q-pot pressure head supplies pilot pressure and static pressure to the elevator Q-pot and
the rudder Q-pot. The pressure head is heated in the air but not on the ground. A
schematic of the heater circuit is shown in Figure 5.2.
The heater is supplied from the ESS AC BUS. A Q FEEL HTR FAIL annunciator on the
overhead ICE PROTECTION panel illuminates when current through the heater is low.
The annunciator is inhibited on the ground. The squat switch system provides the signals
to turn the heater on and off and to inhibit the annunciator.
Electrical power from the ESS AC BUS is routed to the Q-feel heater via a Q-feel heater
relay and a low current detector. When the relay is open, the Q-feel heater is not powered;
when the relay is closed, the ESS AC BUS is connected to the heater. The low current
detector illuminates the Q FEEL HTR FAIL annunciator when the aircraft is airborne and
current through the heater is low. The warning circuit requires power from the ESS DC
BUS.
The Q-feel heater relay is open on the ground. The relay is normally closed in the air. The
relay is open in the air when:
The standby generator is delivering power.
AND
The left landing or left taxi light is on.

Figure 5.1 - Q-pot Pressure Head
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
Chapter 11 Topic 5
Page 2
FLIGHT CONTROLS
Elevator and Rudder Q-pots
Figure 5.2 - Q-feel Heater Schematic
The squat switctt rela~s are closed

when lhe aircraft Is airborne
The squa t switch relays are open
Squat switch relay

'
.
ESS DC BUS
Squat switch relay
ESSAC BUS
Relay control
Q-f"l heater
Current detector
STBYGEN ON
STBY GEN
ON
Q FEEL
HTR FA IL
Low current through the heater when the aircraft is airborne.
The Q-feel heater relay is open on the ground

The Q-feel heater relay is normally closed In the a1r.
The Qfeel heater relay is open in the air if:
,. The standby generator is deli vering power.
AND
,. The left landing or taxi hghl is on.
l-vHHJ0045
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Chapter 11 Topic 5
Page3
Q-pot Function
The aircraft has two Q-pots: elevator and rudder. They are shown schematically in Figure
5.3.
The elevator Qspot increases the force on the column as speed increases using pneumatic
techniques.
The rudder Q-pot reduces the rudder pedal deflection as speed increases by moving a
stepped stop into a clawed stop attached to the rudder pedal mechanism.
Q-pot Pitot and Static Monitoring
The Q-pot pitot pressure line is monitored by a pressure switch using the auxiliary pitot
head pressure (P3} as a reference. If the pitot pressure is too low, the RUD/EL Q FAIL
The Q-pot static pressure line is monitored by a pressure switch using the single forward
static vent on the left of the fuselage (S7} as a reference. If the static pressure is too high,
the RUD/EL Q FAIL caption illuminates.
The RUD/EL caption indicates that the Q-pots are sensing too low a speed. The pitch
forces will be lower than normal and more than normal rudder authority will be available.
Rudder Limiter Monitoring
The rudder limiter position is monitored by a position switch. There is an associated

airspeed switch set to 160 kt. The airspeed switch is in the air data accessory unit
(ADAU).
The ADAU is supplied by the ADCs. The rudder limiter warning circuit requires the ESS
DC bus and at least one ADC. ADC 1 is supplied by P1 , Sl and ESS AC. ADC 2 is
supplied by P2, S2 and AC BUS 2.
If the rudder limiter has not moved to the low speed position when the airspeed is less than
160 kt, the RUDDER LMTR caption illuminates. The rudder angle available on the
approach from rudder pedal deflection will be limited. If the rudder Q-pot has stuck in the
highest speed position, the rudder available from pedal deflection is only 2 o in each
direction. The rudder trim is not affected by this failure.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT CONTROLS
Chapter 11 Topic 5
Page 4
Figure 5.3 - Q-pot Schematic
RUDEL
Q pot pressure head
0 fAIL
Q head sensing too low a speed:

r
Pitch forces lower than
normal.
,.
57
Greater rudder authonty than

normal
P3
Differential
pressure
switch
51
52
Bevator
Q..pot
ADC 1
ADC2
J----1!
Increases column force

as speed increases
Air data accessory unit
Speed less than 160 kt.
~
[ logic
1
,.
Rudder
Q-pot
ll<lr-----{1P:~~~]r----.
'R <1111-f. ---- Stepped stop

W
driven by
rudder 0-pot
Speed less than 160 kl
AND
,. Stop notln low speed po5lbon.
RUDDER
LM TR
mto clawed stop

Pedal travel reduced
as speed increases.
Clawed stop
I
I
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I
I
AVRO 146-RJ Series
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Overv iew
An ov-erview schematic of the stall protection system is given in Figure 6.1.

The stall protection system provides:
Warning of the approach to a stall by a stick shaker motor on each column.
Stall identification by a pneumatically powered stick push ram. The ram pushes
both columns forward .
The system obtains the angle of airflow (AOA) from two stall vanes: one on each side of
the nose. The vane angle is converted into incidence. Incidence is the same as angle of
attack.
There are two electronic channels: channel 1 and channel 2. Either channel can provide
stall warning and stall identification. With one channel failed, the working channel can
provide complete stall protection. Each channel requires power from the ESS AC and the
ESS DC busbars.
The stick shaker motors ar-e electrically powered: the left stick shaker motor from the
ESS/BATT BUS and the right stick shaker from DC BUS 2. When either channel senses
that stall warning incidence has been achieved, both stick shaker motors operate until the
vane angle has been reduced to 3 o below the onset value.
The pneumatic power for the stick push system is contained in a reservoir pressurized to
40 psi. A fully charged reservoir can provide three pushes. The reservoir is kept charged
by pressure from the HP compressors of the two inboard engines. A stick push ram
pushes the stick forward. When a channel senses the requirement for a push, the channel
opens two valves to direct air from the reservoir to the ram.
When a stick push is given, the stick push is maintained until the vane angle has been
reduced to 3 below the stick shaker onset angle.
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 2
Figure 6.1 - Stall Protection Overview Schematic

Channel 1
Channel2
Stall
warning
Stall
warning
Stall
Stall
Identification
ldentiflcallon
Stick push
Left stick
shaker motor
Right stick
shaker motor
..... ' .. 11 ..nN\t~t
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AVRO 146-RJ Series
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Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page3
Electronic Control
A schematic of the stall system electronic control is given in Figure 6.2.

There are two stall warning channels, each channel having two signal summing units: a
stall WARN SSU and a stall !DENT SSU. The left stall vane supplies the airflow angle to
the channel 1 !DENT SSU and the channel 2 WARN SSU. The right stall vane supplies
the airflow angle to the channel2 !DENT SSU and the channel1 WARN SSU.
Each SSU converts the vane angle to angle of incidence. Each WARN SSU will give an
output when it senses that the stall warning incidence has been reached. Each !DENT
SSU will give an output when it senses that the stalling incidence has been reached.
If a WARN SSU detects that stall warning incidence has been achieved, the WARN SSU
activates both stick shakers.
A channel will only give a stick push if its WARN SSU gives an output and its !DENT SSU
gives an output. As the two SSUs in a channel take their angle of airflow from different
vanes, a failure in one vane will not result in a spurious push.
The stall warning incidence and the stalling incidence depend on flap angle. The SSUs
need an input of flap position. Flap position is provided by flap position switch units at the
end of the flap shafts: FPSU 1 on the left and FPSU 2 on the right. FPSU 1 supplies both
SSUs in channel 1 and FPSU 2 supplies both SSUs in channel 2.
Each FPSU has two sets of outputs: one for the WARN SSU and one for the IDENT SSU.
Each set has the same set of three signals:
Flaps less than 18 .
Flaps between 18 and 24 o inclusive.
Flaps greater than 24 .
The warning incidence and stalling incidence for zero flap reduces as speed increases.
The SSUs need an input of speed. Speed is supplied by the air data accessory unit
(ADAU). The ADAU is supplied by the ADCs. The ADAU has two channels: channel 1
and channel 2. Each channel converts the digital speed input to an analogue speed
output. Channel 1 of the ADAU supplies channel 1 of the stall system; channel 2 of the
ADAU supplies channel 2 of the stall system.
Each !DENT SSU gives an output at a lower vane angle when the rate of change of vane
angle is high. For flap zero, the rate term is inhibited at speeds above 180 kt. A WARN
SSU's output does not depend on vane rate. The speed signal comes from the ADAU.
There is a 180 kt switch in each channel of the ADAU. The switch in channel 1 of the
ADAU supplies stall system channel 1 ; the switch in channel 2 of the ADAU supplies stall
system channel 2.
The stall warning and identification are inhibited on the ground to prevent nuisance
occurrences of stick shake and stick push in gusty conditions. The ground condition is
sensed from the squat switches: squat switch 1 for channel 1 and squat switch 2 for
channel 2. The stall warning is armed as soon as the aircraft leaves the ground. The stick
push is not armed until the aircraft has been airborne for 7 seconds.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 4
Figure 6.2 - Stall Protection Electronic Control Schematic

Channel1
WARN
ssu
WARN
Left
stall
Right
stall
vane
vane
,.----!1---1~
ssu
ADAU
Left stick
shaker motor
Right stick
shaker motor
l'tl-1 Hl005D
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 5
Stick Push Pneumatic Supply
A schematic of the stick push is given in Figure 6.3.

Air is taken from the HP compressors of the inboard engines to pressurise the hydraulic
reservoirs: to the yellow hydraulic reservoir from engine 2 and to the green hydraulic
reservoir from engine 3. The air pressure is reduced to 50 psi before the air enters the
reservoirs.
The air from the engines is taken from upstream of the engine air valves; so the supply is
available regardless of the position of the engine air valves.
The output from both the 50 psi regulating valves is taken to a 40 psi pressure regulating
valve. From the 40 psi regulating valve the air is directed to the stall air reservoir via a non
return valve. The pressure in the reservoir is indicated on a pressure gauge in the forward
cargo bay.
Next to the gauge are two ground charging points: charging point A and charging point B.
Charging point A is upstream of the 40 psi pressure regulating valve and charging point B
is downstream of the 40 psi regulating valve.
A pressure switch senses pressure in the reservoir. When the pressure in the reservoir
falls below 25 psi, the STALL AIR LO PRESS annunciator illuminates on the AIR SUPPLY
panel.
The stick push ram has a piston that is connected to the base of the column. The ram has
two chambers: a ram chamber and a vent chamber. The ram air chamber is linked to the
reservoir via the stall valves: valve A and valve B. The vent chamber is vented to cabin
pressure by a restricted vent. When both the valves are open, air from the reservoir enters
the ram chamber and pushes the piston backwards; as the piston moves backwards, air
leaves the vent chamber via the restricted vent. The restricted vent prevents the air
leaving the vent chamber quickly; so the vent reduces the speed of movement of the ram;
thus softening the push.
When a push is signalled, both valves open. Both STALL VLV A OPEN annunciators
illuminate and both STALL VLV B OPEN annunciators illuminate. With both valves open,
the reservoir is connected to the ram chamber of the stick push ram. The ram starts to
move. The ram collects the bottom of the column and pulls the bottom of the column
rearwards; thus the top of the column moves forward: a "stick push".
When the stall valves are in the closed position, their inlets are vented to cabin pressure.
Both sides of the piston are vented. The column can be moved freely in the fore and aft
direction.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 6
Page6
FLIGHT CONTROLS
Stall Protection
Figure 6.3 - Stick Push Pneumatic Supply
AIR LO
PRESS
PRY
50 psi
AIR LO
PRESS
PRY
Low
prossuro
switches
50 psi
2AIR
VALVE
VALVE
pressure
pressure
gauge
gauge
HydrauiJc reservoirs
Air at 50 psr
PRY
Left air
supply
system.
40 psi
A
Ground charging
point&
Right air
supply
system
Ar at 40 psi.
Low
pressure
swftch
Pressure
< 25psl --
STALL AIR
LO PRESS
Air rosarvoir
3 pushes
Stall valve A
Air pressure gauge
<==
FOIWard
Pivot --+~;~
Ram
_Restricted
vent
Vent chamber
o-vl- 11-00051
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 7
RJ70 Stick Push
The stick push system for the RJ70 is shown schematically in Figure 6.4.
The vent chamber has a full flow vent that can be opened or closed by a ram vent valve.
When the ram vent valve is closed, the push is soft because the air can only leave the vent
chamber via the restricted vent. When the ram vent valve is open, there is no restriction to
the air leaving the vent chamber; so the push is hard.
The ram vent valve is open when the flap angle is 18 o or more and a stick shake signal is
present. The ram vent valve is closed:
Whenever the flap angle is less than 18 .
At all flap angles when there is no stick shake signal.
RJ85 and RJ1 00 Stick Push
The stick push system for the RJ85 and RJ1 00 is shown schematically in Figure 6.5.
The vent chamber just has a restricted vent.
There is a restrictor between stall valve A and stall valve B. There is a bypass line around
the restrictor. The bypass line contains a valve known as the restrictor valve.
When the restrictor valve is open, air from the reservoir bypasses the restrictor; however,
the flow of air leaving the vent chamber is restricted by the restricted vent; so the push is
soft.
When the restrictor valve is closed, air has to pass from the reservoir to the ram chamber
via the restrictor; thus the push is further softened: a super soft push.
The restrictor valve is open below 180 kt; so the push is soft below 180 kt. The restrictor
valve is closed at 180 kt or above; so the push is super soft at 180 kt or above.
The restrictor valve is controlled by the 180 kt speed switches in the ADAU. If either speed
switch senses that the speed is below 180 kt, the restrictor valve is signalled to open.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page s
Figure 6.4 - RJ70 Stick Push

Air from
engine 3.
Pressure < 25 psi

PRV
40 psi
Stall valve A
Column
Air reservoir
3 pushes
Stall valve B
Stick push ram
Ram chamber
Restricted vent
Ram vent valve
Air from
engine 2.
Vent chamber
i-v1-11-00052
Figure 6_5 - RJ85 and RJ1 00 Stick Push

AIDC 1
ADAU
Channel1
< 180 kt switch
Channel 2
< 180 kt switch
Air from
engine 3.
Channel1
Stall
valve A
< 25 psi
Col
Air reservoir
3 pushes
Stall
valve B
Stick push ram

Ram chamber
FCOM:V1-002
Air from
engine 2.
Restricted vent
Vent chamber
AVRO 146-RJ Series
i-v1 -11-00054
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page9
Stall Identification Fault
There is a stick push inhibit switch for each channel on the top inboard side of each
instrument panel. The switches are used to inhibit a push in the event of failures in the
stall identification system.
Each channel 1 inhibit switch has two amber annunciators: IDNT 1 and INHIB. Each
channel 2 inhibit switch has two amber annunciators: IDNT 2 and INHIB.
There is an amber STALL IDNT caption on the CWP.
If a channel senses IDENT AOA without sensing WARN AOA:
Both the associated IDNT annunciators illuminate.
The CWP STALL !DENT caption illuminates.
The channel does not give a push, but will give a push if a stall warning is also
detected at a later stage.
To prevent a subsequent false push being given, the channel is inhibited by

pressing either of the channel's stick push inhibit switches. Both INHIB
annunciators for the failed channel will illuminate. The channel remains inhibited for
the rest of the flight. A reset can only be made on the ground. There is a reset
switch for each channel in the avionics bay. The other channel can still give a push
if the stalling AOA is reached.
If a false stick push is given, the pilot can overpower the pusher. If both the channel 1 and
channel 2 switches are pushed simultaneously, the stall valves will be forced closed and
the push will cease; all four INHIB annunciators and all four IDNT annunciators will
illuminate. Stick push is lost for the remainder of the flight. If neither channel has sensed
IDENT AOA without sensing WARN AOA, the amber CWP caption will not illuminate.
Figure 6.6 shows the annunciators for the following cases:
Stick Push.
Stick push inhibited by pressing a pair of switches.
!DENT before WARN in channel 1.
Channel 1 inhibited by pressing a channel 1 switch after an IDNT 1 warning.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 10
Figure 6 _6 - Stall Annunciators

Stick Pus h
If either pair of switches are pressed, stick push is inhibited in both channels.
Stick Pus h inhibited in both c hannels
IDENT before WARN in channel 1
_]
I
STALL
IDNT
Press either channel 1 switch, push from channel 1 in inhibited.

Channe l 1 inhibited
I
FCOM:V1-002
STALL
IDNT
AVRO 146-RJ Series
i-v11100055
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 11
Stall Fault Magnetic Indicators

There are two stall fault magnetic indicators (Mis) on the maintenance panel in the avionics
bay:
SPEED COMPARATR.
AND
FLAP SWITCH.
The Mls are shown in Figure 6.7.

Each Ml displays either a white disc or a black disc. A black disc indicates that a fault has
not been detected. A white disc indicates that a fault has been detected. A white disc
remains displayed until the maintenance panel reset switch is selected to RESET.
The stall system compares the two flap position switch units (FPSUs). If the FPSUs
disagree for more than 2.5 seconds, the FLAP SWITCH Ml goes white.
The ADAU compares the speed outputs of each channel of the ADAU. The SPEED
COMPARATR Ml goes white if:
The two 180 kt speed switches disagree for more than 2.5 seconds.
OR
The difference between the two analogue speed channels exceeds 21 kt for more
than 2.5 seconds
Once a speed fault has occurred, the stall warning test is inhibited.
Figure 6.7- Maintenance Panel Stall system Mls
FLAP
SWITCH
The two FPSUs disagree.
SPEED
COMPARATR
}>
The two ADAU speed channels differ by more than 21 kt.
OR
}>
The two ADAU 180 kt speed switches disagree.

i-v1 - 11 -00057
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 12
Test
There are four test switches on the overhead GRND TEST panel: one for each SSU:
STALL WARN 1.
STALL WARN 2.
STALL IDENT 1.
STALL IDENT 2.
The stall identification SSU tests are inhibited in the air. The stall warning test switches are
not inhibited in the air.
When either STALL WARN test switch is pressed, both stick shakers should operate.
The STALL WARN test is inhibited if the ADAU has detected a speed fault.
When a STALL IDENT switch is pressed with the associated STALL WARN switch not
pressed, the associated channel sees a stall identification signal without a warning signal;
so a push is not given and the IDENT annunciators illuminate. The IDENT annunciation is
delayed by 3.5 seconds from the initiation of the test. When the IDENT annunciators
illuminate, the CWP STALL IDENT caption illuminates.
GPWS
When a stick shake is given, the GPWS is inhibited.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 13
The autopilot is automatically disconnected if the stall protection system gives a stick push
signal.
However, the FGS can inhibit the stick push under some conditions.
The FGS can disconnect the autopilot if stick shaker incidence is exceeded under some
conditions.
The FGS inhibits stick push during a decreasing performance windshear:
Whenever the AP is engaged.
OR
When the FD is engaged at and below 350ft radio altitude.
If the DFGS senses that a false stick push inhibit has been given to a stall channel, the
associated pair of !DENT annunciators illuminate.
When just the FD is engaged above 350 ft radio altitude, the FGS delays stick push for one
second.
The FGS senses aircraft incidence directly from the stall vanes. The FGS will disconnect
the autopilot when the aircraft is above 150 ft radio altitude if:
Stick shaker incidence is exceeded for more than two seconds.
AND
The FGS pitch mode is not TO, GA, TOWS or GAWS.
If the two vane angles differ significantly, the FGS illuminates the CSP WINDSHEAR INOP
caption.
FCOM:V1-002
AVRO 146-RJ Series
Jan 14/ 15
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Volume 1
FLIGHT CONTROLS
Stall Protection
Chapter 11 Topic 6
Page 14
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Overv iew
Each wing has a single piece Fowler flap with a tab. When the Fowler flaps are extended,
The computer also contains two safety lanes: safety lane 1 and safety lane 2. Safety lane
1 provides protection against flap asymmetry, flap blowback and single channel runaway.
Safety lane 2 provides protection against single or dual channel runaway. Safety lane 2
has two channels: channel 1 and channel 2. Channel 1 monitors the yellow control lane;
channel 2 monitors the green control lane.
Flap Carriages
Each flap is held on four carriages: #1, #2, #3 and #4. The #1 carriages are on the side of
the fuselage. The other carriages are supported by the wings. The carriages are shown in
Figure 7.1 and Figure 7.2. The #1 and #4 carriages purely support the flaps. The #2 and
#3 carriages support the flaps and contain the mechanism that extends and retracts the
flaps.
Figure 7.1 - Flap Carriages with the Flaps Retracted
114 Carriage
-+
#3 Carriage ---+
1#2 Carrlago
#1 Carrlage
.- ~-
.
--,...-,...
114 Carrlago
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 2
Figure 7_2 - Rap Carriages with the Flaps Retracted
M Carriage
The nap and tab fit

be1ow the spoiiEmi
when the flap is up.
#2 Carriage
FCOM:V1-002
AVRO 146-RJ Series
#3 Carriage
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page3
Flap Drive Mechanism
The flap drive mechanism is shown in Figure 7.3. The two hydraulic motors are in the
centre wing section. They form part of a flap control unit (FCU). The output of the FCU is
the sum of the speeds of the two motors. The output of the FCU drives torque shafts. The
torque shafts run along the back of the wing rear spar. The torque shafts are connected to
screw jacks in the #2 and #3 carriages via torque limiters.
The torque limiters are on the torque shafts. The torque limiters are connected to the
screw jacks by chains. The function of the torque limiters is to prevent excessive force
being applied to the flaps if the flaps jam. If the torque limit is exceeded, the torque limiters
lock the shafts to the aircraft structure. The torque limiters can be reset by operating the
flaps in the opposite direction. The screw jacks extend and retract the flaps.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 4
Figure 7.3- Flap Drive Mechanism
Flap control unit
f-v1-11-00059
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 5
Flap Control
Flap control is shown schematically in Figure 7 .4.

The flap lever mechanically drives selector switches beneath the centre console. The
switches send the flap position to the flap computer in the avionics bay.
The flap computer has two control lanes: the yellow control lane and the green control
lane. Each control lane is an independent digital microprocessor.
The yellow control lane requires electrical power from the EMERG AC BUS and the
EMERG DC BUS. The green control lane requires electrical power from AC BUS 2 and
DC BUS 2.
There are two flap position sensors on the FCU. One sends flap position to the yellow
control lane; the other sends flap position to the green control lane. The yellow motor
sends motor speed and direction to the yellow control lane. The green motor sends motor
speed and direction to the green control lane.
The yellow control lane controls the hydraulic motor driven by the yellow hydraulic system.
The green control lane controls the hydraulic motor driven by the green hydraulic system.
Each hydraulic motor has a brake. The brake is spring loaded to on. Hydraulic pressure is
required to take the brake off.
Each control lane signals its motor to run in the appropriate direction by directing hydraulic
fluid to the motor via a set of solenoid operated valves. When there is no power to the
solenoids, the valves are shut. The valves are part of the FCU.
When an extend signal is sent to a set of valves:
Hydraulic pressure moves the motor brake to the off position.
Hydraulic pressure is directed to the motor so that it runs in the direction to extend
the flaps.
When a retract signal is sent to a set of valves:
Hydraulic pressure moves the motor brake to the off position.
Hydraulic pressure is directed to the motor so that it runs in the direction to retract
the flaps.
When the flaps reach the required position, hydraulic pressure is cut off from the motor and
the motor brake. The motor is stopped and spring pressure applies the brake.
The output of each motor drives a speed summing gearbox. The gearbox is part of the
FCU. The output of the gearbox is the sum of the two motor speeds. The output of the
FCU drives the flap shaft.
The motors run at constant speed. If only one control lane is operative, the flaps run at half
their normal speed.
The flap shaft drives the screw jacks in the #2 and #3 carriages via the torque limiters and
chain drives.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 6
Figure 7-4 - Flap Control Schematic

EMERG DC
AC BUS 2
DC BUS 2
Selec tor
swltehas
Yellow control lane
Green control lane
Flap ~Mnm,~nd
command
Green hydraulic
pressure
Yellow hydraulic
pressure
Yellow vaJves
Extend
Motor
speed
and
direct1on
Motor
speed
and
direction
Retract
Flap pos1t1on
Yellow motor
Flap control
unit -~
and brake
L:.---------'
Green valves
Green motor
Speed
summing
and brake
gearbox
s halt
FCOM:V1-002
Chain and
Chain and
screwjack
drives
screwjack
drives
Left flap
Right flap
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 7
Flap Valves
The flap valves are shown schematically in Figure 7.5.

Each control lane has four valves:
A selector valve.
An enable valve.
An extend valve.
A retract valve.
The enable valve , extend valve and retract valve are solenoid operated valves. They are
open when electrical power is applied to them and closed when electrical power is
removed from them.
The selector valve directs hydraulic fluid to the motor. The selector valve has three
positions: extend, retract and off. The selector valve is spring loaded to the off position.
The selector valve is moved by hydraulic servo pressure to the extend and retract
positions. The servo hydraulic pressure is directed to the selector valve by the three
solenoid operated valves. The servo pressure does not turn the motor; the servo pressure
just operates the selector valve.
When a retract command is given:
The enable valve and the retract valve open. The extend valve is closed.
The enable valve directs pressure to the motor brake to take the brake off.
The enable valve directs pressure via the retract valve to the selector valve.
The selector valve then moves to the retract position.
The selector valve then directs fluid to the motor to run in the retract direction.
When an extend command is given:
The enable valve and the extend valve open. The retract valve is closed.
The enable valve directs pressure to the motor brake to take the brake off.
The enable valve directs pressure via the extend valve to the selector valve.
The selector valve then moves to the extend position.
The selector valve then directs fluid to the motor to run in the extend direction.
When the flaps are at the selected position:
The enable valve, the extend valve and the retract valve are closed.
Pressure is removed from the both servo supplies to the selector valve. The
selector valve moves under spring pressure to the off position. Hydraulic pressure
is no longer applied to the motor.
Pressure is removed from the motor brake. The motor brake is applied.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 7
FLIGHT CONTROLS
Flaps
Page s
Figure 7_5 - Flap Valve Schem atic

-Extend
Green
control lane
-Retract
Enabl e
Enable valve
I
Green
Ret ract
valve
hydraulie
pressure
Selector valve
Retract
sel ect100
Extend
valve
Extend
seleclion
Extemd
Retract
Pressure
to takethe
brake off.
I~
Motor
Ri ght
flap shaft
Brake
~
Flap c ompute r
Speed summing gearbox
;::
Brake
Pressure
to take the
brake off
Re tract
seteeli on
I~
'l
Left
flap shaft
Motor
Extend
Retract
Extend
selection
Selector valve
');
Yellow
hydraulic
pressure
Retract
val YO
t
Yellow
control lane
-Retract
Ex tenet
valve
Enable valve
_j
Enable _ _ _____.
-Extend
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page9
Flap Shafts
The flap shafts are shown schematically in Figure 7 .6.

The FCU drives the left and right flap shafts. The flap shafts drive the flaps via the torque
limiters and the screw jacks.
The FCU has two position sensors. One sends position to the yellow control lane and the
other sends position to the green control lane.
Each FCU motor has two speed and direction sensors. One sends motor speed and
direction to safety lane 1; the other sends motor speed and direction to the associated
control lane.
The left flap shaft drives a pitch trim corrector unit (PTCU). The PTCU is also known as
the flap trim corrector unit (FTCU). The PTCU provides compensation for the trim change
due to flap operation between zero and 18 .
The PTCU has two position sensors. They send position to safety lane 2. One sensor is
for channel 1 and the other is for channel 2.
On the outboard side of each #3 track torque limiter is a flap position switch unit (FPSU).
The FPSU operates microswitches that send flap position to the stall protection system.
The stall system has two channels: channel 1 and channel 2. The left FPSU sends flap
position to channel 1; the right FPSU sends flap position to channel 2.
Each FPSU also drives another position sensor that sends flap position to safety lane 1.
There is a hydraulically operated brake at the end of each flap shaft. The brakes are
normally off; they are only applied in failure conditions. The brakes are known as wingtip
brakes. They are also called asymmetry brakes because they provide protection against
asymmetrical deployment of the left and the right flaps. However, they also protect against
other failure conditions. The brakes may be commanded on by safety lane 1 but not by
safety lane 2.
The brakes are hydraulically operated to the on position by pressure from the yellow
hydraulic system. The brakes are spring loaded to the off position; so, if hydraulic pressure
is lost, the brakes will move to the off position.
Hydraulic pressure is directed to the brakes by solenoid operated valves. Without electrical
power the valves are closed. If electrical power is applied to the valves, they open and
direct yellow pressure to the brakes to apply the brakes. The electrical power comes from
the ESS DC busbar. To apply the brakes, ESS AC, ESS DC and yellow system pressure
are required. Without any one of these elements, the brakes will move to the off position.
Outboard of each wingtip brake is a shaft speed and direction sensor. The sensors send
shaft speed and direction to safety lane 1.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 10
Figure 7_6 - Flap Shaft Schematic
left flap speed

and d1rection
R1ght flap speed
~ and dlrecbon
Safety lane 1
f-- Brake control
r - Brake control
Flip
position
Safety lane 2
Ch 1
Ch 2
Motor
speed
and
dlfechon
Flap
pos1tlon
Flap
pos'i'on
...
Lilft flap shaft
.. ,.--
r-
8 FPSU
n ~
~r
;;.
...!.. ...
PTCU
.....
Chain and
SCirewj ac k
drives
Leftftp
Green motor speed

a11d dlrecLon
Yellow
control lane
r-'-
Yellow motor speed

and dlrecbon
Green
control lane
t apt
postliofl
......
--
Motor
speed
and
dtrecllon
._
r--'
FCU
Right flap shaft
r-'-
TL FPSU 8
TL
~.-
'-
Chain and
s c re wjack
drives
Rlghtftllp
Stall protection
system channel1
...
..-
j
Flap
posibon
Flap
position
Flap
postbon
Stall protection
system channel 2
Yellow pressure
1-v1-11.00089
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 11
Flap Selector Lever
The flap selector lever is shown schematically in Figure 7.7.

The flaps are operated by a selector lever with five gates: UP, 18, 24, 30 and 33. To
select another position, the lever must first be lifted out of a gate. The new position is not
selected until the lever is dropped into the new gate. The lever is spring loaded into each
gate.
The flap lever mechanically drives a pilot's command signal unit (PCSU) beneath the
centre console. A mechanical connection from the PCSU drives switches in a flap micro
switch box.
The PCSU contains selector switches that send flap lever position signals to the flap
computer. The PCSU does not send flap lever position signals to the other aircraft
systems.
The other aircraft systems receive flaps selector lever position from the switches inside the
flap micro switch box.
The PCSU has six sets of flap lever position switches. Four send position signals to the
control lanes: two command signals for each control lane. The remaining two sets send
position signals to safety lane 2: one for channel 1 and one for channel 2.
A control lane will only respond to a flap selection if both command signals are the same.
If the flap lever is not in a gate for more than four seconds, the FLAP FAULT annunciator
will illuminate. On the ground it can be cleared by running a FLAP SAFETY test.
The flap lever has baulks at 18 o and 24 . When the flap lever is moved towards 18 , from
either direction, the lever cannot be moved past the 18 position until the lever has been
dropped into the 18 o gate and then lifted out of the 18 o gate. When the flap lever is moved
towards 24 , from either direction, the lever cannot be moved past the 24 o position until the
lever has been dropped into the 24 o gate and then lifted out of the 24 o gate.
A baulk prevents the flap lever being moved out of the UP gate at speeds above 227 kt. If
the baulk is not automatically removed, it can be removed manually by pressing a tab just
forward of the selector lever.
The baulk is removed by a solenoid powered by DC BUS 1. If DC BUS 1 fails, the baulk
must be removed manually.
The baulk speed switch is in the air data accessory unit (ADAU). The ADAU takes inputs
from the two ADCs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 12
Figure 7-1- Flap Selector Lever Sc hemat ic

DC BUS 1
1------1 Solenoid
Flap selector lever
Baulk at 18
227 kt
speed switch
Baulk at 24
Air data accessory unit
Mechank:al connection
Yellow
control
lane
..
~
"'
PCSU
Command
position 1
Command
postbon 1
Command
Command
postllon 2
posilton 2
..
..
Green
control
lane
Mechanical connection
Flap micro
switch box
Postbon
monttor 1
To ot her a rcran systems.
Postlion
monitor 2
Safety lane 2
FCOM:V1-002
Ch 1
Ch 2
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 13
Flap Safety Lanes
The safety lanes are shown schematically in Figure 7.8.

There are two flap safety lanes within the flap computer: safety lane 1 and safety lane 2.
Safety lane 1 uses digital techniques; safety lane 2 uses analogue techniques. Both safety
lanes require electrical power from the ESS AC busbar.
Safety lane 1:
Provides flap position for the flight deck indicator and the flight data recorder. The
flap position goes via the flight data acquisition unit (FDAU) to the FOR.
Drives the FLAP INOP and FLAP FAULT captions.
Provides an output to the take-off configuration warning system if the flaps are
outside the permitted range for take-off.
Safety lane 1 monitors:
The speed and direction of each flap motor.
The position of the flaps.
The speed and direction of the left flap shaft and the right flap shaft.
Safety lane 1 protects against:
Flap asymmetry.
Flap blowback.
Single channel runaway.
If safety lane 1 detects any one of these failures:
It applies the wing tip brakes.
It shuts down the control lanes.
It illuminates the FLAP INOP caption.
Safety lane 2 has two channels: channel 1 and channel 2. Channel 1 monitors the yellow
control lane and channel 2 monitors the green control lane. Safety lane 2 protects against
single or dual channel runaway.
If one channel runs away, safety lane 2 shuts the channel down and requests safety lane 1
to illuminate the FLAP FAULT caption.
If both channels runaway, safety lane 2 shuts down both channels and requests safety
lane 1 to illuminate the flap INOP caption. In this case, the wing tip brakes are not applied.
Each control lane monitors itself for faults. If a control lane detects a fault, it requests
safety lane 1 to illuminate the FLAP FAULT caption.
Safety lane 1 monitors itself for faults. If it detects a fault, it illuminates the FLAP FAULT
caption. Safety lane 2 monitors itself for faults. If it detects a fault, it requests safety lane 1
to illuminate the FLAP FAULT caption.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 14
Figure 7.8 - Flap Safety Schematic

Yellow pressure
Take-off configuration
warning system
I ESi DC I
For wangtlp brak es
FOAU
Wtngtlp bral(es on
ESS AC
Invalid flap
seutng for
taKe-off
FLAP
INOP
Safety
lane
pO'>ver
FLAP
fAULT
Flap
post!Jon
Safety lane 1
Safety lane 1 protec ts against:
Safety lane 1:
,. Flap asymmelly
,.. Drives lhe flap iooicator.
~
Flap blowback.
,.. Drives the FLAP FAULT ,caption
,. Single channel runaway.
,. Drives the FLAP INOP caption.
If a fa ilure is det ected, safety lane 1: ,
Sends Hap position to the FOR.
,
Makes an input to the take-<>ff
,. Applies the wingtip brakes.
confaguratton
waming system.
,. Shuts down the control lanes
,.
Illuminates the FLAP INOP capbon
Yellow
conllol lane
c ontrol lane
FLAP FAULTrcquost
FLAPINOP
request
Green
FLAP FAULT
request
Safety lane 2
Safety lane 2 protects against single or dual channel runaway.
If a failure is detected, safety lane 2:
,.. Shuts down the control lane(s).
,.. Does not apply the wmgtlp brakes.
, Requests Illumination of the FLAP FAULT caption if one control lane IS shut down.
,
Requests illumination of the FLAP INOP caption if both control lanes are shut down.
FLAP COMPUTER
1-VI1100068
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 7
Page 15
FLIGHT CONTROLS
Flaps
Flap Computer Code

A fault identification and reset procedure is given in the FCOM Volume 3 Part 4, Section 9
of the Flight Deck Handbook.
The procedure desribes checking the flap computer safety code. The computer is in the
rear of the avionics bay on the starboard side. The code should be noted and passed on
to the ground maintenance engineers. The computer is shown in Figure 7.9.
The code is given by a row of LEOs on the front face of the computer. The LEOs can only
indicate one code at a time. Beneath each LED is a number. The code is determined by
adding up the numbers beneath the lit LEOs. Code 2 and 11 are shown in Figure 7.9.
Pilots should only attempt to read the flap code on the computer if they have received
instructions about the hazards of working in the avionics bay with the electrical busbars
powered.
A modification is available to allow the flap code to be displayed on the flight deck. The
modification installs a flap code repeater on the right console.
There are two pushbunons on the display: PRESS TO READ and PRESS TO TEST. The
flap code is displayed on an LCD when the PRESS TO READ button is pressed and held.
Figure 7.9 - Flap Computer with Example Flap Co des
(o o o )
Code 2
C o )
Code 11
Lit LEO
0 Unlit LEO
i-v1-11-00067
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Flaps
Chapter 11 Topic 7
Page 16
Flap Tests
There are three flap test switches on the flight deck ground test panel:
FLAP SAFETY.
FLAP CTRL FAULT YEL~
FLAP CTRL FAULT GRN.
The FLAP SAFETY switch tests safety lane 1. The FLAP CTRL FAULT YEL switch tests
the yellow control lane. The FLAP CTRL FAULT GRN switch tests the green control lane.
The switches are inhibited in the air by the squat switch system.
The flap safety test is initiated by pressing the FLAP SAFETY switch. The switch is
released as soon as the FLAP INOP caption illuminates. The FLAP INOP caption should
remain illuminated for 12 to 15 seconds.
A control lane test is initiated by pressing the associated FLAP CTRL FAULT switch. The
switch is released as soon as the FLAP FAULT caption illuminates. The FLAP FAULT
caption should remain illuminated for 12 to 15 seconds.
When either of the captions illuminates, the amber MWS caution lamps should flash . The
single chime should sound when the INOP caption illuminates but not when the FAULT
caption illuminates.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Overv iew
The li'ft spoilers are shown in Figure 8.1. The lift spoilers are for ground use only. They
must not be selected to the deploy position in the air. The system has electronic interlocks
to prevent spoiler deployment in the air.
There are three lift spoilers on each wing: inner, mid and outer. The lift spoilers are
hydraulically powered and electrically signalled. Each spoiler has its own hydraulic jack.
The inner spoilers are powered from the yellow hydraulic system; the electric signalling
power comes from the EMERG DC busbar. The inner spoilers are known as the yellow
spoilers. The mid and outer lift spoilers are powered from the green hydraulic system ; the
electric signalling power comes from DC BUS 2. The mid and outer spoilers are known as
the green spoilers.
Electrical power is required to signal the spoilers to the deploy position. If electrical power
is lost, the valves are signalled to the retract position.
The spoilers can be manually selected on landing or for rejected take off using the
combined airbrake and lift spoiler lever. An additional automatic mode allows the spoilers
to deploy automatically without use of the airbrake/spoiler lever.
The combined airbrake and lift spoiler lever is on the centre console. The lever has an
AIRBRAKE sector. The forward end of the AIRBRAKE sector is marked IN; the aft end of
the sector is marked OUT. The lever can be selected to any position between IN and
OUT. At IN, the airbrake is selected fully in. At OUT, the airbrake is selected to 60. To
the aft of the OUT position is the lift spoiler position; it is marked LIFT SPLR. There is a
detent between the OUT position and the LIFT SPLR position. A reasonable force is
required to pass the detent. The purpose of the detent is to prevent inadvertent selection
of LIFT SPLR in the air.
Spoiler switches and annunciators are on the overhead ANTI SKID & LIFT SPOILERS
panel. There is an ON/OFF switch for the yellow spoilers and another for the green
spoilers.
There is AUTO SPLR ON/OFF switch on the overhead panel. The switch arms the
automatic deployment circuit. With the circuit armed, the spoilers will deploy automatically
on landing or rejected take off without the need to operate the airbrake/lift spoiler lever to
the LIFT SPLR position. The automatic system uses wheel spin up signals from the
anti-skid system to confirm that the aircraft is on the ground. The manual deployment
system does not use spin up signals.
There is a pair of spoiler deployed annunciators on each pilot's flight annunciator panel:
SLR Y and SPLR G; SPLR Y indicates that the two yellow lift spoilers have deployed;
SPLR G indicates that the four green lift spoilers have deployed. An amber LIFT SPLR
SEL OFF caption on the CWP warns that either the yellow or the green spoilers have been
selected off.
There is an amber LIFT SPLR annunciator on each side of the glareshield. On the ground,
the annunciators indicate that the lift spoilers are not deployed when they ought to be
deployed. In the air, they indicate that the spoiler lever has been selected to LIFT SPLR.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 2
Figure a_1 - Lift Spoilers

Outer lift spoilers
'
DC BUS 2
Mid lift spoilers

I
EMERG DC
Inner lift spoilers
Combined airbrake and

spoiler lever
The air brake can be selected to

any pos1110n between IN and OUT.
1+ -
FCOM:V1-002
- Airbrake selected fully OUT

and lift spoirers selected to
the deploy posillon.
AVRO 146-RJ Series
lv1 11.00090
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page3
Lift Spoiler Jacks
Each lift spoiler has its own jack. They are shown in Figure 8.2.
Hydraulic power is required to deploy and retract the spoilers. Yellow hydraulic power is
passed to both yellow spoilers by a yellow selector. Green hydraulic power is passed to all
four green spoilers by a green selector.
There are two electrically operated valves in each selector. Each valve has two positions:
deploy and retract. Electrical power is required to move the valves to the deploy position.
EMERG DC supplies the yellow selector and DC BUS 2 supplies the green selector. If
electrical power is lost, the valves move to the retract position.
When both the valves in the yellow selector are in the deploy position, pressure is passed
to both the yellow jacks to deploy the yellow spoilers; a pressure switch in the deploy line
illuminates the two SPLR Y flight annunciators.
When both the valves in the green selector are in the deploy position, pressure is passed
to all four green jacks to deploy the green spoilers; a pressure switch in the deploy line
illuminates the two SPLR G flight annunciators.
Hydraulic pressure holds the spoilers in the retracted position. However, when the spoilers
are retracted, a lock is engaged in each jack. The lock is removed by hydraulic pressure
when the spoilers are commanded to deploy. The lock should hold the spoiler in the
retracted position if hydraulic pressure is lost.
If a lock fails and hydraulic pressu re is lost, suction at the rear of the wing will attempt to
suck the spoiler up. The outer and mid spoilers are mechanically interconnected so that
the spoiler with its lock engaged will hold the spoiler with the broken lock in the retracted
position. However, an inner spoiler with a broken lock will be sucked up if yellow hydraulic
pressure is lost. The degree of spoiler deflection depends on the flap setting. The higher
the flap angle, the greater the angle of deployment.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 4
Figure 8.2 - Spoiler Jac ks
Green selector
Pressure switch
Retract all 4
green spoilers
Yellow pressure
>
Yellow selector
Deploy both
yellow spoilers
Retract both
yellow spoilers
Retract
r1
Retract
II
.,.
1-
I Left inner I IRight inner I

Deploy
II
Deploy
FCOM:V1-002
AVRO 146-RJ Series
i-v1-11-00075
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 5
Spoiler Manual Deployment Conditions
For manual spoiler deployment the following conditions must all be met:
The VEL LIFT SPLRS switch must be ON for the yellow spoilers to
The GRN LIFT SPLRS switch must be ON for the green spoilers to deploy.
At least three thrust levers must be at or below IDLE.
The airbrake/spoiler lever must be at LIFT SPLR.
deploy~
The on-ground state is determined by the squat switches and some logic.
Yellow Spoiler On-ground Logic
The yellow on ground state is determined by:
Main gear - squat switch 1.
The nose squat switch.
Some logic.
Squat switch 1 receives signals from both main wheel oleos. The nose receives signals
from squat switch looks at the nose wheel oleo.
The yellow spoiler logic considers the aircraft to be on the ground if:
Any two of the three wheels are on the ground.
OR
The nose wheel is on the ground and either main wheel has been on the ground in
the previous 10 seconds.
Requiring only two out of the three wheels to be on the ground ensures that the yellow
spoilers will deploy on a wing down crosswind landing made at the correct speed.
If the speed over the threshold is high , it is possible to end up with just the nose wheel on
the ground. This condition is known as "wheelbarrowing".
Remembering that a main wheel has been on the ground in the previous 10 seconds
ensures that the yellow spoilers will deploy if:
A fast wing down landing is made.
AND THEN
The column is moved forward to put the aircraft into the wheelbarrowing condition.
There is no delay in yellow spoiler deployment. The 1o seconds is a memory time. Once
the yellow spoilers are deployed, the aircraft will settle on the ground. There is a nose
down change of trim as the spoilers deploy.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page6
Green Spoiler On ground Logic
The green on ground state is determined by:
Squat switch 2.
A time delay.
Squat switch 2 receives signals from both main wheel oleos.

The green spoiler logic considers the aircraft to be on the ground if both main wheels have
been on the ground for 1.5 seconds or more. The green spoilers are delayed for 1.5
seconds.
There is a nose down change of trim when the green spoilers deploy. The trim change is
stronger than the nose down change due to yellow spoiler deployment. The delay ensures
that the undercarriage and aircraft structure are not overstressed.
Spoiler Automatic Deployment Conditions
For automatic spoiler deployment, all the following conditions must be met:
The anti-skid system must be serviceable and selected ON.
The AUTO SPLR switch must be at ON.
The YEL LIFT SPLRS switch must be ON for the yellow spoilers to deploy.
The GRN LIFT SPLRS switch must be ON for the green spoilers to deploy.
At least three thrust levers must be at or below IDLE.
For automatic deployment, the position of the airbrake/lift spoiler lever does not matter.
The on ground logic is exactly the same as the manual deployment on ground logic. In
fact, exactly the same circuits are used.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 7
Manual Lift Spoiler Schematic
The manual deployment circuit is shown schematically in Figure 8.3.

For the yellow spoilers to deploy, both valves in the yellow selector must move to the
deploy position. To move to the deploy position, they require power from the EMERG DC
bus. Without electrical power, the valves move to the retract position.
For the green spoilers to deploy, both valves in the green selector must move to the deploy
position. To move to the deploy position, they require power from DC BUS 2. Without
electrical power, the valves move to the retract position.
To satisfy the manual deployment conditions, switches and relays are placed between the
electrical power and the valves. There are two valves and two electrical paths to ensure
that the probability of spoiler deployment in the air is very small.
The items in each system between the bus bar and the valves are:
The on ground logic driven by the squat switches. The switches close relays that
allow power to pass towards each valve when the system's on ground conditions
have been satisfied.
A manual arm relay operated by micro switches mechanically linked to the thrust
levers. The relay closes to allow electrical power to pass once at least three of the
thrust levers are at or below IDLE.
Selector switches mechanically linked to the airbrake/spoiler lever. The switches

close to allow electrical power to pass once the airbrake/spoiler lever is in the LIFT
SPLR position.
An inhibit relay operated by the associated LIFT SPLR switch on the overhead
panel. The relay closes to allow power to pass once the associated LIFT SPLR
switch is at ON.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 8
Pages
FLIGHT CONTROLS
Lift Spoilers
Figure 8.3 - Manual Lift Spoiler Schematic

EMERG IOC BUS
DC BUS 2
Squat switch 1 and nose squat switch
Squat switch 2
R main on grot.md
l main on ground.
OR
OR
Nose on ground
and eltner matn
on ground In le~st
10 seconds.
Nose on ground
and either main
on ground in last
10 seconds
Yellow manual arm

retay
l main on ground
for 1 5 seconds
~-t__A_t_le_as_t_3_a_t _m.:..
gh_t_id_le_. ---'~
R main on groond
for 1 5 seconds.
Green manual arm
......,...._.......
- lM
....
.....,~
Yellow spoiler lever

switches
LIFT SPLR selected.

1----11>1 Green spoiler lever
'------------'
switches
Yellow inhibit relay
Green Inhibit relay
Valve 1
Valv~
Valve 1
Valve 2
to deploy
to deploy
to deploy
to deploy
Yellow selector
Green selector
--
Both yellow selector valves must be

at the deploy position for the yellow
spoilers to deploy.
FCOM:Vl-002
AVRO 146-RJ Series
--
Both green selector valves must be

at the deploy position for the green
sp()jlers to deploy.
i-V1 II 00076
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page9
Automatic Lift Spoiler Schematic
The automatic lift spoiler schematic is shown in Figure 8.4. The automatic lift spoiler
deployment circuit uses all the elements of the manual deployment circuit except the
airbrake/spoiler lever switches. The automatic circuit provides a circuit that bypasses the
LIFT SPLR position of the airbrake/lift spoiler lever. The automatic circuit is armed when
the AUTO SPLR switch is at ON. The power for the automatic circuit comes from DC BUS
2.
The bypass circuit uses:
Another set of thrust lever switches: the automatic switches.
AND
Spin up signals from the anti-skid system. The spin up signals are present when
the aircraft accelerates through 33 kt and remain present until the aircraft
decelerates through 15 kt.
The automatic circuit bypasses the yellow lift spoiler switches when:
At least three of the thrust lever automatic switches are at or below IDLE.
AND
The anti-skid system has detected spin up from the inboard wheels.
The automatic circuit bypasses the green lift spoiler switches when:
At least three of the thrust lever automatic switches are at or below IDLE.
AND
The anti-skid system has detected spin up from the outboard wheels.
For automatic deployment:
The aircraft still needs to be on the ground as sensed by the manual deployment
squat switch logic.
The LIFT SPLR switches are still required to be ON.
The thrust lever manual switches still have to sense that at least three of the thrust
levers are at or below IDLE, but the thrust lever automatic switches also have to
sense that at least three of the thrust levers are at or below IDLE.
The AUTO SPLR switch must be ON.
The anti-skid system must be serviceable and selected ON.
DC BUS 2 must be powered.
Manual deployment of the yellow spoilers requires the EMERG DC busbar to be powered
and the yellow hydraulic system to be powered; additionally for automatic deployment, DC
BUS 2 must be powered. Manual or automatic deployment of the green spoilers requires
DC BUS 2 to be powered and the green hydraulic system to be powered.
The position of the airbrake/lift spoiler lever does not affect automatic spoiler deployment.
However, automatic deployment should always be backed up by selecting the
airbrake/spoiler lever to LIFT SPLR on landing and on rejected take off.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 10
Figure SA - Automat ic Lift Spoiler Schematic
I EMERG DC B US
I
~
DC BUS 2
The squat circuits are the same circuits
that are used ror manual deployment
On ground from
squat switch 1 and
the nose squat
switch.
On ground from
squat switch 2.
Green manual arm
Yellow manual ann

relay
Auto- at least 3 at IDLE.
Anti-skid
innor spin -up
Anti -skid
outer spi n-up
Auto circuit
Spin-up
AND
flight idle
Auto circuit
Spin-up
AND
flight Idle
LIFT SPLR
LIFT SPLR
selected.
selected.

switches
spoiler lever
switches
Yellow inhibit relay
Yellow selector
-FCOM:V1-002
Green inhibit relay
Both valves i n a selector must

be at the deploy posilion for the
assoaaled spoclers to deploy.
Green selector
-I YI
AVRO 146-RJ Series
11 00077
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 11
Manu al Spoiler Fault

The MAN SPLR FAULT annunciator is on the ANTI SKID & LIFT SPLR panel. The fault
logic is shown schematically in Figure 8.5.
The MAN SPLR FAULT annunciator monitors the lift spoiler squat switch circuits for both
the yellow and the green spoilers. The fault applies to both the manual and the automatic
deployment circuits. There are two possible faults in the yellow system :
The two main oleo squat circuits are in different positions.
The nose oleo squat switch differs from the two main gear oleo squat circuits.
There is just one green system fault: the two main oleos are in different positions.
Magnetic indicators in the avionics bay allow the failed oleo switch to be identified.
If the MAN SPLR FAULT annunciator illuminates when the aircraft is airborne, there is a
reduct ion in the protection against lift spoiler deployment whilst airborne. Care should be
taken to avoid inadvertently selecting the airbrake/lift spoiler lever to LIFT SPLR in the air.
On the ground:
A MAN SPLR FAULT warning at touchdown highlights to the crew the potential for
some or all of the spoilers not to deploy.
The existing drills provide a sequence of actions in response to Lift Spoiler failure.
They detail the Landing Distance penalties resulting from yellow and/or green
spoilers failing to deploy.
Figure 8.5 - Manual Spoiler Fault
MAN SPLR
FAULT
Disparity in the squat switch circuits.
Disparity in the squat switch circuits.
I EMERG DC BUS I
DC BUS 2
Sql!lat switch 1 and nose s quat switch

L main on ground.
OR
Nose on ground
and either main
on ground in last
10 seconds.
R main on ground.
OR
Nose on ground
and either main
on ground in last
10 seconds.
Squat switch 2
L main on ground
for 1.5 seconds.
R main on ground
for 1.5 seconds.
To the manual deployment circuits and the automatic deployment circuits.

i-v1-11-00079
FCOM:V1 -002
AVRO 146-RJ Series
Sep 30/ 11
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 8
Page 12
FLIGHT CONTROLS
Lift Spoilers
Lift Spoiler Fail

There are two fail annunciators on the ANTI SKID & LIFT SPLR panel : YELLOW FAIL and
GREEN FAIL. The fail annunciators are shown schematically in Figure 8.6.
The YELLOW FAIL annunciator monitors the two valves in the yellow selector. If the two
valves are in different positions, the YELLOW FAIL annunciator illuminates.
The GREEN FAIL annunciator monitors the two valves in the green selector. If the two
valves are in different positions, the GREEN FAIL annunciator illuminates.
If a FAIL annunciator is illuminated, then one valve is open in the associated selector. If
the other opens, the spoilers will deploy. The associated LIFT SPLRS switch should be
selected OFF. Manual and automatic deployment of the associated spoilers is lost.
Figure 8.6 - Lift Spoiler Fail
From the manual deployment circuits and the automatic deployment circuits.
llrm-
~II
';'1'1'1
~e~low Inhibit elay
Valve 1
to deploy
[<
::lP
Valve 2
..
Green Inhibit relay
Val!e 1
o deploy
val e2
to deploy
I
Both valves in a selector must
be at the deploy position for the
assoCiated spoilers to deploy
Green selector
The yellow valves are

in dttferent poSitiOns
The green valves are
YELLOW
GREEN
FAIL
FAIL
1n different positions.
~1-11-00081
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 13
Lift Spoiler Selected Off

The LIFT SPLR SEL OFF CWP caption monitors the two inhibit relays. The caption logic is
If either inhibit relay is in the inhibit position, the LIFT SPLR SEL OFF caption illuminates.
The LIFT SPLR switches should be checked. If a switch has been inadvertently selected
OFF, then it should be selected ON.
If the LIFT SPLR SEL OFF caption is illuminated with both switches at ON, the manual and
automatic deployment of one set of spoilers has been lost. As the caption monitors both
inhibit relays, it is not possible to determine which set has been lost.
Figure 8.7 - Lift Spoiler Selected Off
From 1~ manual deployment Cil"(:uits and the automaho deployment ~lr~ulls.
111~11
~
Yellow Inhibit relay
Green inhibit relay
1- -
'-
Valve 1
to deploy
--'
Yellow tnhtbll
relay open
.t::D
Green tnntbtt
relay open
to deploy
Ill
Valve 2
to deploy
Valve 1
to deploy
Valve 2
LIFT SPLR
SEL OFF
Both valves in a selector must
be at the deploy position for the
associated spOtlers to deploy
Green selector
Ill
l>v1 11.00083
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 14
Spoiler Unlocked
There is a SPLR UNLOCKED annunciator on the ANTI SKID & LIFT SPLRS panel.
The SPLR UNLOCKED annunciator illuminates if:
Any spoiler is not locked.
AND
The airbrakellift spoiler lever is not at LIFT SPLR.
AND
The main wheels have not spun up.
This logic prevents the SPLR UNLOCKED annunciator illuminating during normal manual
or automatic deployment.
Magnetic indicators, on the maintenance panel in the avionics bay, allow a failed spoiler to
be identified.
Figure 8.8 - Spoiler Unlocked
Airbrake/spoiler
l ever
SPLR
Wheel spin-up
UNLOCKED
Any spoiler unlocked without:

~ The lever at LIFT SPLR.
AND
~
A wheel spin-up signal.
Left inner
i-v11100085
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 15
Auto Spoiler Off
The AUTO SPLR OFF caption is on the CSP. The fault logic is shown schematically in
Figure 8.9.
The auto spoiler circuits are supplied with power from DC BUS 2 via an arm relay.
arm relay is powered to the arm position by DC BUS 2 via the AUTO SPLR switch.
AUTO SPLR OFF caption illuminates if the arm relay is in the not armed position.
AUTO SPLR OFF caption indicates that, the auto spoiler circuits are not powered.
AUTO SPLR OFF caption will illuminate when the AUTO SPLR switch is at OFF.
The
The
The
The
Auto Spoiler Fault
The AUTO SPLR FAULT annunciator is on the ANTI SKID & LIFT SPLR panel. The fault
logic is shown schematically in Figure 8.9.
The AUTO SPLR FAULT annunciator monitors for faults in:
The automatic thrust lever switches.
AND
The spin up signals.
To ensure that the spoilers will deploy at IDLE, the thrust lever switches are set slightly
higher than IDLE. The thrust lever angle setting for the automatic switches is higher than
that of the manual thrust lever switches. If the automatic switches are in the at or below
IDLE state while the manual thrust lever switches are in the above IDLE state, then the
AUTO SPLR FAULT annunciator illuminates.
The warning circuit also monitors the spin up signals against the gear position. If a spin up
signal is detected with the gear up, the AUTO SPLR FAULT annunciator illuminates.
Power to the auto spoiler fault warning circuit comes through the AUTO SPLR switch.
When the AUTO SPLR switch is selected OFF, the AUTO SPLR FAULT annunciator will
extinguish and the AUTO SPLR OFF caption will illuminate.
If the AUTO SPLR FAULT annunciator illuminates, the AUTO SPLR switch should be
selected OFF to guard against automatic deployment in the air after a second failure. The
spoilers must be manually selected on landing.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 8
Page 16
FLIGHT CONTROLS
Lift Spoilers
Figure 8.9 - Auto Spoiler Fault and Off Indications

Inner or outer spin-up with the gear up.
OR
The auto swttches are at or below Right die
but the manual swttches are above flight idle.
AUTO SPLR
FAULT
Comparator Iogie
Gear position
From the yellow

on ground logic
Man- at least 3 at night Idle.
From the green

on ground logic.
Auto - at least 3 at Htght idle.
_ . _ rl------------1
Antlskld
Yellow manual ann
inner spin-up
relay
Antlskld
outer spin-up
Auto circuit
Auto circuit
Spin-up
AND
flight idle
Spin-up
AND
flight Idle
Green manual arm

relay
Aim
Green spoiler lever

switches

switches
I
AUTO SPLR
OFF
To the green
inhibit relay.
To the yellow
mhtbit relay.
11 1HlOD88
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Lift Spoilers
Chapter 11 Topic 8
Page 17
Lift Spoilers not Deployed Warning

There is a LIFT SPLR annunciator on the left glareshield and the right glareshield. The
annunciators also act as reset switches. The annunciators warn that the spoilers have not
deployed when they should have deployed. The warning is shown schematically in Figure
8.10.
The warning logic takes inputs from:
The spoiler deployed pressure switches.
The airbrake/spoiler lever position.
The thrust levers.
The inner and outer spin up signals.
The system 1 and system 2 squat switches for the left gear, the right gear and the
nose gear: six squat switches altogether.
The left and right gear down signals to the normal indication.
The left and right gear down signals to the standby indicators.
The spoiler deployed pressure switches.
The system considers that the aircraft has landed if any two of the six squat switch inputs
indicate that the aircraft has landed.
The system detects spoiler deployment from the deployed pressure switches.
There will be no spin up signal to the spoiler system when the aircraft is airborne, when the
AUTO SPLR switch is at OFF or after certain anti-skid failures.
If there is no spin-up signal, LIFT SPLR annunciators illuminate when the spoilers have not
deployed if:
The squat switches sense that the aircraft has landed but the airbrake/spoiler lever
has not been selected to LIFT SPLR within six seconds of touchdown. The
annunciators will extinguish if the airbrake/spoiler lever is subsequently selected to
LIFT SPLR. The warning automatically cancels after 14 seconds. The warning can
be cancelled by pressing either LIFT SPLR annunciator.
OR
The airbrake/spoiler lever has been selected to LIFT SPLR but the spoilers have
not deployed withi n three seconds. The annunciators wi ll not extinguish
automatically after 14 seconds. The annunciators will extinguish if the spoilers
subsequently deploy, or either LIFT SPLR annunciator is pressed.
If the spoiler lever is selected to LIFT SPLR in the air, the spoilers should not deploy and
so the LIFT SPLR annunciators should illuminate.
If a spin up signal is available, the LIFT SLR annunciators illuminate if the lift spoilers have
not deployed three seconds after spin-up. The annunciators will not extinguish
automatically after 14 seconds. The annunciators will extinguish if the spoilers
subsequently deploy, or either LIFT SPLR annunciator is pressed.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 8
Page 18
FLIGHT CONTRO LS
Lift Spoilers
Figure 8_10 - Lift Spoiler Not Deployed
Reset
Reset
Not deployed logic
Deploy both
yellow spoilers
Outer
spin-up
Inner
spin-up
Squat switches
System
System
System
System
System
System
1 left leg switch on ground.

2 left leg switch on ground.
1 right leg switch on ground.
2 right leg switch on ground.
1 nose leg switch on ground.
2 nose leg switch on ground.
iv1-1100088
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overv iew
The airbrakes are summarised in Figure 9.1.
The airbrakes are a pair of petals, one on each side of the tail fuselage. When they are
closed, they form the tail cone. When they are fully deployed, the petals are deflected 60
from the aircraft centreline.
The airbrakes are hydraulically powered and electrically signalled. Hydraulic power is
supplied by the green hydraulic system; electrical power is taken from DC BUS 2.
A single hydraulic actuator is connected between the two petals. An electrically controlled
servo valve controls the actuator. A mechanical compensator strut is connected between
the two petals. The compensator strut ensures that the two petals deploy symmetrically.
A combined airbrake and lift spoiler lever is on the centre console. The lever has an
AIRBRAKE sector. The forward end of the AIRBRAKE sector is marked IN; the aft end of
the sector is marked OUT. The lever can be selected to any position between IN and
OUT. At IN, the airbrake is selected fully in. At OUT, the airbrake is selected to 60 . To
the aft of the OUT position is the lift spoiler position; it is marked LIFT SPLR. There is a
detent between the OUT position and the LIFT SPLR position. A strong force is required to
pass 1he detent. The purpose of the detent is to prevent inadvertent selection of LIFT
SPLR in the air.
There is a white AIRBRK annunciator on each pilot's flight annunciator panel. The
annunciators indicate that the airbrake is not fully in.
The a.irbrakes automatically retract when either of the outboard thrust levers is moved into
the take off range.
When the airbrakes are closed, a mechanical lock holds the two petals together. The
purpose of the lock is to prevent the petals drifting apart on the ground when the green
system is depressurized. The mechanical lock is unlocked when the airbrakes are
hydraulically powered out.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Air brake
Chapter 11 Topic 9
Page 2
Figure 9.1 - Airbrakes
Two petals
Alrbrake deployed flight

annunci ators
t
DC BUS 2
Combined airbrake and

spoiler lever
The air brake can be selected to any poslllon between IN and OUT
At OUT, the petals are deflected
FCOM:V1-002
ao from the atrcraft centrelme.
AVRO 146-RJ Series
i-v1- 11-000S1
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Airbrake
Chapter 11 Topic 9
Page3
Airbrake Control
Airbrake control is shown schematically in Figure 9.2.

The airbrake is attached to the aircraft structure by hinges. The airbrake is moved by a
hydraulic actuator.
The airbrake lever is linked mechanically to an electronic position sensor beneath the
centre console. The sensor sends the lever position to an airbrake control amplifier in the
avionics bay. The amplifier is powered from DC BUS 2.
An electronic position sensor is mechanically connected to the airbrake. The sensor sends
airbrake position to the control amplifier. The amplifier sends a command to a servo valve.
The servo valve supplies the deploy side of the actuator and the retract side of the
actuator. The valve is supplied with pressurized hydraulic fluid from the green system.
When the airbrakes are in the demanded position, the actuator is hydraulically locked in
position.
A proximity switch on the airbrake signals an electronic circuit that is powered from DC
BUS 2. The circuit illuminates the AIRBRK annunciators when the airbrake is not fully in.
When hydraulic power is lost, air loads will move the airbrake towards the fully in position.
The airbrake may trail slightly open. In this case the AIRBRK annunciators will remain
illuminated, but the drag will be small.
When the command signal to the servo valve is lost, the airbrake moves slowly to fully in.
When electrical power is lost, the airbrake moves slowly to fully in.
The command signal to the servo valve is supplied via two thrust lever switches in series.
A switch opens when its thrust lever is in the take off range. The servo valve loses the
command signal if either outboard thrust lever is in the take off range; so the airbrake will
slowly retract when either outboard thrust lever is moved into the take off range.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 9
Page 4
FLIGHT CONTROLS
Air brake
Figure 9.2 - Airbrake Schematic
The airbrake is biase<l In when DC 2 is lost or either

outboard thrust lever is moved into the takeoff range.
The airbrake moves towards in when hydraulic power Is lost.
It may trail slighUy open, in this case the AIR BRK annunciator is
illuminate<!; the drag Is mlntmal
DC BUS2
Mechanical
llnl\age
Position
sensor
Lever
pos1t1oo
Command
Airbrake control
amplifier
Alrbmke
Retrad
Deploy
posiiiOil
Position
Hinge
Actuator
Hinge
sensor
Proximity
switc h
electronics
Alrbrake
not close<l
IVH f00070
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
The Warning
The take off configuration warning system is shown schematically in Figure 10.1. The take
off configuration warning indicates that the set configuration is not an allowed configuration
for take off.
The warning is a CONFIG red caption on the CWP accompanied by an intermittent horn
and the red flashing attention getters. Pressing an attention getter cancels the flashing
lamps but has no effect on the horn.
Arming
The system is armed whenever a thrust lever is moved into the take off range while the
aircraft is on the ground. The system is also armed when a CON FIG CHECK button on the
centre console is held pressed on the ground. The CONFIG CHECK button is operated in
the Before Take-off checks to confirm that the set configuration is safe for take-off. The
CONFIG CHECK button does not check the configuration warning system ; the button
mimics moving a thrust lever into the take off range.
Monitored Items
The configuration warning is given for any of the following:
The airbrake is out.
Any lift spoiler is not closed and locked.
Either elevator trim tab is not in a position equivalent to the green band on the
indicator.
The aileron trim is not within one wheel rotation of zero. The range of aileron trim is
16 wheel rotations from fully left to fully right.
The flap angle is not in the allowable range from take off.
The parking brake is not off.
The valid flap angle range is large. It is important to positively check the flap selection and
indication before take off. Most aircraft are cleared for take off with flap angles of 18 o , 24 o
and 30. On these aircraft the configuration warning is given if the flap angle is outside the
range 16 o to 31 o. Some aircraft are also cleared for take off with a flap angle of 33 o ; on
these aircraft the allowable range is 16 o to 33 o .
Inhibit
After landing the take off configuration warning is inhibited for 20 seconds. This allows
time for the configuration to be reset during a touch and go. The 20 second time delay is
invoked when the system is powered up. The configuration warning system will not warn
of an invalid take off configuration until 20 seconds after the warning system has been
powered up.
Door Warnings
When the CONFIG CHECK button is pressed, a backup door warning channel is
activated. If the backup channel has detected a fault, the CABIN DOOR NOT SHUT
caption will illuminate.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 11 Topic 10
Page 2
FLIGHT CONTROLS
Configuration Warning
Figure 10.1 -Take-off Configuration Warning System

Left elevator
Trim tab
Aorbrake
not 1n
Right elevator
Servo tab
Servo tab
Trim tab
Not 1n the take-off green band
PARK BRK
ON
Pant brake
not off
Configuration warning system

Intermittent
hom
Flap not .,, the
allowable take-off range

Arm
Flap
computer
Cabin door
backup wamlng
Aileron tnm wheel no I with on

one wheel rotahon of zero
CAB DOOR
NOT SHUT
Any hft spoiler not locked m
Left outer
Left mid
Left inner
Right inner
Right mid
Right outer
I v1 1100072
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT CONTROLS
Configuration Warning
Chapter 11 Topic 10
Page3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
Functions................................. ....................... .................................. .............................

AP and FD Modes .........................................................................................................
Yaw Damper .................................................................................................................
Flight Guidance Computer ......... ............. ......... .......... .. ........... .. ....... ... ......... .......... .......
Avionics Overhead Panel ..............................................................................................
MCP ........................................ ......................................................... .............................
Control Column FGS Controls ... ................................ .. ........... .. ....... ... ......... ............. ....
Thrust Lever Controls................ ......................................................... ...........................
Mode Indication and Warning ......... ....... ...... ....... ..... ................... ....... ...... .. ..... ...... ........
TAP ...............................................................................................................................
TAP TEMP Selection.......................... ....................... ........... ....................... .................
TAP Off/On Selection....................................................................................................
Autothrottle Control . .................. ... ........ .. ........... ....................... ........ .. ........... ................
Thrust Modulation Control ..................................................... ........................................
1
2
3
3
4
6
8
9
10
14
14
15
16
17
Topic 2 - Mode Indication and Warning
FGS Annunciators .......................................... .............................................................. .

Glareshield Annunciators ....................... ............................................ ............. ..............
Flight Annunciators ....... ... .......... ......... .... ......... .......... .. ........... ......... ... ......... .......... .......
FGS Status Annunciators................................................................. .............................
FGS Advisory Annunciators..........................................................................................
FGS Mode and Status Indications ................... .......... .. ........... .. ....... ... ......... ............. ....
PFD Thrust Mode Annunciations ..................................................... .............................
4
5
6
8
Topic 3 - FGS Architecture
FGC Functions ..............................................................................................................

FGS Architecture................................. ............................................ ............. .................
Flying Control Servo Motors..........................................................................................
Flying Control Position Sensors....................................................... .............................
Yaw Damper Actuator ......................... .................................. ........................................
Power Supplies .............................................................................................................
1
2
4
5
5
5
6
Topic 4- FD Displays
FD Switches ...... ........................................................................................................... .

FD Symbol ................... ........... ....................... .................................. ............................ .
Single Cue.................... .................................. .................................. .............................
Split Cue........................................................................................................................
FD Failure ........................................................................................ .............................
FCOM:V1-002
AVAO 146-RJ Series
Nov 01/09
1
1
1
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Contents
Chapter 12 TOC
Page2
Topic 5- Engagement and Disengagement
Controls and Indicators.................................................................................................

AP and FD Engagement and Disengagement..............................................................
Autothrottle Engagement . ...... .. .. .. .. ..... . ..... .... .. .... ..... .. ..... ...... ... .. ... ... . .... .. .... ...... ..... ...... .
Yaw Damper..................................................................................... ......... ...................
Parallel Rudder .. ..... ...... ... .. .... .. .. .. .. ..... . .. ... ... .. . .... ..... ....... ...... ..... ... ... . .... .. .... ..... . ..... ..... ..
Stall System ...... ...... ..... .... .. .... .. .. .. .. ..... . .. .. . .... .. .... ..... ....... ..... ...... ... .. .. .... .. ... ...... . .... ...... ..
1
2
4
6
7
8
Topic 6 - Synchronisation Facility
SYNC Button ...................................................................................... ...........................

SYNC Indication ............................................................................................................
Using SYNC..................................................................................................................
1
1
1
Topic 7 - AP and FD Modes
AP and FD Modes.........................................................................................................
Basic Modes..................................................................................................................
Speed Selector..............................................................................................................
Take-off Mode ... ...... ...... ... .. .... .. .. .. .. ..... . .. .. . ... .. . .... ..... ...... ...... ...... ... .. .. .... .. ... ...... . ..... ..... ..
Vertical Speed Mode.....................................................................................................
Level Change Mode ......................................................................................................
Altitude ................................................................ ..........................................................
Glides lope........................................................... ..........................................................
Autothrottle Speed Holding ... . .... .... ...... ..... ....... .... ...... ...... ..... .... .. ... .. . ..... . .... ...... ...... ..... .
Go-around.................................................................................................. ...................
Heading Modes.............................................................................................................
Track Mode .. ..... ....... .... .... .. ..... ... .. .. ..... . .. .. . .... .. ......... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
L NAV Mode..................................................................................................................
VOR LOC Mode............................................................................................................
Approach Mode.................................................................................. ...........................
Autoland ........................................................................................................................
Steep Approach ...... ...... ... .. .... .. .. .. .. ..... . .. .. . ... .. . .... ..... ...... ...... ...... ... .. .. .... .. .... ..... . ..... ..... ..
1
1
2
3
4
5
6
6
7
7
8
9
9
10
11
12
13
Topic 8- Pitch Trim
General .........................................................................................................................
Flight Annunciators........................ ...............................................................................
Failures............................................................................................. ......... ...................
Pilch Trim Above VMo or MMo .......................................................................................
Pitch Trim During Autoland Approaches................................... ....................................
Flap Trim Compensation...............................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
1
2
2
2
2
2
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Contents
Chapter 12 TOC
Page3
Topic 9- Altitude Alerting
Ge ne ral ................................................................................. ........................................

Datum for Altitude Alerting............................................................................................
Altitude Alert Audio Warning ............. ..................... ................ ............................... ... .....
Altitude Alert Visual warning .. .... .. ... .. ... .. .. ... .......... ...... .. .... .. .. ... .... .. .... .. .. .. .. .. .. .... .. ... . .. .. .
Inhibit..................................................................................... ........................................
Altitude Alert Failure.............................................................. ........................................
Alerting Sequence.........................................................................................................
Test........... ............................................................................ ........................................
1
1
1
2
2
2
3
3
Topic 10- Category 2 and 3
Category 2 and 3 Status Indications .. .... ..... ....... ... ...... .. .... .. .. .. .... .. ..... .. .. .. .. .. .. .... .. .... .. ...
FGC Determination of Category 2 or 3 Status..............................................................
Glareshield Annunciators..............................................................................................
NO CAT 3 LAND Annunciator............................................... ............................... .........
Category 3 Status Requirements ..................................................................................
Category 2 Status Requirements........................................... .......................................
Excessive Localiser and Glideslope Deviation..............................................................
ILS Comparator.............................................................................................................
1
2
3
3
4
5
6
8
Topic 11 - Windshear
General ..... ................................................................... .................................................

Alerting..........................................................................................................................
Pitch Limit Indicator.......................................................................................................
Windshear Detection, Guidance and Control -General ................................................
Flightpath Control in Take-off and Go-around Windshear Modes.................................
Take-off Windshear Mode............................................ .................................................
Go-around Windshear Mode ................................................. ........................................
Reversion from Take-off or Go-around Windshear Mode.............................................
Winds hear Approach Speed Control.............................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
1
1
2
3
3
4
5
6
6
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Contents
Chapter 12 TOC
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Funct ions
The FGS provides the following functions:
A three axis autopilot (AP): pitch roll and yaw.
A flight director (FD).

A yaw damper.
Electric trim.
Flap trim compensation (FTC).
An auto throttle.
Thrust modulation control (TMC). TMC reduces the workload when the thrust
levers are being manually controlled.
Category 3 approach.
Automatic Landing.
Altitude alerting.
A reactive windshear detection and guidance system.
The AP can be used from 350 It after take-off through to an automatic landing. The AP can
also be used for a go-around. The flight director can be used from take-off through 1o
decision height; the FD can also be used for a go-around. The autothrottle can be used
from take-off through to landing. The autothrottle can also be used for a go-around.
The yaw channel of the AP is known as the parallel rudder. When the AP makes a rudder
input, the rudder pedals move. The parallel rudder is engaged when the AP is engaged in
the take-off, go-around and category 3 phases of flight. The parallel rudder, when
engaged:
Will apply rudder, to align the longitudinal axis of the aircraft with the runway
centreline in the final stages of an automatic landing.
When the parallel rudder disengages, the yaw damper engages automatically. When the
yaw damper makes a rudder input, the rudder pedals do not move.
The electric trim drives the elevator trim tabs to provide:
Automatic AP pitch trim.
Electric elevator trim when the AP is not engaged via switches on each control
column.
Automatic compensation for the change of trim when the flaps move in the range 0
to 18 .
The AP, FD, YO and autothrottle may be used independently or in any combination. Most
of the FGS controls are on a mode control panel (MCP) on the glareshield.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page2
AP and FD Modes
and FD with the exception that there is no FD autoland mode. The vertical modes are:
Take~off
vertical mode.
Altitude hold- holds the altitude existing on mode engagement.
Glideslope - acquires and holds an ILS glideslope.
Flare - the autoland flare manoeuvre.
Ground - the autoland nose lowering mode.
go-around- holds the speed in the MCP speed window.
Take-off or go-around windshear- windshear recovery flight path guidance.
holds speed.
Track- holds the aircraft track.
Heading hold - rolls the wings level and then holds heading; heading hold is the
basic lateral mode.
Heading select- holds the heading in the MCP HEADING window .
L NAV - acquires and holds a lateral navigation system track .
VOR - acquires and holds a VOR radial.
Localiser- acquires and holds an ILS front course .
Back localiser- an optional mode that acquires and holds an ILS back course .
Ground roll -the autoland lateral control on the runway .
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page3
Yaw Damper
The yaw damper:
Provides turn coordination.
Enhances lateral and directional
Provides Dutch roll damping.
stability~
Flight Guidance Computer
The heart of the FGS is the flight guidance computer (FGC). The FGC controls the aircraft
flight controls and autothrottle through servomotors. The electric trim servo is used for
electric trimming through the column trim switches, FTC and autopilot trim.
One or two FGCs may be fitted. However one FGC can carry out all the FGS functions. If
a second FGC is fitted, a second set of servo motors is fitted. Thus a completely spare
autopilot is available.
The FGS gives speed protection. The AP and autothrottle maintain the speed within the
maximum (VMAX) and the minimum (VM1N) for the airframe configuration. The FGC
calculates VMAX and VMIN
VMAX is:
VMO when the gear and flaps are up.
When the flaps are not up or the gear is down, the lower of the appropriate flap
placard speed minus 5 knots and the gear placard speed minus 5 knots.
VMIN is either 1.15 or 1.25 times the stalling speed for the configuration. The value chosen
depends on the FGS mode and the flap position.
The pilot FGC selections are made through the MCP, a thrust rating panel (TRP) on the
right instrument panel, buttons on the control columns and buttons on the thrust levers.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page4
Avionics Overhead Panel
YO, AP and avionics master switches are fitted on the AVIONICS section of the roof
panel. The panel is shown in Figure 1.1.
All aircraft have two AVIONICS MASTER switches: AVIONICS MASTER 1 and AVIONICS
MASTER 2.
If only one FGC is fitted, a YAW DAMP MSTR switch and an AUTO PILOT MSTR switch
are fitted.
If two FGCs are fitted:
An FGC SELECT switch is fitted.
A YAW DAMP MASTER switch is fitted for each YO: YAW DAMP MASTER 1 and
YAW DAMP MASTER 2.
An AUTO PILOT MASTER switch is fitted for each FGC: AUTO PILOT MASTER 1
and AUTO PILOT MASTER 2.
The selected FGC carries out all the FGS functions with one exception: the
selected FGC's YO is assisted by the YO of the other FGC. However, if one FGC
fails, the remaining FGC will provide adequate yaw damping.
The AVIONICS MASTER switches control the power to some of the aircraft avionics. The
avionics services supplied via the avionics master switches are listed in the Electrical
System chapter. On most aircraft, the FGCs are supplied via the AUTO PILOT MASTER
switches. On a few aircraft, the FGCs are supplied via the AVIONICS MASTER switches.
On all aircraft:
The power to all the FGC 1 servos are controlled via the AUTO PILOT MASTER 1
switch.
The power to all the FGC 2 servos are controlled via the AUTO PILOT MASTER 2
switch.
The YO master switches turn the yaw dampers on and off.

The master switches should be selected on from left to right; they should be selected off
from right to left. These sequences reduce the chance of spurious faults being logged by
the FGC(s).
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 5
Figure 1.1 - Avionics Panel

Dual FGC Avionics Panel
YD on and off
Selects the
switches
FGC to be
used
One YD will work on
its own but normally
they are both used.
Power to the servos Power to some of

the Avionics
Power to the FGCs
Power to the FGCs
on some aircraft
on some aircraft
Single FGC Avionics Panel
AVIONICS MASTER
YD on and off
switch
Power to the servos

Power to the FGCs
on some aircraft
Power to some of
the Avionics
Power to the FGCs
on some aircraft
i-v1-12-00073
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AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page6
MCP
The MCP is shown in Figure 1.2. The MCP provides the controls and indicators for:
Engaging the AP.
Engaging the
Indicating the master navigation source and altimeter baro datum for the engaged
AP or FD; the MA lights.
Emergency AP disconnection.
FGS mode selection.
Setting reference or datum values of lAS, Mach number, altitude, vertical speed,
heading and VHF NAV course.
Autothrottle engagement and indication of autothrottle engagement.
Reducing the thrust level to the climb setting; the thrust selector.
FD~
The mode select buttons select the desired mode; on selection, the mode will either be
armed or engaged. An ON legend, within the button, illuminates whenever the mode is
armed or engaged, either by pilot or by automatic action. If a selection is made that is not
allowed by the current mode selection, then the selector has no effect and no change
occurs to the illumination of any mode selector button.
The aircraft is operated so that:
The NAV 1 sources and left baro corrected altitude are used when PF is in the left
seat.
The NAV 2 sources and right baro corrected altitude are used when PF is in the
right seat.
There are two MA lights: one on the left and one on the right. The left MA light indicates
that the FGS is using L NAV 1 and V/L 1 as the navigation sources and left baro corrected
altitude as the altitude source. The right MA light indicates that the FGS is using L NAV 2
and V/L 2 as the navigation sources and right baro corrected altitude as the altitude
source.
If the AP is engaged, the source of the navigation sensors and baro corrected altitude is
determined by which of the AP engage buttons is pressed: NAV 1 or NAV 2. When the AP
is engaged using the NAV 1 button, an ON legend in the NAV 1 button and the left MA light
will be illuminated. When the AP is engaged using the NAV 2 button, an ON legend in the
NAV 2 button and the right MA light will be illuminated.
The FD switches have no effect on the navigation and baro source if the AP is engaged.
If the FD is engaged with the AP disengaged, the first FD switch to be selected ON
determines the navigation sensor sources and baro corrected altitude source.
If both FD switches are ON and the AP is engaged and then the AP is disengaged, the
source does not change.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
...
FIGURE 1.2 MCP
a.
~ ......
Maoster
C\J 
indicator
(MA light)
~g>
'-a_
ell
.I::.
()
Autothrottle
indicator
LNAV
Autothr-ottle
light
selector
mode
selector
Selected
VORil.OC
mode
selector
Selected
IASIMACH
datum
NAV1
~
"'';;
"'
Altitude
selector
Selected
aiUtude
AP engage and NAV

sourc<e buttons
MAster
Indicator
(MA light)
Selected
vertical speed
datum
0>
0
-.
0
>
0
Selected
NAV 2
i
w
0..
(.)
<
(.)
~
:;:
:!!
1- >
J: 0
e
::>
~
...Cll
::::;
;::
Q)
...C'!
(f)
-,
((
'
(!)
::J
'<T
C)
1!:
L&.
NAV 1
cou~e
Iselector
Thrust
selector
::2
()
L&.~
-,
Left FD
selector
a:
lAS/MACH
datum
selector
lAS/MACH
changeover
button
CfE
t0::J
'<T-
~g
a:
?i:
Level change
mode
selector
Altitude
hold
mode
selector
Heading
select
mode
selector
-,
Heading
Approach
mode
selector and
selector
bank limit
selector
V NAV
modo
selector
(Inoperative)
Vertical speed
datum
selector
?i:
Vertical
speed
mode
selec.tor
MLS
modo
selector
(Inoperative)
Rlght FD
selector
AP emergency
diseng~tge
selector
NAV2
course
selector
C\J
0
0
'
?:
:2
0
()
u.
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Pages
Control Column FGS Controls

The control column has trim switches, a SYNC button and an AP DISC button. The
controls are on the outboard top of each control column.
The right outboard horn of the right column is shown in Figure 1.3.
The normal method of disengaging the AP is to press either AP DISC button. Do not use
the MCP emergency DISENGAGE switch for normal AP disconnection. If the emergency
DISENGAGE switch is used, faults will be logged in the FGC.
The SYNC facility is only available to the FD; only the level change mode and vertical
speed mode can be synchronised. In level change mode, SYNC is used to synchronise
speed; in vertical speed mode, SYNC is used to synchronise vertical speed.
Figure 1.3 - FGS Control Column Controls
FD SYNCH
button
Autopilot
disconnect
button
Pitch trfm
switches
FCOM:V1 -002
AVRO 146-RJ Series
i-V1-12.00071
Nov 01 /09
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Volume 1
Chapter 12 Topic 1
Page9
FLIGHT GUIDANCE
Overview
Thrust Lever Controls

The FGS controls on the thrust levers are shown in Figure 1.4.
There is:
An autothrottle disconnect button on each outboard thrust lever.
A TOGA button on each inboard thrust lever.
Either TOGA button is used:
To activate the FGS thrust mode and autothrottle for take-off.
To select the go-around mode when the aircraft is airborne.

Figure 1.4 - FGS Thrust Lever Controls
TOGA
bu1tons
Autothrottle
disconnect button
(One on the ENG 4
thrust lever as well).

lv1 -120007D
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 10
Mode Indication and Warning
Flight annunciators panels are fitted on the inboard side of each PFD. The flight
annunciators include FGS warning annunciators and approach status annunciators. FGS
status annunciators are to the left of each PFD. FGS advisory annunciators are below the
primary engine displays. Mode and warning annunciators for automatic landing are on the
left and right glareshield.
The standard of the flight and status annunciators depends on the L NAV system fitted.
The standard of the advisory annunciators depends on the number of FGCs fitted.
FGS mode status is given on the top of each pilot's PFD.
Figure 1.5 shows the glareshield annunciators. Figure 1.6 shows the PFDs, the flight
annunciators and the status annunciators. Figure 1.7 shows the advisory annunciators.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 11
Figure 1-5 - Glareshield Annunciators

Part of Left Glareshleld
Autoland faim
annunciator ---,H~
Autoland fall
Part of Right Glareshield
+--+- - annunciator
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 12
Figure 1.6 - PFDs, Flight Annunciators and Status Annunciators

Part of Left lnstcument Panel
Left FGS
status
Part of Right ln$trument Panel
I I I I I I
Right flight annunciatOfS
Right FGS s tatus

annunciators
Left Flight Annunciators
~::: ~1-- -r--~---~

:. : 4
1 1
:.
-1
, "'
~--~ ~- - -.
t
AIR- IJRK
,,
:;;-IIRK
'
r-:-:.-. r~~r:~l F1tted If GNSs are fi1ted.
! A
''
;:
c, r
l f7
~~~~~ l~"=r -~ I
..~,[
:...!~
"'l'~f:!
The nght ftlght annunciators are a mirror 1mage of the left
Fitted if Collins FMSs are fit1ed.
fl~ght
a.nnunciators
FGS Status Annunciators
Fitted if GNS.X NMSs or

Collins FMSs are fitted.
Fitted if GNS-XLS
FMSs are fitted.
t-YI1Nl0058
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 13
Figure 1-1 - Advisory Annunciators

Part of Centre Instrument Panel
FGS advisory
annunciators -t-~~~~~~~---.
FGS Advisory Annunciators
Single FGC standard
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AVRO 146-RJ Series
Dual FGC standard
~-v 1 _ 12.ooo&7
Nov 01 / 09
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 14
T RP
The TRP is shown in Figure 1.8; it is used in TMC and autothrottle control. The TRP
provides:
Thrust rating selection and display.
Selection of the master engine for N1 synchronisation when the autothrottle is off.
Setting of ambient air temperature and flexible thrust temperature.
Speed bug setting on the PFD speed tape.
There are three thrust rating selectors: TOGA, MCT and CLIMB. Only one mode can be
engaged at a time. There is one master engine synchronisation selector: MSTR.
The TOGA button has two green annunciators: MAX and REDU. MAX is used for a fully
rated take-off. REDU is used for flexible take-offs. MAX is normally used for GA but
REDU can be selected. The TRP initialises to TOGA MAX on power up. Subsequent
presses of the button toggle between TOGA MAX and TOGA REDU. The TOGA ratings
can be selected on the ground and in the air.
The MCT button has one green annunciator: MCT. Pressing the button selects the TRP
rating to MCT. MCT is inhibited on the ground.
The CLIMB button has two green annunciators: The first press on the button selects
CLIMB NORM. Subsequent presses toggle between CLIMB MAX and CLIMB NORM.
CLIMB is inhibited on the ground.
The MSTR button has two green annunciators: 1 and 2. The button selects and displays
the master engine for synchronisation only when the selected rating is CLIMB MAX or
CLIMB NORM and the autothrottle is off. The system initialises to engine 2; pressing the
switch toggles between engine 1 and 2. If the selected engine fails, or its FADEC fails, the
other engine is automatically selected as master.
There are two concentric knobs at the bottom of the panel. The outer one sets the
parameter for display on the LCD display at the top of the panel: N1 , TEMP and three bugs
on the EFIS speed tape.
The inner knob is used to change the TEMP setting and the speed bugs. The inner knob
does not change N1. N1 values are set by selecting a thrust rating. The knob moves in
"clicks". Each click is worth 1 "C or one kt.
T RP T EMP Selection
When the TRP is first powered and TOGA MAX is selected, the display shows dashes
when TEMP is selected. The first click of the inner knob causes the sensed temperature to
be set.
For all take-offs, TEMP is set to OAT with TOGA MAX selected. If a flexible thrust take-off
is to be made, TEMP is set to the assumed temperature with TOGA REDU selected. If
T AEou is set, the standard flexible thrust is used. However, the temperature can be set for
any degree of allowed flexible thrust. The system defaults toTAEou on power up.
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AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT GUIDANCE
Ov erview
Chapter 12 Topic 1
Page 15
TRP Off/On Selection

When the aircraft is powered up, the TRP defaults to on. Pressing an autothrottle
disconnect button for 3 seconds or more, turns off the FGS thrust modulation function.
This is also known as TRP off.
With the TRP off, thrust ratings cannot be set on the TRP and the autothrottle cannot be
used. Control is directly through each engine's FADEC. However, the speed bugs can be
still be set through the TRP.
The TRP can be turned back on by pressing one of the TRP rating buttons. In the air any
one of the three rati ng buttons turns the TRP on. On the ground, only the TOGA button
turns the TRP on.
Figure 1.8 - TRP
Selects the master engine for N1 synchronisation.
Only used in CLMB NORM AND MAX
with the AIT off.
Display shown with all segments lit.

Displays N 1, air temperature and
speed bug settings.
Selects the take-off

and GA rating. - -- .
Pressing the switch
toggles between MAX
Selects the CLIMB rating.
and REDU.
Pressing the button toggles
REDU is a standard
flexible thrust setting
any degree of flex
thrust.
between MAX and NORM.
Selects the MCT rating.
Two concentric knobs.

Outer selects the parameter to be displayed on the TRP display.
N1 , TEMP or the three bug speeds.
Inner changes the value of the selected parameter except N1 .
N1 cannot be changed directly.
N1 is the limit value for the rating selected.
FCOM:V1-002
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i-v 1-12-00066
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 16
Autothrottle Control
The autothrottle controls to a speed, controls to a thrust rating or retards the thrust levers.
If the AP/FD is engaged, the autothrottle mode depends on the FGS vertical mode. The
autothrottle controls to speed when the vertical mode is vertical speed, altitude acquire,
altitude hold or glideslope. The autothrottle controls to the TRP selected thrust rating when
the vertical mode is take-off, go-around or level change climb. The autothrottle retards the
thrust levers on entering a level change descent and during an autoland flare.
If the autothrottle is controlling to speed:
The target speed will be referenced to the speed in the MCP lAS/ MACH window.
The thrust rating set on the TRP will determine the maximum amount of thrust that
the autothrottle is allowed to use.
If the autothrottle is engaged but the FD and AP are not engaged:
The autothrottle will become active in TO MAX or TO REDU on take-off. If the

autothrottle is not disengaged, it will control to the rating selected on the TRP:
TOGA, MCT or CLIMB.
Once airborne and the autothrottle is disengaged and then re-engaged, it will
control to the thrust rating if TOGA or MCT are selected on the TRP but to the
speed selected on the MCP if CLIMB is selected on the TRP.
The autothrottle observes the limits appropriate to the active thrust rating.
If a thrust lever is so far away from the lead thrust lever that the associated FADEC is out
of trim authority, the associated blue or white trim arrow will be lit. If the white arrow is lit,
the thrust lever must be moved aft for the FADEC to regain trim authority. If the blue arrow
is lit, the thrust lever must be moved forward for the FADEC to regain authority.
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 17
With the TRP on and the autothrottle disengaged, TMC is active.

The TMC has three modes:
The basic mode.
The TOGA mode.
The MCT mode.
The basic mode is active when the TRP selected thrust rating is CLIMB NORM or CLIMB
MAX. The MCT mode is active when the TRP selected thrust rating is MCT. The TOGA
mode is active when the TRP selected thrust rating is TOGA MAX or TOGA REDU.
In the basic mode:
The engines are N1 synchronised to the selected master engine.
The thrust levers of the slave engines must be moved to extinguish the FADEC trim
arrows.
The FGC will not limit to the climb rating N 1. So the pilot must ensure that the MCT
N1 rating is not exceeded.
The EGT limit is the take-off limit of 6320C. So the pilot must ensure that the MCT
limit of 613 OC is not exceeded.
If TOGA or MCT is selected, the thrust levers must be moved to extinguish the FADEC trim
arrows. The FGC will then control to the appropriate rating and observe the appropriate
limits.
If a FADEC is out of trim authority, the associated blue or white trim arrow will be lit. If the
white arrow is lit, the associated thrust lever must be moved aft for the FADEC to regain
trim authority. If the blue arrow is lit, the associated thrust lever must be moved forward for
the FADEC to regain authority.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Overview
Chapter 12 Topic 1
Page 18
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
FGS Annunciators
The FGS annunciators are in four groups: glareshield annunciators, flight annunciators (on
the inboard side of each PFD), status annunciators (to the left of each PFD) and advisory
annunciators (below the primary engine displays).
Glareshield Annunciators
There are two FGS glareshield annunciators on each side of the glareshield: FLARE and
AUTO LAND FAIL. The annunciators are shown in Figure 2.1.
The FLARE annunciator indicates that the AP has entered the flare mode of pitch control
during an automatic landing.
The AUTO LAND FAIL annunciator indicates that a failure has occurred that needs
immediate action during an automatic landing. The annunciator extinguishes when either
the AP disengage button is pressed or when a TOGA button is pressed. The AP will
disengage automatically two seconds after the annunciator illuminates if a TOGA button is
not pressed.
Figure 2.1 - Glareshield Annunciators

Left Glareshield .Annunciators
Right Glareshield Annunciators
iv1 12-00065
FCOM:V1002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page2
Flight Annunciators
The flight annunciators are shown in Figure 2.2. The left flight annunciators are a mirror
image of the right flight annunciators. The FGS flight annunciators are:
A red AP disconnect annunciator.
An amber autothrottle disconnect annunciator.
An amber yaw damper fail annunciator.
An amber elevator trim failure annunciator.
An amber flap trim compensation failure annunciator.
Green category 2 and 3 status annunciators. The standard depends on the L NAV
system fitted.
TheEL TRIM annunciator indicates that the auto or manual electric trim has failed.
The FTC annunciator indicates a flap trim compensation fault. The FTC will be inoperative.
The AP annunciator indicates that the AP has been disengaged.
The AfT annunciator indicates that autothrottle has been disconnected.
The AP and AfT annunciators illuminate transiently on a normal disconnect. On an
automatic disconnect, an annunciator remains illuminated until an associated disconnect
button is pressed. The AP annunciator is accompanied by an audio warning. There is no
audio warning for autothrottle disconnect.
The YO flight annunciator indicates a complete loss of yaw damping: loss of one yaw
damper in a single FGC installation or loss of both yaw dampers in a dual FGC installation.
Aircraft with GNS L NAV systems have separate AUTOLAND and CAT 3 annunciators.
They mean the same thing and always illuminate together. Aircraft with the Collins FMS,
have a single CAT 3 AUTOLAND annunciator on each set of flight annunciators.
In aircraft with GNS L NAV systems, the CAT 3 and AUTO LAND annunciators illuminate
simultaneously when the autoland system is correctly configured for an automatic landing.
In aircraft with the Collins FMS, the CAT 3 AUTOLAND annunciators illuminate when the
aircraft is correctly configured for an automatic landing.
The CAT 2 annunciator only illuminates if CAT 3 status cannot be achieved but CAT 2
status has been achieved.
The CAT 2 annunciators do not illuminate if the CAT 3 annunciators illuminate.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page3
Figure 2.2- Flight Annunciators

Flight Annunciators with GNSs fitted
Left flight annunciators
Right flight annunciators
Flight Annunciators with Collins FMSs fitted
CMPRTR
MSTR
~ AIT-4
FTC
AIR BRK
EL TRIM
YO
CAT 3
AU TO
LAND
FMS APP
SPLR Y
CAT 2
SPLR G
IV1 1200064
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page 4
FGS Status Annunciators

The FGS status annunciators are to the left of each PFD. There are three FGS status
indictors:
An amber NO AUTO LAND annunciator.
A red WINDSHEAR annunciator.
An amber WINDSHEAR annunciator.
If GNS XLS FMSs are fitted, two additional FMS annunciators are fitted on each side:
A white FMS HOG annunciator.

A green FMS APP annunciator.
The status annunciators are shown in Figure 2.3.

The NO AUTO LAND annunciator illuminates when the autoland status has not been
achieved on an approach with the AP engaged and the aircraft descends below 900 It RA.
It extinguishes when go around is selected, the AP is disengaged or CAT 3 status is
achieved.
The amber WINDSHR annunciator indicates that an increasing performance windshear
has been detected. The red WINDSHR annunciator indicates that a decreasing
performance windshear has been detected.
Figure 2.3 - Status Annunciators
Status annunciators with GNS-X or Collins FMS fitted
Stat1us annunciators with GNS-XLS fitted
iV1-12-00074
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page 5
FGS Advisory Annunciators

The FGS advisory annunciators are below the PEDs. The annunciator configuration
depends on the number of FGCs fitted. The advisory annunciators are shown in Figure
2.4.
The NO CAT 3 LAND annunciator indicates that the integrity of the FGS and the necessar y
sensors is not sufficient for automatic landing. The annunciation is associated with the
selected FGC in a dual installation.
A YD advisory annunciator indicates that the associated yaw damper has failed. If only
one FGC is fitted, there will be a complete failure of yaw damping and the amber YD flight
annunciator will also illuminate.
An FGC annunciator indicates a fault within the associated FGC. The annunciator remains
illuminated for a transient fault.
Figure 2.4 - Advisory Annunciators
Single FGC standard
Dual FGC standard
i-v1 -12-00075
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page6
FGS Mode and Status Indications

The FGS mode and status indications are shown at the top of the PFD: see Figure 2.5.
There are five areas: autothrottle status, thrust mode, AP/FD engagement status, AP/FD
vertical mode status and AP/FD lateral mode status. The possible AP and FD status
annunciations are shown in Figure 2.6. The possible vertical and lateral mode
annunciations are shown in Figure 2.7.
Figure 2.5 - PFD FGS Mode and Status Annunciation
Thrust
Au tothrottle
status ----. mode
AP/FO mode status

APfFO engage
status - - - .
Engaged Armed
+- Vertical
+- Lateral
i-Y1-12.00077
Figure 2.6 - PFD AP/FD Status Annunciations

Possible AP/FO status legends
AP engaged (FD on or OFF).
FD engaged.
Autopilot has been disengaged.
FD pitch sync engaged.

iV1 1200076
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
Chapter 12 Topic 2
Page 7
FLIGHT GUIDANCE
Figure 2.7- PFD Vertical and Lateral Mode Annu nciations

Possible vertical mode active legends
-
Possible white vertical mode legends
Vertical speed (basic pitch mode).
FDSYNC.
Level change - lAS on pitch.
MaW
FDSYNC.
Level change- Mach on pitch.
1M4flil
FD SYNC.
Altitude hold.
Altitude acquire.
ILS 1 GS capture and track.

ILS 2 GS capture and track.
l'il
l'fW
ILS 1 GS armed.
Mp!;l
Autoland flare armed.
ILS 2 GS armed.
ILS 1 and 2 GS capture and track.

Autoland landing flare.
Autoland nose lower.
Pilch go-around.
IWJOj
Go-around windshear.
Pitch take-off.
llet4j
Take- off windshear.
Possible lateral mode active legends
l#e!ll
ii!tiN
f4e15Jil
f4e1;f1
l!ltfl
I!Wrl
Heading !hold or rollout after autoland.

Heading select.
Possible lateral
mode armed legends
VOR 1 armed.
ILS 1 localiser capture and track.
11e];ll
lfJe1;fl
I!U'il
I!U'JJ
l!eSI
ILS 2 localiser capture and track.
iiIfj
ILS 2 localiser armed.
1:1!51
l:!!fl
ILS 1 backcourse armed.
VOR 1 capture and track.

VOR 2 capture and track.
L NAV 1 capture and track.
L NAV 2 capture and track.
VOR 2 armed.
L NAV 1 armed.
L NAV 2 armed.
ILS 1 localiser armed.
ILS 1 and 2 localiser capture and track.

ILS 1 backcourse capture and track.
l:!!fl
ILS 2 backcourse capture and track.
*4!f1
Runway align manoeuvre to counteract crosswind.
MlijM
Track hold.
FCOM:V1-002
ILS 1 backcourse armed.
i-v1-12-00078
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page a
PFD Thrust Mode Annunciations
There is a thrust mode field in the top left of each PFD. The thrust mode field is just to the
right of the AfT field. The annunciations are shown in Figure 2.8. If the autothrottle is
engaged, the thrust mode field annunciates the autothrottle mode of control. The
annunciations are:
Green lAS. The autothrottle is controlling to the lAS in the lAS/MACH window of
the MCP.
Green MACH. The autothrottle is controlling to the Mach number in the lAS/MACH
window of the MCP.
Green TO MAX. The autothrottle is setting TO MAX N 1
Green TO REDU. The autothrottle is setting the flexible thrust N1 : either the
standard flexible thrust or any other value of flexible thrust as set on the TRP.
Green GA MAX. The autothrottle is setting GA MAX N 1
Green GA REDU. The autothrottle is setting the standard reduced GA thrust.
Green MCT. The autothrottle is setting maximum continuous thrust.
Green CLIMB NORM. The autothrottle is setting climb normal power.
Green CLIMB MAX. The autothrottle is setting climb maximum power.
Green RETARD. The autothrottle is retarding the thrust levers.
Magenta WS MAX. The autothrottle is controlling to the windshear rating.
Magenta lAS. The autothrottle is controlling to groundspeed during an increasing

windshear on the approach.
If the autothrottle is disengaged but the TRP is on, the thrust mode field indicates the
active engine rating apart from the climb rating. The thrust mode field is blank if CLIMB
NORM or CLIMB MAX is set on the TRP with the autothrottle disengaged.
On the ground, the only ratings that can be selected are TOGA MAX and TOGA REDU.
The thrust mode is shown in white while the rating is armed. The rating is engaged when
the thrust levers are moved above 45% N1 and either thrust lever TOGA button is pressed.
The thrust mode changes to green once the rating is engaged.
When the FGS GA mode is selected on the approach using a thrust lever TOGA button,
the thrust rating becomes TOGA MAX. A subsequent press on the TRP TOGA button
reduces the rating to TOGA REDU.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page9
Figure 2 .8 - PFD Autothrottle and Thrust Mode Annunciations

Possibl'e autothrottle status legends
..
Autothrottle active.
-a .
Autothrottle armed.
a.
Manual throttle operation.

Autothrottle disengaged (legend flashes).
Possible autothrottle statu s arnd thrust mode legends with the autothrottle switc h at ,
A/T WS MAX
The autothrottle is controlling to the windshear rating.
A/T TO MAX
The autothrottle is controlling to the TOGA MAX rating .
AfT TO MAX
The TOGA MAX rating and the autothrottle are armed.
A/T TO REDU
The autothrottle is controlling to the red uced thrust set on the T R P.
AfT TO REDU
The reduced thrust mode and the autothrottle are armed.
A/T GA MAX
The autothrottle is controlling to the GA maximum thrust rating.
A/T GA REDU
The autothrottle is controlling to the GA reduced thrust.
A/T MCT
A/T CLB MAX
The autothrottle is controlling to the maximum climb thrust rating.
A/T CLB NRM
The autothrottle is controlling to the normal d imb thrust rating.
A/T MACH
The autothrottle is controlling Mach number.
A/T lAS
The autothrottle is controlling lAS.
A/T lAS
The autothrottle is controlling ground speed during increasing windshear.
A/T RETARD
Possibl'e thrust mo de legends with th e autothrottle disen gaged

WSMAX
The TMC is controlling to the windshear rating.
TO MAX
The TMC is controlling to the TOGA MAX rating.
TO MAX
The TOGA MAX rating is armed.
TO REDU
The TMC is controlling to the reduced thrust set on the TRP.
TO REDU
The reduced thrust mode is armed.
GA MAX
The TMC is controlling to the GA maximum thrust rating.
GA REDU
The autothrottle is controlling to the GA reduced thrust mode.

The autothrottle is controlling to the maximum continuous thrust r.a ting.
i-v1-1 2-0I
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 2
Page 10
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
FGC Functions
The FGC functions are shown in Figure 3.1 .
Figure 3.1 - FGC Functions
Flight Guidan ce Computer
Flight Director
Can be used from take-off through to decision height
Can be used for go-around.
Three axis Autopilot
Can be used from 350 f1 after take-off through to an
automatic landing.
Can be used for go-around.
Altitude Alerting
Yaw Damper
Audio and visual warnings.
The yaw damper engages automatically.

Electric Trim
The electric trim drives the elevator trim ta'bs to give:
,... AP pitch trim.
,... Electric trim via the column switches.
,... Flap trim compensation.
Reactive Windshear
Windshear detection.
Windshear recovery guidance.
Thrust control
Reduces the workload when the thrust levers are
being manually controlled.
Autothrottl e
Can be used from take"off through to landing.
Can be used for a go-around.
FCOM:V1-002
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II
Nov 01 / 09
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Volume 1
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page2
FGS Architecture
The FGS architecture is shown in Figure 3.2.

The FGC takes the following sensor inputs:
Both IRSs .
Both ADCs .
Both radio altimeters .
Both L NAVs.
Both VHF NAVs.
The electric trim switches .
Engage and mode selection is received from the MCP. The FGC sends back data for
display on the MCP.
The thrust rating selection is received from the TRP. The FGC sends back data for display
on the TRP.
The thrust levers make an input to the FADECs. The TMC asks the FADECs to trim the
thrust lever input to achieve the desired engine speed.
The autothrottle drives the thrust levers via one servo and four clutches: one clutch for
each thrust lever. The pilot can always override the autothrottle; the clutches will
disengage when the autothrottle is opposed by a manual input to the thrust levers. The
clutches automatically re-engage when the thrust levers are released.
The yaw damper adds its input to the mechanical summing device at the rudder.
The autopilot normally flies the aircraft through the aileron servo tabs and the elevator
servo tab. The autopilot applies elevator trim through the elevator trim tab servo. FTC and
the pitch trim switch input also control the elevator trim tab servo.
During take-off, go around and an autoland approach, the autopilot also flies the aircraft
through the parallel rudder. The YO is automatically disengaged when the parallel rudder
is engaged.
The parallel rudder makes an input in parallel with the rudder pedals; so the rudder pedals
move.
The YO and AP can be used independently.
The FD sends commands to both EFIS SGs.
The FGC sends mode annunciation signals to the EFIS and to panel annunciators.
The windshear detection and recovery system sends signals to the AP, FD, thrust control
FGS functions and to the EFIS.
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Volume 1
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page 3
Figure 3.2 - FGS Architecture
ADC
...
RAD
ALT1
... lo-
IRS 1
I I
ADC2
lo-
RAD
...
r
VHF
NAV2
LNAV 2
LNAV 1 J
... r
.. ,.
... lo-
..
Flight Gu idance Computer
AlT2
IRS 2
VHF
NAV1
,"'
"' TRP
....
...
Thrust
control
MCP
FO
~ ,
Fadecs
""
,
TMC
fir
Wlndshear
detection
and
rt<:overy
Mode
annunciation
El
'
I Servo
FTC
Parallel
rudder
YO
,... ,
,'
Actuator
.. ,....., ..-,
r
Rudder
FCOM:V1-002
...
s
'-
Aileron
servo tab
Rudder
pedals
'
I Servo I
,,
I Servo
Elevator sorvo tab
Elovator trim tab
AVRO 146-RJ Series
A
n
n
u
n
c
I
t
r-
Servo
,, D
..
'
Elevator
Autopilot 1-+o
trim drive
Servo
...
+
...._
Servo
Elevator
trim
Rudder
trim
EFtS
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page4
Flying Control Servo Motors
Each FGC drives the flying controls through four servo motors:
The FGC 1 elevator servo is in the tailplane and drives the left pitch control circuit
at the input to the left elevator servo tab. Thus the left column moves when the AP
makes an input. With the columns connected, the right column and right elevator
servo tab also move.
The FGC 2 elevator servo is in the tailplane and drives the right pitch control circuit
at the input to the right elevator servo tab. Thus the right column moves when the
AP makes an input. With the columns connected, the left column and left elevator
servo tab also move.
The FGC 1 aileron servo is in the left wing and drives the left roll control circuit at
the input to the left aileron servo tab. Thus the left handwheel moves when the AP
makes an input; the left roll spoiler will also operate normally. With the handwheels
connected, the right handwheel and the right aileron servo tab also move; the right
roll spoiler will operate normally.
The FGC 2 aileron servo is in the right wing and drives the right roll control circuit at
the input to the right aileron servo tab. Thus the right handwheel moves when the
AP makes an input; the right roll spoiler will also operate normally. With the
handwheels connected, the left handwheel and the left aileron servo tab also move;
the left roll spoiler will operate normally.
The FGC 1 elevator trim servo is in the tailplane and drives the pitch trim circuit at
the input to the left elevator trim tab. Thus the trim wheels move and the right trim
tab moves when the FGC makes a pitch trim input.
The FGC 2 elevator trim servo is in the tailplane and drives the pitch trim circuit at
the input to the right elevator trim tab. Thus the trim wheels move and the left trim
tab moves when the FGC makes a pitch trim input.
The FGC 1 and 2 parallel rudder servos are in the linkage from the rudder pedals to
the rudder summing mechanism in the tail. Thus the rudder pedals move when the
parallel rudder makes an input.
Each servo motor has a clutch. If two FGCs are fitted, the servo motor clutches for the not
in use FGC are open. When the AP is disengaged:
The in use FGC pitch, roll and rudder clutches are open.
The trim clutch closes when the pitch trim switches are operated or when flap trim
compensation is active; otherwise, the trim clutch is open.
When the AP is engaged:
The in use FGC pitch, roll and rudder clutches are closed.
The in use FGC parallel rudder clutch is closed only when the parallel rudder is
engaged.
All the servos can be overpowered by the pilot. The clutches slip when the pilot
overpowers the AP through the column, handwheel, rudder pedals or pitch trim wheels.
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Volume 1
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page 5
Flying Control Position Sensors
Each FGC has sensors to sense the positions of:
The elevator servo tabs.
The elevator trim circuit.
The ailerons.
The aileron servo tabs.
The roll spoilers.
The rudder.
Yaw Damper Actuator
Each yaw damper actuator is an electric motor driving two linear rams that connect to the
mechanical summing mechanism in the tail. The input is in series with the rudder pedals
and so the rudder pedals do not move when the yaw damper makes an input.
Each yaw damper actuator has a brake. The brake is electrically operated. If electrical
power is lost the brake is applied.
Power Supplies
The system 1 power supplies are:
FGC 1 primary power is from ESS DC; the backup power is from the ESS/BATT
bus.
ESS AC powers the servos.
ESS DC and DC 1 are required for the AP servo clutches.
ESS DC is required for the trim clutch.
DC 1 for the yaw damper.
DC 1 for the autothrottle.
The system 2 power supplies are:
FGC 2 primary power is from DC 2; the backup power is from the ESS/BATI bus.
AC 2 powers the servos.
DC 2 is required for the AP servo clutches.
DC 2 is required for the trim clutch.
DC 2 for the yaw damper.
DC 2 for the autothrottle.
The TRP requires DC 1 and DC 2.

Altitude alerting requires ESS AC and ESS DC.
The AP disconnect warning is powered from EM ERG DC.
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Volume 1
FLIGHT GUIDANCE
FGS Architecture
Chapter 12 Topic 3
Page6
Circuit Breakers
The FGS flight deck circuit breakers are on the bottom row of the overhead FLIGHT
CONTROLS circuit breaker panel. They are shown in Figure 3.3.
There are circuit breakers for
The alternate power supply for each FGC.
The left and right flight annunciator red AP annunciators.

Figure 3.3- Flight Deck Circuit Breakers
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FD Switches
The FGC supplies an FD output for both EFIS symbol generator displays: SG 1 and SG 2.
Two F/D BARS switches on the MCP allow the FD display for each SG to be switched
independently. The left switch is for EFIS SG 1, the right switch is for EFIS SG 2 . The left
switch normally controls the FD bars on the left PFD and the right switch normally controls
the FD bars on the right PFD. Each switch has two positions: ON and OFF. At ON, the
display to the associated indicator is enabled. At OFF, the FD symbol is removed from the
associated display.
FD Symbol
There are two types of FD command bars:
A V bar symbol, also known as a single cue FD.
A vertical bar and a horizontal bar, also known as a split cue FD.
Single Cue
The single cue V bar symbol gives a combined pitch and roll command; the associated
aircraft symbol is a wedge shape matching the V bars. To satisfy the FD command, the
aircraft symbol must be flown into the FD V bar.
The V bar symbol is shown in Figure 4.1.
Split Cue
The split cue vertical bar gives a roll command and the horizontal bar gives a pitch
command. To satisfy the roll command, bank must be applied towards the vertical bar.
The command is satisfied when the bar passes through the centre of the aircraft symbol.
To satisfy a pitch command, the aircraft must be pitched towards the horizontal bar. The
command is satisfied when the bar passes through the centre of the horizontal bar of the
aircraft symbol.
The split cue symbol is shown in Figure 4.2.
FD Failure
If the FD fails, the bars are removed from the attitude display and a fail symbol shown.
The fail symbol is FD written in yellow on the left of the attitude display. The symbol is
shown in Figure 4.3. The fail symbol is removed from the display if the on side F/D switch
is selected to OFF.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
FD Displays
Chapter 12 Topic 4
Page 2
Figure 4.1 - Single Cue EFIS FD

Command to bank to the
left and increase the
p itch attitude _
Aircraft is below the
glideslope and to the right or
the loc:aliser.
The FD has computed a need

to tum to tile left to regain the
locallser and a need to
increase the pitch attrtude to
regain the glideslope.
FD V bars
Aircraft s ymbol
Command satisfied.
The aircraft is turning towards
the loc:aliser.
The pitch attitude Is Increased
to regain the glideslope.
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Volume 1
FLIGHT GUIDANCE
FD Displays
Chapter 12 Topic 4
Page3
Figure 4.2 - Split Cue EFIS FD
Command to bank to the

left and Increase the
pitch attitude.
Alrcreft is below the
glideslope and to the right of
the locallser
The FD has compute<! a need
to turn to the left to regaln the
locali:ser and a need to
Increase the pitch attitude to
regatn the glidestope.
FD roll bar
Command satisfied.
lhe atrcrafl ts turning towards
the localiser
The pitch attitude is increased
to regain the glideslope.
...., 12.(10082
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Volume 1
FLIGHT GUIDANCE
FD Displays
Chapter 12 Topic 4
Page 4
Figure 4.3 - EFIS witrh FD Failed

Single Cue
FD f ail flag
Split Cue
FD fail flag
l-vH2-000&1
FCOM:V1 -002
AVRO 146-RJ Series
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Controls and Indicators

The AP, FD and autothrottle engagement selectors are on the MCP. The FD is normally
disengaged using the F/ D selectors on the MCP. The AP is normally disengaged using the
AP DISC buttons on the control columns The autothrottle is normally disengaged using the
A/T DISC buttons on the outboard thrust levers.
The AP can be disengaged using the DISENGAGE selector on the MCP. However this
selector is only for emergency use.
The AfT can be disengaged by forcing the MCP selector to OFF. However the thrust lever
buttons should normally be used.
There are two MA lights on the MCP: one on the left and one on the right. The left MA light
indicates that the FGS is using L NA V 1 and V/L 1 as the navigation sources and left baro
corrected altitude as the altitude source. The right MA light indicat es that the FGS is using
L NA V 2 and V/L 2 as the navigation sources and right baro corrected altitude as the
altitude source.
The MCP engagement controls and indicators are shown in Figure 5.1.
Engagement status for the AP, FD and autothrottle are also indicated by annunciators at
the top of each PFD. AP and autothrottle disengage flight annunciators are on each pilot's
instrument panel. A cavalry charge audio warning is given whenever the AP disconnects.
There is no audio warning for autothrottle disconnect.
Figure 5.1 - MCP Engagem ent and Controls Indicators
Autothrottle
lnd icator light

AP engage buttons
w--- -
MA lights - -
AP emergency
disengage switch
FO switches
~...11200080
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Volume 1
FLIGHT GUIDANCE
Engagement and Disengagement
Chapter 12 Topic 5
Page2
AP and FD Engagement and Disengagement
The MCP controls and indicators are shown in Figure 5.2.

The MCP master indicator lights (MA) indicate which NAV source and which baro
correction the AP/FD is using for guidance and control. When an MA light is illuminated,
the on side navigation sources and baro correction will be used by the FGS. When the
FGS is in approach mode and using both ILSs, both MA lights will illuminate.
The navigation sources are the VOR receivers, the ILS receivers and the two L NAVs. The
baro correction can be from the left or right altimeter.
The FD switches select the associated FD on and off. If the AP is not in use, the first FD to
be switched on becomes the master: that is, the MA light above that FD switch will
illuminate and the on side navigation sources and baro correction will be used by the FD.
Engagement of the FD is indicated by a green FD legend on the PFDs.
Both FDs are automatically displayed if windshear is detected and the windshear mode is
take-off or go around. The FD bars bias out of view when the flare mode of the automatic
landing engages.
Pressing either AP engage button causes it to illuminate ON and the appropriate MA light
illuminates. The master status determined by a previously engaged FD is overridden by
AP engagement. When the AP is engaged, selecting the other AP engage button changes
the navigation and baro correction source, except that the baro correction source will not
change if the vertical mode is ALT ACQ or ALT HOLD.
The AP can be engaged on the ground for test purposes; however, if left engaged for take
off, it automatically disconnects at 60 knots. Re-engagement is inhibited until 1o seconds
after take off.
The AP emergency disengage selector is pulled down to disengage the AP. When down,
power is removed from the aileron, elevator and rudder servomotor clutches; the YO,
autothrottle, FTC and electric trim are not affected. The switch should only be used in an
emergency since its use will cause faults to be logged in the FGC.
The PFD and FGS annunciations are shown in Figure 5.2. There is an AP and FD status
field in the top right corner of each PFD. It displays a green AP, flashing red AP, green FD
or white FD legend. The green AP legend indicates that the AP is engaged. The green FD
legend indicates that the AP is disengaged but the FD is engaged. The white FD legend
indicates that the AP is disengaged but the FD is engaged in the pitch sync mode. The
flashing red AP legend indicates that the AP has been disengaged.
There is a red AP annunciator on each pilot's set of flight annunciators.
The AP disengage warning is the red AP flight annunciator, the flashing red PFD AP status
annunciator and a cavalry charge audio warning.
When the AP is disconnected normally using a control column AP DISC button, the AP
disconnect warning is given for 3/4 of a second. When the AP disconnects for any other
reason , the AP disconnect warning is given until the disconnect is acknowledged by
pressing either control wheel disconnect button.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 5
Page3
Figure 5.2 - AP and FD Engagement and Disengagement
AP engage bll.rttons
AP emergency
disengage switch
' - - - - - - - - - - - - - FD switc hes _ _ _ _ _ _ _ _ _ _ ___,t

AP and FD ongago status annunciator
AP flight annunciator
Flight annunciator illuminates when

the autothrotlle is disconnected.

for Y. of a second
On an automatic disconnect.
until either AP dlsoonnect button ts pressed.
Possible APIFD status legends:
AP engaged (FD on or OFF).
-
-
Wheneve-r the AP tnght annunclat:or is lit, the status annunciator flashes in red.
The AP is disengaged and the FD engaged.
The AP Is disengaged and the FD Is in the pitch sync mode
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FLIGHT GUIDANCE
Chapter 12 Topic 5
Page4
Autothrottle Engagement
The autothrottle controls and indicators are shown in Figure 5.3.
The autothrottle is engaged with a two position AfT switch on the MCP. The switch
positions are ARM and OFF. The switch is held at ARM by a solenoid. The solenoid
releases the switch to OFF if a fault occurs or if either thrust lever autothrottle disconnect
switch is pressed.
A green light next to the switch illuminates whenever the switch is at ARM.
Setting the switch to ARM in the air arms or engages the autothrottle. The autothrottle
engages as soon as the conditions for engagement are met.
Setting the switch to ARM on the ground, arms the autothrottle. The autothrottle is then
engaged when a TOGA selection is made for take off.
The autothrottle can be disarmed or disengaged by forcing the MCP AfT switch to OFF.
However, the autothrottle is normally disengaged by pressing either of the disengage
buttons on the outboard thrust levers.
There is an autothrottle status field in the top left of the PFD. It displays a white AfT, green
AfT or flashing amber AfT legend. White indicates that the AfT is armed; green indicates
that it is active; flashing amber indicates that it has been disengaged.
There is an amber AfT annunciator on each pilot's set of flight annunciators. Whenever the
AfT annunciator is illuminated, the PFD status annunciator flashes in amber.
If the autothrottle is disconnected by pressing either thrust lever disconnect button, the
PFD AfT legend flashes in amber for 4 seconds and the AfT annunciator illuminates
steadily for 4 seconds.
If the autothrottle is disconnected by moving the AfT switch to OFF, the PFD AfT legend
flashes in amber for one and a half seconds and the AfT annunciator illuminates steadily
for one and a half seconds.
If the autothrottle is disconnected automatically, the PFD AfT legend flashes in amber and
the AfT annunciator illuminates steadily. The AfT legend is removed and the AfT
annunciator extinguishes once the automatic disconnect is acknowledged by pressing
either thrust lever disconnect button.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 5
Page 5
Figure 5.3 - Autothrottle Controls and Indications
Speed w indow (VSEL)
Speed selector
Autothrottle status annunciator
Autothrott.l e night annunciator
Flight annunciator iiJuminates when

the autothrottle is dsconnected

for 4 seconds.
On an automa tic disconn&et,

until either AfT disconnec1 button is pressed.
When ttle AfT is engaged, the AfT status annunciator is greet\.

\Nhen the AfT is anned, the AfT status annunciator is white.
\Nhenever the AfT flight annunciator is lit
the NT status annunciator flashes in amber
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IYl-12-QOO&e
Nov 01 / 09
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 5
Page6
Yaw Damper
A yaw damper will engage automatically when its master switch is on.
If two FGCs are fitted, both yaw dampers are active. If one fails, the other provides
adequate yaw damping.
The yaw damper(s) are automatically disengaged if the parallel rudder engages. The
parallel rudder then carries out the yaw damping function. The yaw damper(s) are
automatically reengaged when the parallel rudder disengages.
If a yaw damper fails, its white YO fail advisory annunciator illuminates beneath the PEDs;
if only on FGC is fitted, there will be a total loss of yaw damping and the amber YO flight
annunciators will also illuminate.
If two yaw dampers are fitted and they both fail , both white YO fail advisory annunciators
will illuminate; there will be a total loss of yaw damping and the amber YO flight
annunciators will also illuminate.
Total loss of yaw damping is not accompanied by an audio warning.
If only one FGC is fitted and the YO MSTR switch is selected OFF, the yaw damper will be
lost but the amber YO annunciator will not be illuminated.
If two FGCs are fitted and both YO MASTER switches are selected OFF, the yaw damper
will be lost but the amber YO annunciator will not be illuminated.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 5
Page 7
Parallel Rudder
The yaw channel of the AP is known as the parallel rudder. It has the authority to cope
with an engine failure. The parallel rudder is only used for take off, go around and autoland
phases of flight. When the parallel rudder is engaged, the YO is automatically disengaged
and the parallel rudder carries out the YD functions.
The parallel rudder is only available when the AP is engaged:
In TRK mode.
OR
In APP mode after CAT 3 green status has been achieved.
The parallel rudder, when engaged:
Will apply rudder, if necessary, when the FGS enters the ALIGN mode on a
category 3 approach.
Ensure that the slip ball is central, using manual rudder inputs, and the rudder trim is
neutral prior to engagement of the autopilot. Do not trim the rudder again unless the
parallel rudder is disengaged.
If the AP disengages when the parallel rudder is engaged, the aircraft may yaw and roll
until manual rudder is applied.
Selecting a new lateral mode from TRK will disengage the parallel rudder. Guard the
rudder pedals with the feet when changing mode. Manual rudder input and rudder trim
must then be applied if required.
FCOM:V1-002
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Volume 1
FLIGHT GUIDANCE
Chapter 12 Topic 5
Page a
Stall System
The autopilot is automatically disconnected if the stall protection system gives a stick push
signal.
However, the FGS can inhibit the stick push under some conditions.
The FGS can disconnect the autopilot if stick shaker incidence is exceeded under some
conditions.
The FGS inhibits stick push during an increasing performance windshear:
Whenever the AP is engaged.
When the FD is engaged at and below 350 ft radio altitude.
When just the FD is engaged above 350 ft radio altitude, the FGS delays stick push for one
second.
The FGS will disconnect the autopilot when the aircraft is above 150 ft radio altitude if:
Stick shaker incidence is exceeded for more than two seconds.
The FGS pitch mode is not TO , GA, TOWS or GAWS.
FCOM:V1-002
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SYNC Button
A SYNC button is on the outboard side of each control wheel. The right SYNC button is
Figure 6.1 - SYNC Button
FD SYNCH
button
Autopilot
disconnect
button
Pitch trim
switches
11 1200089
The SYNC buttons are inoperative when the AP is engaged. The SYNC buttons are only
active when the FD is engaged and the AP is disengaged. The only two modes that
respond to the SYNC button are vertical speed and level change. In level change either
Mach number or lAS are synchronised.
SYNC Indication
When the SYNC facility is used, the AP/ FD status annunciator on the PFD displays a white
FD legend.
Using SYNC
When a SYNC button is pressed, the FD pitch command follows the aircraft symbol and
the mode is continually redatumed. When the button is released, the new datum is
displayed on the MCP and the FD gives commands to the new datum.
FCOM:V1002
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AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Synchronisation Facility
Chapter 12 Topic 6
Page2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AP and FD Modes
and FD with the exception that there is no FD autoland mode.
The vertical modes are:
Take-off - holds speed.
vertical mode.
Altitude hold - holds the altitude existing on mode engagement.
Glideslope - acquires and holds an ILS glideslope.
Flare - the autoland flare manoeuvre.
Ground - the autoland nose lowering mode.
Go around- holds the speed in the MCP speed window.

Take-off or go around windshear - windshear recovery flight path guidance.
Track - holds the aircraft track.
Heading hold - rolls the wings level and then holds heading; heading hold is the
basic lateral mode.
Heading select- holds the heading in the MCP HEADING window.
L NAV - acquires and holds a lateral navigation system track.

VOR - acquires and holds a VOR radial.
Localiser - acquires and holds an ILS front course.
Back localiser- an optional mode that acquires and holds an ILS back course.
Ground roll - the autoland lateral control on the runway.
Basic Modes
The basic vertical mode of the AP/FD is vertical speed. The basic lateral mode is heading
hold: annunciated as ROLL on the PFD.
The default pitch mode on the ground is take off; the default lateral mode on the ground is
track.
If the AP and FD are disengaged when the aircraft is airborne and then either the AP or the
FD is engaged, the e ngagement modes will be:
Take off and track if the aircraft has been airborne for less than three minutes and
has not climbed above 2 000 ft radio altitude.
Vertical speed and heading hold for all other cases.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 2
Speed Selector
The speed select controls are shown in Figure 7. 1. The lAS/MACH display shows the
selected lAS or Mach number. The changeover (C/O) button changes the <lisplayed speed
between lAS and Mach number. The speed selector changes the displayed lAS or Mach
number. The speed selector is detented; each detent is worth 1 kt or 0 .01 Mach. One
rotation of the knob changes the lAS by 36 kt or 0.36 Mach.
On power up, the display initialises to 100 kt. The speed can then be set between 80 kt
and VMO in 1 kt steps. When Mach is displayed, the Mach number can be set from
0.50 M to MMO in steps of 0.01 M.
Changeover to Mach number is inhibited if the changeover would result in a Mach number
less than 0.50. Automatic changeover from lAS to Mach occurs on climbing through
FL 245. Automatic changeover from Mach to lAS occurs on descending through FL 235. If
the vertical mode is left in TO for the climb, automatic changeover from lAS to Mach will
not occur.
lAS automatically changes to Mach if MMO is equalled or exceeded for more than one
second. Mach automatically changes to lAS if VMO is equalled or exceeded for more than
one second.
The left most digit of the window displays flags associated with operation outside the
aircraft speed limits. If the airspeed exceeds the maximum for the configuration a flashing
signal consisting of all segments on is displayed. If the airspeed falls below VMIN, a
flashing A is displayed.
Figure 7.1 -Speed Select Controls
lAS/MACH window
Displays
lS
or MACH.
-------------.l
Speed selector - - - - - - '

Changes the speed In the lAS/MACH Window
Changeover button
Changes the speed in the lAS/MACH window between lAS and MACH.
1-v 1-12.ooo90
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AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page3
Take-off Mode
There is no take-off mode selector. Take-off mode is automatically entered on the ground
when either FD switch is selected ON. The AP must not be used below 350ft agl.
The only other time that take ~off mode can be entered is from the AP and FD disengaged
state when the aircraft has been airborne for less than three minutes and is below 2 000 ft;
in this case, take-off mode automatically engages when either the AP or the FD is
engaged.
Whenever TO is engaged, the lateral mode automatically becomes TRK. However, in the
air, the lateral mode can subsequently be changed independently of the vertical mode. TO
mode can remain engaged with a lateral mode other than TRK.
Take off mode holds speed. The TO mode speed holding function is designed on the
assumption that the pilot sets V2 in the MCP selected lAS window.
Changes to the lAS selector knob position are ignored (window value does not change)
from 75 kt until:
If RA is valid, RA is 350ft or more.
If RA not valid, 20 seconds after lift off.
After rotation, the FGS holds a speed relative to V2 until a change is made to the MCP
selected lAS.
Before a change is made to the selected speed, the held speed depends on whether an
engine has failed.
Once a change to the selected lAS is made, the speed held will be the selected lAS or
MACH regardless of whether an engine fails.
If an engine does not fail and a change to the selected lAS has not been made, the initial
speed held is V2 + 10 kt.
Engine failure is assumed if the N1 between opposing engines differs by more than 10%.
In this case, if a change to the selected lAS has not been made, the speed held will be:
V2 if the actual lAS at the time of failure is V2 or less.
The actual lAS if it is between V2 and V2 + 10 kt at the time of failure.
V2 + 10 kt if the actual lAS is V2 + 10 kt or greater at the time of engine failure.
If the autothrottle is engaged when the FGS vertical mode is take off, the autothrottle will
set the thrust rating selected on the TRP.
FCOM:V1-002
AVRO 146-RJ Series
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AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 4
Vertical Speed Mode

The vertical speed MCP controls are shown in Figure 7.2. Vertical speed mode is the
basic vertical mode. It controls the aircraft vertical speed to that displayed on the MCP.
The display is blank when VS mode is not engaged.
Vertical speed is engaged by pressing the VS push button.
When VS is engaged, the display is initialised to the current aircraft vertical speed. The
thumbwheel can then be used to vary the vertical speed between -7 900 and 6 000 ftlmin.
The thumbwheel changes the display in 50 fVmin steps for rates of climb and descent less
than 1 000 IVmin. Above 1 000 tvmin, the steps are 100 IVmin.
If the autothrottle is engaged when the AP/ FD is in VS mode, the autothrottle controls to
the MCP selected lAS or MACH. If an incompatible VS and lAS are set, the AP/FD will
control the vertical speed and the selected lAS will not be held.
If the aircraft speed exceeds VMAX or falls below VMIN an automatic change is made from
VS to LVL CHG.
If the VS button is pressed when the vertical mode is VS, nothing happens because VS is
the basic vertical mode.
Figure 7.2 - Verical Speed Mode
lAS/MACH window
If the autothrottile is engaged, it holds lAS or MACH.
Vertical speed mode selector

VS mode is engaged by pressing the button.
VS is adjusted with the thumbwheel.
The AP/FD holds the vertical speed in the VERT SPEED window.
FCOM:V1-002
AVRO 146-RJ Series
Vertical speed selector

(Thumbwheel)
i-v1-12-00091
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Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 5
Level Ch ange Mode

Level change mode is selected by pressing the LVL CHG pushbutton. The button
illuminates ON when the mode is selected. The MCP controls are shown in Figure 7.3.
The AP/FD will hold the selected lAS or Mach. Flight path limits cause the aircraft to
manoeuvre towards the selected altitude. If the autothrottle is engaged:
In a climb, it will select the thrust to t he TRP selected rating.
In a descent, it will go into RETARD mode; the thrust levers will be moved aft for 12
seconds. During the 12 second period, RETARD will be shown in green in the PFD
thrust mode field. At the end of the 12 second period, the thrust mode field will
blank and the AIT green legend will change to white. When the new altitude is
acquired, the AIT legend will change to green and the thrust mode will change to
speed (lAS or MACH).
If the autothrottle is not engaged, the power must be set manually.

If, in LVL CHG, the airspeed cannot be maintained within VMAX and VMIN and the flight path
angle limits have been reached, the AP and FD are automatically disengaged.
If the L VL CHG mode is left by pressing the LVL CHG push button , VS is engaged.
Figure 7.3 - Level Change Mode
IASJMACH window
ALTITUDE window
The AP/FD holds the

speed in the wtndow.
The AP/FD manoeuvres towards

the altrtude m the window.
level change mode selector

l VL CHG mode lS engaged by pressing the but1on.
The AP/FD manoeuvres the aircraft towards the altitude in the ALTrTUDE window.
The AP/FD holds the speed In the lAS/MACH window.
If the autothrottle Is engaged:
In a clrmb it will set the thrust rating selected on the TRP.
In a descent rt w11l go into retard for 12 seconds and then drop 1010 ARM.
If the aut.othrottle is not engaged, thrust must be set manually.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page6
Altitude
The altitude section of the MCP has an altitude selector, a selected altitude display and an
altitude hold mode selector push button. The controls are shown in Figure 7.4.
The selected altitude range is from zero to 50 ooo ft. The selector moves in steps of
100 ft. One complete rotation of the selector changes the altitude by 6 400 ft.
If the altitude reference fails, the display shows four dashes.
The altitude mode has an acquire (ACQ) function and a hold (ALT) function . The hold
mode is normally entered through the acquire mode. When the selector button is pressed,
the acquire mode is entered and then the hold mode is entered.
The pushbutton illuminates ON when either the acquire mode or the hold mode is
engaged.
The selected altitude is always armed. There is no manual arm switch.
The selected altitude is the datum for altitude alerting. Warning of approach to the selected
altitude is given with 1 000 ft to go.
If the selected altitude is the same as the held altitude, altitude hold cannot be left for level
change or vertical speed but can be left for glideslope mode (GS).
When in altitude hold mode, changing the altimeter sub-scale has no effect on the held
altitude.
If the selected altitude is the same as the actual aircraft altitude and the AP and the FD are
disengaged, then, when the AP or FD is engaged, the active mode transitions rapidly from
VS to ALT hold.
Leaving altitude hold by pressing the AL T mode selector button changes the mode to VS
provided the held altitude differs from the selected altitude.
If the autothrottle is engaged when the AP/ FD is in ALT mode or ACQ mode, the
autothrottle controls to the MCP selected lAS or MACH.
Glideslope
Glideslope mode captures and tracks an ILS glideslope.

The mode is armed when the MCP APP button is pressed.
If the autothrottle is engaged when the AP/FD is in GS mode, the autothrottle controls to
the MCP selected lAS.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 7
Figure 7-4 -Altitude Hold Mode
Selected altitude - - - - ,
It 1s always armed.
IASTMACH window ~
If the autothrottle is eng
. aged.
It is the datum for altitude

hold and altitude alerting
It holds lAS 01' MACH
Altitude hold mo de selector

The altitude hOld mode is engaged by preSSing the
button or automati<;ally via the acquire mo<le.
The AP/FD holds the altitude m the Al TIT!UDE window.
Altitude $elector
Changes the altitude in
the ALTITUDE wmdow
..v1-12000D3
Autothrottle Speed Holding

Whenever the autothrottle is engaged in the air in the speed holding mode, the MCP
selected speed reverts to the existing aircraft speed. The autothrottle should be engaged
before changing to a new speed.
Go-around
Go-around mode can be selected when the aircraft is below 2
pressing either TOGA button.
ooo ft
radio altitude by
In go-around mode, the FGS commands a pitch attitude to hold the greater of VseL and
VM1N; however the speed will not be allowed to exceed VMAx The active vertical mode is
annunciated as GA :and the active lateral mode becomes TRK. However, the lateral mode
can subsequently be changed independently of the vertical mode. GA mode can remain
engaged with a lateral mode other than TRK.
If the autothrottle is e ngaged, it selects GA MAX thrust.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 12 Topic 7
Page8
FLIGHT GUIDANCE
AP and FD Modes
Heading Modes
There are two heading modes: heading hold and heading select. Heading hold is the basic
lateral mode and is annunciated as ROLL on the PFDs; heading select is annunciated as
HOG. The MCP heading hold controls are shown in Figure 7.5.
When heading hold is engaged, the FGS just rolls the wings level and then holds heading;
the FGS does not respond to the heading selector.
Heading select is engaged if the HOG button is pressed; the button illuminates ON when
HOG is engaged. The aircraft will take up the heading on the HEADING display.
The selected heading is changed by the heading selector. Once HOG is engaged, the
aircraft will turn in the direction that the selector is moved; not the shortest way to the bug.
Thus changes of heading greater than 180 o can be made with just one change of the
selector.
The heading selector is detented; each detent is worth one degree. One rotation of the
knob changes the heading by 36 .
The heading selector is the inner of a pair of rotary concentric controls. The outer control
is a bank angle limiter; it can be set from 10 to 30 in 5o steps. At 30, the FGS limits to a
nominal 28 . The bank angle limiter is operational i n just the HOG and VOR modes. The
TRK, L NAY and localiser modes have computed bank angle limits.
If the HOG button is pressed with HOG engaged, the FGS lateral mode becomes heading
hold.
Figure 7.5 - Heading Hold Mode
Heading window
The AP/FD holds the heading
in the HEADING window.
LNAV
-.=
Outer knob - - - - - - - - - - Sets the bank angle limit from 1o

to 30" in 5 steps.
-~-
VNAV
VOR LOC
-~-
=
30~~
Bank angle limit selector
1~__,
Jt.;o
HOG SEL
MLS
APP
ON
Heading selector
Inner knob - - - - - - - - - - - - '
Selects the heading.
The aircraft will turn in the direction
that the control is moved.
HEADING
Heading select mode selector

The heading hold mode is engaged
by pressing the button.
i-v1-12-00094
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AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page9
Track Mode
Track (TRK) mode is the lateral mode 1hat always goes with TO and GA on init ial
engagement. If take-off is engaged for the take-off ground roll, the track held will be that
existing at 80 kt.
If TRK is engaged in the air, the track held is the track existing at engagement.
L NAV Mode
L NAV mode is engaged by pressing the L NAV button. If L NAVis selected, the L NAV
associated with the illuminated MA lamp is engaged and the button illuminates ON. If the L
NA V button is pressed with the mode engaged, the FGS transitions to heading hold.
The L NAV MCP indications are shown in Figure 7.6 .
Figure 7.6- L NAV Mode
The MA. lights
lndteate which L NAV Is bemg used
L NAV mode selector

The L NAV mode Is engaged by presstng the botton .
..vt-1Ul009S.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 10
VOR LOC Mode

VOR LOC mode allows engagement of the VOR or localiser associated with the illuminated
MA light. The frequency tuned on the associated NAY controller determines whether VOR
or localiser is engaged. The VOR LOC MCP indications are shown in Figure 7.7.
Provided APP is not engaged, pressing VOR LOC with the mode engaged changes the
lateral mode to heading hold.
VOR mode captures and holds a VOR radial. Localiser mode holds an ILS course.
The localiser mode can also be armed by pressing the MCP APP button.
Back course mode is available as an option. If the option is fitted:
Front course localiser (LOC) mode is automatically armed when an ILS has been
tuned, VOR LOC or APP has been selected and the aircraft track is less than 100
from the selected front course.
Back course localiser (BLOC) is automatically armed when an ILS has been tuned,
VOR LOC has been selected and the aircraft track is less th an 80 from the
reciprocal of the selected front course.
At intercept angles near the changeover point it is possible for the mode to change
between LOC and BLOC.
Figure 7.7- VOR LOC Mode
The MA lights
Indicate which VHF NAVIs being used
VOR LOC mode selector

The VOR LOC mode is engaged by pressing the button
l'\'1- t2D0096
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AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 11
Approach Mode
The APP button arms both the localiser and the glideslope. The VOR LOC button also
arms the localiser. However, the APP button is the only control for arming the glideslope.
The APP MCP indications are shown in Figure 7 .8 .
The system does not inhibit glideslope capture before localiser capture. It is recommended
that the localiser mode is armed using the VOR LOC button and that the APP button is not
pressed until localiser capture has been achieved.
The ON light in the APP selector illuminates and the ON light in the VOR LOC selector is
out when approach mode is armed or engaged.
Once below 1 500 tt RA with both LOC and GS engaged, pressing the APP button has no
effect; APP can only be left by disengaging the AP and the FD or by selecting GA.
If both ILSs are tuned to the same frequency and the same course is set for ILS 1 and ILS
2 , then both ILSs w ill be used by the FGC when both the localiser and the glide slope is
captured. When the FGC is using both ILSs:
The FGC averages the two ILS signals.
The vertical and lateral modes are annunciated as GS* and LOC* respectively on
the PFDs.
Both MA lights illuminate.
If the AP is engaged, the ON annunciators in the NA V 1 button and the NA V 2

button illuminate.
Figure 7.8- Approach Mode
. . . . . - - - - - - - - - The MA.IIghts
Indicate which V HF NAVis being used
Approach mode selector

The APP mode is engaged by pressing the button.
..v1-1200097
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 12
Auto land
The autopilot provides automatic approach and landing control. This function engages
automatically when the following requirements are met for ten seconds:
Both ILSs are tuned and valid.
The AP is engaged in LOC* and GS*.
Radio altitude is between 1 500 and 600 ft.
Flaps are 24 o or more.
Once the autoland function engages:
The CAT 3 annunciators illuminate.
If the AUTO LAND annunciators are fitted, they also illuminate.
The flare mode is armed. The armed vertical mode is shown as FLR on the PFDs.
Below 600ft radio altitude, the AP applies a nose up trim bias.

At 150 ft radio altitude, the ALN manoeuvre engages. The rudder and bank are applied so
that the longitudinal axis of the aircraft is aligned with the runway centreline (a wing down
crosswind landing).
At 50 ft the flare manoeuvre engages and the FD bars are biased out of view; the green
FLARE annunciators illuminate and the active vertical mode is annunciated as FLR on the
PFDs. The aircraft is flared and the autothrottle retards the thrust levers to achieve the
target threshold speed.
When the aircraft is on the ground, the active vertical mode becomes GRND and the nose
is lowered. The active lateral mode becomes ROLL; the AP uses the ailerons to hold the
wings level; the parallel rudder holds the runway centreline.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 13
Steep Approach
An optional steep approach facility is available. If the facility is fitted, there is a stee p
approach switch light on the right instrument panel. The switch has two annunciators: a
green S.APP annunciator and a white S.APP annunciator. The switch is shown in Figure
7 .9 .
Figure 7.9 - Steep Approach Switch
Steep approach
disarmed
Steep approach
armed
Steep approach
active
iV11200098
The steep approach switch-light is used to select the system. The white S.APP
annunciator indicates that the steep approach function is armed. When the function
becomes active, the white S.APP annunciator extinguishes and the green S.APP
annunciator illuminates. When the green S.APP annunciator is illuminated:
The GPWS mode 1 boundaries (excessive descent rate) are de sensitised.
CAT 2 and CAT 3 approaches are inhibited.
The steep approach function becomes active once the following conditions are all met:
The flaps are selected to 33 .
The gear is down and locked.
The squat switches are in the flight condition.
If the any one of the above conditions ceases to be met, the green annunciator w ill
extinguish, the white annunciator will illuminate, the GPWS mode 1 boundaries will return
to their normal values and the inhibition on CAT 2 and CAT 3 approaches is removed.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
AP and FD Modes
Chapter 12 Topic 7
Page 14
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The AP trims the aircraft in pitch with an electric servomotor. This motor can also be
operated by electric trim switches on the outboard side of each control column. The FGC
also uses the motor to provide flap trim compensation (FTC).
The control column switches are shown in Figure 8.1.
Figure 8.1 - Right Column Trim Switches
FDSYNCH
button
Autopilot
disconnect
button
Pitch trim
switches
The whole of the normal elevator trim circuit, including both trim wheels, is driven by the
elevator trim servomotor.
If the left pair of pitch trim switches is operated in the opposite direct ion to the right pai r,
there is no pitch trim command from the s\vitches.
On most aircraft, the AP will disconnect if the pitch trim switches are operated with the AP
engaged. On the remaining aircraft, operation of the pitch trim switches has no effect when
the AP is engaged.
FCOM:Vl-002
AVRO 146-RJ Series
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AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Pitch Trim
Chapter 12 Topic 8
Page 2
Flight Annunciators
An EL TRIM amber annunciator and an FTC amber annunciator are on both pilot's flight
annunciator panels. They are shown in Figure 8.2.
Figure 8.2 - Flight Ann unciators
i-v1-12-00099
Failures
A fail ure of the electric trim is indicated by the EL TRIM flight annunciator. However
whenever the electric trim fails, the FTC fails. If the EL TRIM annunciator illuminates, the
FTC annunciator will illuminate.
If the FTC fails independently of the electric trim, just the FTC flight annunciator illuminates.
Any failure that causes the EL TRIM annunciator to illuminate disconnects the AP.
Pitch Trim Above VMo or MMo
Nose down electric trim is not available if the aircraft exceeds VMo/MMo
Pitch Trim During Autoland Approac hes
During autoland approaches below 600 ft RA, the AP sets a nose up trim bias to enhance
recovery if the AP disconnects.
Flap Trim Compensation
The FTC function provides trim inputs to compensate for the trim change when flaps move
from zero to 18 or from 18 to zero. The function operates regardless of the engagement
status of the AP or FDs.
FTC is inhibited on the ground.
The control wheel pitch trim switches override FTC trim commands.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The altitude alerting system is based upon the altitude selector on the MCP. The selector
is shown in Figure 9.1 .
The alerting system does not depend on the AP or FD being engaged.
A visual and audio warning is given when the aircraft approaches the selected altitude or
on departure from the selected altitude.
The warning on departure from the selected altitude can be cancelled by:
Setting a new altitude.
OR
Returning to within 300 feet of the selected altitude.
Figure 9.1 - Altitude Selector
ISO DO
Al titude selector - Changes lhe altitude in
the ALTITUDE wtndow
Selected altitude
It is always armed.
It is the datum for altitude
hold and altitude alerting.
iYl 12001 00
Datum for Altitude Alerting

The datum for altitude alerting is
The left altimeter sub scale setting when the left MA light is illuminated.
The right altimeter subscale setting when the right MA light is illuminated.
The left altimeter sub scale setting when neit her the AP nor the FD is engaged.
Altitude Alert Audio Warning

The audio warning is a 2 second tone (musicai "C" chord).
FCOM:V1002
AVRO 146RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page 2
Altitude Alert Vi sual warning
The visual warning is an amber ALT annunciator on each main altimeter. The annunciator
is shown in Figure 9.2.
Figure 9.2- Visual Warning
Altitude alert lamp
i-vl -1 2-00101
Inhibit
The altitude alerting is inhibited if:

The AP or FD is engaged in the approach mode.
OR
The gear is down and the flap angle is not zero.
Altitude Alert Failure
If the alerting system fails:
The ALT annunciators flash.
The "C" chord is sounded for 2 seconds at 8 second intervals.

The ALTITUDE window displays dashes.
The warning can be cancelled by rotating the altitude select knob.

The alerting system failure warning is inhibited:
If the radio altitude is less than 350 ft.
OR
When the flaps are greater than 24 o if the radio altitude is invalid.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page3
Alerting Sequence
When the selected altitude is approached from above or below:
The visual warning will come on steadily at 1 000 feet before the selected altitude.
The audio warning will sound for 2 seconds at 1 000 feet before the selected
altitude.
At 300ft before the selected altitude, the visual warning will extinguish.
The sequence is shown in Figure 9.3.

if the aircraft comes within 1 000 ft of the selected altitude, but not within 300 ft, and then
deviates by more than 1 000 ft from the selected altitude:
The visual warning will change from steady to flashing.
The audio warning does not sound.
The warning of departure, from the 300 to 1 ooo ft band by reversal of vertical rate, will be
given until the aircraft re-crosses the 1 000 ft point, or a new altitude is selected; on
re-crossing the 1 000 ft point, the visual warning will become steady; at 300 ft to go, it will
extinguish. The sequence is shown in Figure 9.4.
Providing the aircraft remains within 300ft of the selected altitude, no alerting will be given.
If the aircraft departs by more than 300 ft from the selected altitude:
The audio warning will sound.
The visual warning will flash.
The departure warning will be given until either the error reduces below 300 ft or a new
altitude is selected. The sequence is shown in Figure 9.3.
If the aircraft departs by more than 1 000 ft from the set altitude, the visual warning will
flash until the aircraft comes within 1 000 ft of the set altitude. The visual warning will then
be given steadily; the warning will extinguish at 300 ft from the set altitude. The sequence
Test
The altitude alert system is tested by the ANNUNCIATORS TEST button on the left flight
instrument panel.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 12 Topic 9
Page 4
FLIGHT GUIDANCE
Altitude Alerting
Figure 9.3 - Level off Followed by Deviation between 300 and 1 000 ft
Audio warning
Steady v isual warning
No visual warning
Flashing v isual warni ng
Normal approach
from above
1 000 ft
Deviation above
,
,,
,#'--.. ,..."'
, ,'
','
''
300ft
300ft
1 000 ft
Deviation below
Normal approach
from below
FCOM:V1 -002
i-v1 -1 2-00 102
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page 5
Steady visual warning
Audio warning
Nlo visual warning
Flashing visual warning
Approach from above with departure above 1 000 ft before 300 fl achieved.
1 000 ft
300ft
300ft
1 000 ft
Approach from below with departure below 1 000 ft before 300ft achieved.
l-v1-12-001 0 3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Altitude Alerting
Chapter 12 Topic 9
Page6
Steady visual warning
Audio warning
No visual warning
-- -- --- -- Flashing visual warning
Deviation above
-i
1 000 ft
300ft
. '.
,
'.........
1 000 ft
',
..
',
- ~-------=
--------::::~.....------
Deviation below
FCOM:V1 -002
AVRO 146-RJ Series
1-v1 -12-00104
Nov 01 /09
Category 2 and 3 Status Indication s

Category 2 and 3 status are displayed by flight annunciators. They are shown in Figure
10.1.
Aircraft with GNS L NAV systems have separate AUTOLAND and CAT 3 annunciators.
They mean the same thing and always illuminate together. Aircraft with Collins FMSs,
have a single CAT 3 AUTOLAND annunciator on each set of flight annunciators.
In aircraft with GNS L NAV systems, the CAT 3 and AUTO LAND annunciators illuminate
simultaneously when the autoland system is correctly configured for an automatic landing.
In aircraft with Collins FMSs, the CAT 3 AUTOLAND annunciat ors illuminate when the
aircraft is correctly configured for an automatic landing.
The CAT 2 annunciator only illuminates if CAT 3 status cannot be achieved but CAT 2
status has been achieved. The CAT 2 annunciators do not illuminate if the CAT 3
annunciators illuminate.
Figure 10.1 - Flight Annunciators
Flight annunciators with GNSs fitted
Left fl ight annunciators
Flight annunciators w ith Collins FMSs fitted

CAT 3
AUTO
LAND
CAT2
i-v1-1200105
FCOM:V1002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 2
FGC Determination of Cate-gory 2 or 3 Status

When the AP is engaged, the localiser is captured, the glideslope is captured and the radio
altitude is between 1 500 and 600 ft, the FGC checks to see if the configuration is
acceptable for a category 3 or category 2 approach . If the conditions are acceptable for a
category 3 approach, the green category 3 and autoland status will be given; at the same
time, the autoland flare mode will be armed. Flare mode armed is shown by a white FLR
legend on both PFDs.
If the conditions are not acceptable for a category 3 approach but are for a category 2
approach, then category 2 status will be annunciated. If category 2 status is annunciated,
the autoland flare will not be armed. A manual landing must be made.
If category 2 status is annunciated, the status will change to category 3 if the FGC
subsequently finds that the configuration is acceptable for a category 3 app roach by 600 ft
radio attitude.
If category 3 status has not been achieved by 900 ft radio altitude with the AP engaged,
the NO AUTO LAND status annunciator will illuminate. It extinguishes when go around is
selected, the AP is disengaged or CAT 3 status is achieved.
The status annunciators are to the left of each PFD. They are shown in Figure 10.2.
Figure 10.2 - Status Annunciators
Left FGC status
annunciators
Right FGC status

annunciators
i-v1-12-00106
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
Chapter 12 Topic 10
Page3
FLIGHT GUIDANCE
Category 2 and 3
Glareshield Annunciators
There are two FGS autoland annunciators on each side of the glareshield: FLARE and
AUTO LAND FAIL. The annunciators are shown in Figure 10.3.
The FLARE annunciator indicates that the AP has entered the flare mode of pitch control
during an automatic landing.
The AUTO LAND FAIL annunciator indicates that a failure has occurred that needs
immediate action during an automatic landing. The annunciator extinguishes when either
the AP disengage button is pressed or when a TOGA button is pressed. The AP will
disengage automatically two seconds after the annunciator illuminates if a TOGA button is
not pressed.
Figure 10_3 - Glareshield Annunciators
Left glareshield annunciators
Right glareshield annunciators
i-v 1-12-00107
NO CAT 3 LAND Annunciator

The NO CAT 3 LAND white annunciator is an advisory annunciator below the PEDs. It is
The NO CAT 3 LAND annunciator indicates that the integrity of the FGS and the necessar y
sensors is not sufficient for automatic landing. The annunciation is associated with the
selected FGC in a dual installation.
Figure 10-4- No CAT 3 LAND Annunciator
i-v1-12-00108
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page4
Category 3 Status Requirements
Transfer to category 3 status occurs approximately 1o seconds after the aircraft descends
below 1 500ft radio altitude provided:
The AP is engaged .
Both ILSs are functioning .
The selected courses are the same .
The glideslope and localiser are captured .
Steep approach is not selected .
Both radio altimeters are functioning .
The flaps are at 24 o or greater .
Both IRSs are in NAV mode .
The ATT HOG transfer switch is at NORM .
Both ADCs are functional.
After category 3 status has been achieved, to maintain category 3 status the following
conditions must be met:
AP engaged .
Both IRSs in the NAV mode .
Flaps 24 o or greater .
At least one ADC functional.
At least one ILS functional.
At least one radio altimeter functional.
GA mode not selected .
No ILS excessive deviation .
If the conditions to maintain category 3 status are lost. the green category 3 status
annunciators extinguish and the flare mode is lost.
If category 3 status is lost because both ILSs fail , both radio altimeters fail or there is an
excessive ILS deviation, then the AUTO LAND FAIL annunciator will illuminate and two
seconds later the AP will automatically disconnect if GA is not selected.
If category 3 status is lost because one IRS is lost, flaps are less than 24 o or both ADCs
are lost, the AP will disconnect immediately and the AUTO LAND FAIL annunciator will not
illuminate.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 5
Category 2 Status Requirements
Transfer to category 2 status occurs approximately 1o seconds after the aircraft descends
below 1 500 ft radio altitude if category 3 status cannot be met provided.
The AP is engaged.
The selected ILS is functioning .
The selected courses are the same.
The glideslope and localiser are captured.
Steep approach is not selected.
At least one radio altimeter is functioning .
The flaps are at 24 o or greater.
Both IRSs are in NAV mode.
The ATT HOG transfer switch is at NORM.
At least one ADC is functioning.
GA mode is not selected.
If any of the above conditions are lost, category 2 status will be lost. The CAT 2 green
annunciators will extinguish.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page6
Excessive Localiser and Glideslope Deviation
Once category 2 or category 3 status has been achieved, the excessive localiser and
glideslope deviation function is armed. The glideslope excessive deviation warning is
inhibited below 100 ft radio altitude. The localiser excessive deviation warning is inhibited
below 35 ft radio altitude. The warnings are shown in Figure 10.5.
Excessive localiser deviation is indicated on the PFD, Compact PFD and ND lateral
deviation indicators. Excessive localiser deviation is indicated on the PFD deviation
indicators by the pointer changing colour to yellow and flashing. Excessive localiser
deviation is indicated on the Compact PFD and ND deviation indicators by the beam bar
changing colour to yellow and flashing. The localiser excessive deviation threshold is 0.26
dots left or right.
Excessive glideslope deviation is indicated on the PFD, Compact PFD and ND glide slope
deviation indicator. The excessive glideslope deviation indication is given by the pointer
changing colour to yellow and flashing. The glideslope excessive deviation warning
threshold is 0.86 dots high or low.
Excessive deviation warnings remain as long the associated threshold is exceeded.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 7
Figure 10-5- EAS Excessive Deviation Warnings
Glldeslope deviation warning
Locallsor deviation warning

Deviataon Indicator yellow and flashing
,,1\t1 ,,,,
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010
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.~
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~
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FCOM:V1-002
--
<.D"::
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,-
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.-
" I ' -
J It/ /
....._o
.::.,
Deviation ind1cator yellow and flashing.
b
c
0
'
AVRO 146-RJ Series
H/112.00109
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Pages
ILS Co mparator
The EFIS has a display comparator system. Two of the parameters compared are the
glideslope and localiser displays. Miscompare attention getting is from amber CMPRTR
MSTR flight annunciators. The CMPRTR MSTR annunciators are shown in Figure 10.6.
The EFIS indications are shown in Figure 10.7.
Figure 10.6 - Comparator Master Flight Annunciators
i-v1-12-0011 0
The localiser and glideslope comparators are enabled once category 2 or category 3 status
is achieved. The GS comparator warning is inhibited below 75ft radio altitude.
If the SG 1 and SG 2 displayed values of localiser deviation disagree by more than the
localiser miscompare threshold, the LOC comparator warning is given. The localiser
miscompare threshold is 0.4 dots plus 0.25 times the average of the SG 1 and SG 2
localiser deviations.
If the SG 1 and SG 2 displayed values of glideslope deviation disagree by more than the
glideslope miscompare threshold, the GS comparator warning is given. The glideslope
miscompare threshold is 0.53 dots plus 0.25 times the average of the SG 1 and SG 2
glideslope deviations.
The GS and LOC comparator warnings are displayed on the PFO, Compact PFO and NO.
A LOC comparator warning will only be given on the NO if both NOs have been set to
display localiser deviation and the miscompare threshold is exceeded. A GS comparator
warning will only be given on the NO if both NOs have been set to display glideslope
deviation and the miscompare threshold is exceeded.
Whenever a comparator warning is given on an EFIS display, the associated symbol
generator illuminates a CMPRTR MSTR annunciator on the flight annunciator panels. The
CMPRTR MSTR annunciator flashes for the first five seconds and then illuminates steadily.
If an SG detects that its comparator has failed, a yellow CMPRTR legend is displayed at
the bottom of the associat ed PFO and the associated CMPRTR MSTR annunciator
illuminates. The CMPRTR MSTR annunciator flashes for the first five seconds and then
illuminates steadily.
The comparator is fully described in the FCOM, Volume 1, Chapter 19, Navigation.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 12 Topic 10
Page9
FLIGHT GUIDANCE
Category 2 and 3
Figure 10_7- EFIS Comparator Warnings
Comparator failure
warning
Loeallser comparator
warning
[:
'/:
C 10 .
fl
''" ,,,,
t
....: :.' .,.,
,.
_...,
-----:.-,a I ,::..;:
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LOC
._
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,_
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,,,,,it\1\\
I
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FCOM:V1-002
'-
J ;,/,/
6'//
-o
Glldaslope comparator
warning
AVRO 146-RJ Series
IV1 1:Z.00t11
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Category 2 and 3
Chapter 12 Topic 10
Page 10
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The FGS has a windshear detection and recovery function. The function is not enabled on
some aircraft. If the function is not enabled, an inoperative label is placed close to the
windshear annunciators.
The FGC uses aircraft sensors to detect windshear. The FGC gives alerts on the flight
deck for increasing performance windshear and decreasing performance windshear.
Recovery guidance is given for both increasing performance and decreasing performance
windshears.
Detection and guidance are:
Armed 5 seconds after weight off wheels.
Disarmed on climbing through 2 000 ft radio altitude. However, if the function has
detected windshear below 2 000 It, it will continue to give guidance above 2 000 It
until safe conditions are established.
Rearmed on descent below 2 000 ft radio altitude.
The FGS windshear function does not provide windshear warnings or cautions on the
runway.
Two WINDSHR annunciators are to the left of each pilot's PFD. One annunciator is a
black legend on an amber background. The other is a black legend on a red background.
A white WINDSHEAR INOP annunciator is on the CSP. The flight deck annunciations are
shown in Figure 11 .1 .
Figure 11.1 - Flight Deck Indication
Annunciators to the
left of each PFD.
Inoperative annunciator
on the CSP.
WINDSHR
INOP
i-v1-12-001 12
Alerting
If an increasing performance windshear is detected, the amber annunciator illuminates. On
detection of a decreasing performance windshear, the red annunciator illuminates and an
audio warning is given. The audio warning is three calls of "Windshear".
Windshear detection is desensitised at bank angles greater than 10 or roll rates greater
than 3 per second. In a potential or actual windshear encounter, level the wings while
completing the recovery drill until a safe alt itude is achieved with a sustained positive rate
of climb.
It must always be borne in mind that a caution (increasing performance windshear will
probably serve as a precursor to a warning (decreasing performance windshear). The
alerts provide a confirmation of the pilot's judgement in detecting windshear conditions.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Wind shear
Chapter 12 Topic 11
Page 2
Pitch Limit Indicator

A pitch limit indicator (PLI) is available on the PFD and COMPACT display. The PLI is
shown in Figure 11.2. The difference between the aircraft symbol and the PLI is the
margin to stick shaker. When the aircraft symbol just touches the PLI, the stick shaker
should operate.
The PLI is inhibited on the ground and for the first three seconds after take off. Otherwise,
the PLI is displayed when:
The radio altitude is less than 2 000 ft.
OR
Radio altitude has failed but the flaps are 18 or more. The PLI will still be
displayed at low altitude regardless of the state of the radio altimeters.
OR
The FGC is in a windshear guidance mode.
OR
Windshear is detected.
On a normal flight, the PLI is displayed three seconds after take-off and is removed from
the display on passing 2 000 ft radio altitude. It is r-edisplayed on descent through 2 000 ft
radio altitude and is removed on touchdown.
Figure 11.2 - Pitch Limit Indicator
PLI
Margin to
stick shaker.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 12 Topic 11
Page3
FLIGHT GUIDANCE
Windshear
Windshear Detection, Guidance and Control - General

The guidance and control function provides FD, AP and/or autothrottle commands to assist
the pilot in recovering from the windshear condition.
The function has three modes: take-off, go around and approach speed control.
Whenever the take-off mode or the go around modes engages, the FD is automatically
presented, The system does not provide automatic engagement of the AP or autothrottle.
Flightpath Control in Take-off and Go-around Windshear Modes

In take-off and go-around windshear:
The FGS has a target flightpath angle (FPA) and a target angle of attack. The
target FPA depends on radio altitude; the target is 3 ., below 100 ft and decreases to
1., above 500 ft.
There is a limit on target angle of attack (AOA); the limit depends on radio altitude;
at altitudes above 500 ft, the target AOA is less than the stick shaker angle of
attack minus 5 <>; the target increases to between 1 and 2 below the stick shaker
angle of attack below 1oo ft.
The FD guidance will not exceed the displayed margin to stick shaker angle of
attack (PLI).
During a decreasing performance wi ndshear, the stick push is inhibited; except that,
above 350ft with the AP disengaged (FD only operation), the stick push is just
delayed for one second rather than inhibited.
Flight path angle is depicted in Figure 11 .3.
Figure 11 .3 - Flightpath Angle
~ ____.--
~"-'tcta\\
a'~-'s
Flightpath
Horizon _ _ _ _
L..__
iV1 12 00114
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Wind shear
Chapter 12 Topic 11
Page4
Take-off Windshear Mode
The take-off windshear guidance mode provides FD guidance below 350ft RA and AP
guidance and autothrottle control after climbing through 350ft radio altitude. The take-off
windshear mode is engaged if windshear is detected and:
The FD, the AP or both are in the pitch TO mode.
OR
TO mode is enabled (below 2 000 ft after take-off and airborne for three minutes or
less). This is a window where take-off mode can be engaged.
If the take-off windshear mode is engaged, the thrust mode becomes WS MAX, the pitch
mode becomes TOWS and the lateral mode becomes TRK. In a decreasing performance
windshear, the bank angle is limited to 5. If the autothrottle is engaged and the radio
altitude is above 350ft, the autothrottle will advance the thrust levers to the WS MAX
rating.
If the FD bars are off when TOWS engages, they are automatically presented.
WS MAX is annunciated in magenta in the thrust mode field of the PFD. TOWS is
annunciated in magenta in the active vertical mode field of the PFD. TRK is annunciated in
green in the active lateral mode field of the PFD. If the autothrottle is active, NT is
annunciated in green in the PFD autothrottle status field.
If the TO mode is enabled but the FD and AP are disengaged, the FD will automatically
engage in TOWS and TRK. The pilot must then satisfy the FD command. Subsequently,
the AP may be engaged.
If the TO mode is enabled and the FD or AP is engaged but the vertical mode is not TO,
the mode will automatically change to TOWS when windshear is detected. The pilot must
satisfy the FD command if the AP is not engaged. If the AP is not engaged, it may
subsequently be engaged.
If the TRP is on but the AfT is disengaged, the thrust mode will become WS MAX when
TOWS is engaged. The pilot must move the thrust levers as necessary to achieve the WS
MAX rating. Subsequently, the AfT can be engaged.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Windshear
Chapter 12 Topic 11
Page 5
Go-around Windshear Mode
The go-around windshear guidance mode provides FD guidance and, if engaged, AP and
autothrottle control. The go-around windshear mode engages if windshear is detected and
any one of the following conditions is satisfied:
The FD or AP is in the pitch GA mode.
The FD or AP is engaged in a mode other than TO or GA and either thrust lever

TOGA button is pressed.
The FD and the AP are disengaged, GA mode is enabled and either TOGA button
is pressed or at least three thrust levers are moved well forward.
GA mode is enabled when the aircraft is below 2 ooo ft and TO mode is not enabled. GA
mode is enabled when the aircraft descends below 2 000 ft radio altitude or, after take off,
when the aircraft has been airborne for more than three minutes but has not climbed above
2 000 ft radio altitude.
If the go-around windshear mode is engaged, the thrust mode becomes WS MAX, the
pitch mode becomes GAWS and the lateral mode becomes TRK. In a decreasing
performance windshear, the bank angle is limited to 5 . If the autothrottle is engaged, the
autothrottle will advance the thrust levers to theWS MAX rating.
If the FD bars are off when GAWS engages, they are automatically presented.
WS MAX is annunciated in magenta in the thrust mode field of the PFD. GAWS is
annunciated in magenta in the active vertical mode field of the PFD. TRK is annunciated in
green in the active lateral mode field of the PFD.
On the approach with the AP or FD engaged, GAWS will not automatically engage when
windshear is detected. It is necessary to press either TOGA button.

On a raw data approach, GAWS will not automatically engage when windshear is
detected. It is necessary to press either TOGA button or advance three of the four thrust
levers well forward.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FLIGHT GUIDANCE
Winds hear
Chapter 12 Topic 11
Page6
Reversion from Take-off or Go-around Windshear Mode
After safe flying conditions have been achieved:
The pitch and roll modes will automatically revert to the normal take off or go
around mode as appropriate.
The thrust rating will automatically revert to TOGA MAX.
If the FD switches are OFF, the FD bars will bias out of view.
While in the TOWS or GAWS sub mode:
Selecting a valid pitch mode will terminate the pitch WS mode and set the thrust
rating to TOGA MAX; the roll mode will remain track with the bank angle limited to
10.
A new roll mode can be selected during an increasing performance windshear, but
this will not affect the pitch mode; it will remain TOWS or GAWS.
Selecting a new roll mode is inhibited during a decreasing performance windshear.
Windshear Approach Speed Control
Windshear approach speed control is autothrottle only. Approach speed control is

provided if windshear is detected and the autothrottle is engaged in speed mode and
neither the AP nor the FD is engaged in the TOWS or GAWS modes.
For an increasing performance wi ndshear, the autothrottle controls ground speed to VsEL
with the restriction that lAS remains below the limit for the configuration When the
autothrottle is controlling to groundspeed, the thrust mode is written as lAS in magenta
rather than in green.
For a decreasing performance wi ndshear, the autothrottle controls airspeed to VSEL but
stays within the limits of V M IN + 15 kt and the limit for the configuration.
When windshear is no longer detected, the autothrottle reverts to the normal approach
mode: lAS.
To get into windshear go-around from windshear approach speed control, press either
thrust lever TOGA button.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
Function .................................. ......................................................... ............................ .

Tanks............................................................ ................................................................
Pumps and Feed Valves ...............................................................................................
Low Pressure Valves .... ... .......... ......... .... ......... .......... .. ........... ......... ... ......... .......... .. .....
Fuel Quantity.................................................................................................................
Fuel Panel...................................................... .................................. .............................
Refuel................ ............................................ ................................................................
Surge Tanks .............................. ............. .......................................... .. ........ ...................
1
1
1
1
3
3
3
Topic 2- Feed System
General ........................ .................................................................................................

Electrically Driven Pu mps ............ ... ....... ............. ..... .......................... ...... ....... ...... ........
Cross and Common Feed ......... ............. ............................................ ............. ..............
LP Valves ......................................................................................................................
Fuel Low Pressure Annunciators ...... ... ........ ....... ... ... .......... ... ....... ... ........ .. ..... ... .. .........
Thermal Relief...............................................................................................................
Air Release Valve........................................... ...............................................................
1
1
3
5
5
7
7
Topic 3 - Jet Pumps
General ............................................................................................ ............................ .

Principle ....................................................................................................................... .
Topic 4 - Tran.sfer System
General ..................................... ............. ............................... ........... .......... ...................

Wing Tank Gravity Transfer ............................................................. .............................
Wing Tank Jet Pump Transfer.. ............................................ .................................. ......
Wing Tank Jet Pump Motive Flow.................................................................................
Standby Pump Control and Indication.... ............. ........ ....................... ............. ..............
Fuel Leakage from the Feed Tanks to the Main Tank Compartment ............. ..............
Flight at Low Fuel Quantity ........ ............. ......... .......... .. ........... .. .......... ......... .......... .. .....
Centre Tank Structure .................................... .................................. ..... .. ........... ...........
Centre Tank Transfer....................................................................................................
Centre Tank Jet Pump Motive Flow ..............................................................................
Centre Tank Transfer Control .......................................................................................
Auxiliary Tank Transfer .................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
4
6
8
10
1o
12
12
14
14
16
AVRO 146-RJ FCOM

Volume 1
FUEL SYSTEM
Contents
Chapter 13 TOC
Page2
Topic 5- Venting
General.........................................................................................................................
Wing Tank Main Compartment Venting........................................................................
Centre Tank Venting ...................... .......................................... .....................................
Surge Tank........................................................................................ ......... ...................
Refuelling Failure ... .. ..... ... ... ... ... . .. .. ...... ... .. ........ ... ......... .. ...... ..... ... ... . .... .. .... ...... ..... ...... .
1
3
3
3
3
Topic 6- Quantity and Temperature
Overview.......................................................................................................................
Contents Unit ..................................................................................... ...........................
Fuel Processor Units .....................................................................................................
Fuel Low Level Warnings..............................................................................................
Fuel Temperature Indication.........................................................................................
Tank Usable Capacity...................................................................................................
Feed Tank Capacity.......................................................................... ............................
Magnetic Level Indicators - General.............................................................................
Principle of the MLI ............................................................................ ...........................
Attitude Indicator................................................................................ ...........................
MLI Calibration Charts ..................................................................................................
MLI Example.............................................................................................. ...................
1
3
5
7
7
9
9
11
13
15
17
17
Topic 7 - Refuel
General.........................................................................................................................
Pressure Refuelling and Defuelling Overview...............................................................
Tank High Level Sensors..............................................................................................
Refuel Station.................................................................................... ......... ...................
Refuel Valves................................................................................................................
Refuel Control Panel Layout.........................................................................................
Fuel Quantity Indicator....................................................................... ...........................
Tank Full Lamp.............................................................................................................
Refuel Valve Position Indicator.....................................................................................
Refuel Valve Switch ....... .. .... .. .... .......... ............ ... ..... .. ..... ...... ... .. .... .. . .... .. .... ...... ..... ...... .
Master Switch................................................................................................................
Preselector ....................... ........ .. ... . ..... . ..... ...... .... ...... ............... .. ... .. .. .... .. ... ...... . .... ...... ..
Automatic Refuelling ..... ... ... ... .... ..... ..... ..... .... ... .... .. .. .. ..... ...... ... .. ...... . .... .. .... ...... ..... ...... .
Override Refuelling ............................................................................ ......... ..................
Auxiliary Tank Refuelling...............................................................................................
Drain and Surge Valves................................................................................................
Drain Valve....................................................................................................................
Refuel Selected Annunciator.........................................................................................
Offload Valve.................................................................................................................
Gravity Refuell ing..........................................................................................................
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Volume 1
FUEL SYSTEM
Contents
Chapter 13 TOC
Page3
Topic 8- Water Protection
General..... ............................................................................ ........................................

Drain Valves..................................................................................................................
1
1
Topic 9- Transfer Between Wing Tanks
General.........................................................................................................................
Using the Refuel System...............................................................................................
Using the Centre Tank Transfer System................................ ............................... ........
1
1
3
Topic 10 - Flight Deck Summary
General ........................................................................................................................ .
Feed Tanks.................................................................. ......... ........................................
Auxiliary Tanks.................................. .................................... ............................... .........
Centre Tank Transfer ....................................................................................................
Refuel Selected.............................................................................................................
Feed Valves..................................................................................................................
Fuel Temperature..........................................................................................................
Standby Pumps .............................................................................................................
In ner and Outer Pumps.................................................................................................
Master Warning System............................................... .................................................
Fuel Quantity Indicators ...... ........... ....... ...... . .. .... ... ..... .. ... ...... ..... ...... ..... ...... ...... ... .. ... ... .
Fuel Quantity Button.................................................... .......... .......................................
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Function
The fuel system stores fuel and supplies it to the engines and the APU. An overview
schematic is shown in Figure 1.1 .
Tanks
Fuel is carried in three main tanks: the left wing tank, the centre tank and the right wing
tank. Two optional auxiliary tanks may be fitted on the top of the fuselage behind the
centre tank. The auxiliary tanks are also called pannier tanks.
Each wing tank is divided into four sections: a main compartment, an inner feed tank, an
outer feed tank and a surge tank.
The centre tank fuel is transferred equally to the left and right wing main compartments.
The wing compartment fuel is transferred to the feed tanks.
If auxiliary tanks are fitted, the left auxiliary tank fuel is transferred to the left wing main
compartment and the right auxiliary tank fuel is transferred to the right wing main
compartment.
Pumps and Feed Valves
Each feed tank contains an electrically driven fuel pump. In normal operation, the inner
feed tank pump feeds the inner engine and the outer pump feeds the outer engine.
Each wing has an electrically operated common feed valve. The valve links the feed lines
to the inner and outer engines downstream from the pumps. With the common feed open,
either pump can feed both engines on that wing.
An electrically operated cross-feed valve interconnects the feed systems in both wings.
This allows fuel in one wing t<> be cross fed to the engines on the other wing.
The APU is normally fed from the left inner pump, but it can be fed from by any pump if
Low Pressure Valves
Each engine can be isolated from the fuel system by an associated low pressure valve.
The valve is mechanically operated by the engine's fire handle.
The APU is isolated from the fuel system by an electrically operated low pressure valve.
The valve is signalled by the APU START/STOP switch.
Fuel Quantity
Fuel quantit y indicators for both wing tanks and the centre tank are beneath the engine
instruments on the centre instrument panel. Each wing tank quantity indicator includes the
quantity of the associated two feed tanks.
If auxiliary tanks are fitted, the left wing tank quantity indicator includes the left auxiliary
tank contents and the right wing tank quantity indicator includes the quantity of the right
auxiliary tank.
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Volume 1
FUEL SYSTEM
Overview
Chapter 13 Topic 1
Page 2
Figure 1.1 - Overview schematic

Surge
tank
Outer
feed
tank
Inner
feed
tank
Main wing
compartment
Electrically driven fuel pump
-+ Fuel transfer
Surge tanks:
> Provide inward and outward
venting
l-'- Collect fuel and return it to the
main tanks
Gravity refuel points
Auxiliary tanks cannot be refuelled

via the gravity refuel points
Pressure refuelldefuel station

below leading edge of wing
Optional
auxiliary tanks
Cross feed
valve
Right common
feed valve
Left common
feed valve
Engine
LP valves
To engine 2
APU LP
valve
APU LP valve
controlled by
START/STOP
switch
To engine 3
To engine 4
Engine LP valve controlled by
associated fire handle
To engine 1
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Engine
LP valves
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Volume 1
FUEL SYSTEM
Overview
Chapter 13 Topic 1
Page3
Fuel Panel
The fuel pump and feed valve controls and indicators are on the overhead FUEL panel.
The panel also contains four feed tank quantity indicators and a fuel temperature indicator.
Refuel
The tanks are normally pressure refuelled from a refuel/defuel station on the right wing.
There are three gravity refuelling points: one over the left wing, one over the centre tank
and one over the right wing. The auxiliary tanks cannot be gravity refuelled.
Surge Tanks
Each surge tank is vented to atmosphere by a NACA duct on the under surface of the
wing. Each wing tank vents to its surge tank. The centre tank vents to the left surge tank.
If auxiliary tanks are fitted, they vent to their respective wing tanks and thus to the
associated surge tank.
The surge tanks collect excess fuel, due to thermal expansion, surge or excess filling. The
fuel is returned to the main tanks in flight.
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Volume 1
FUEL SYSTEM
Overview
Chapter 13 Topic 1
Page4
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Gener al
The various aspects of the fuel feed system are shown in Figure 2.1 , Figure 2.2, Figure 2.3
and Figure 2.4. The feed system is summarised in Figure 2.5.
The fuel feed system runs from the feed tanks to the engines and APU. The feed system
includes:
The electrically driven pumps.

Pump low pressure annunciators to indicate pump failure.
Non return valves (NRVs) to prevent a pump delivering fuel to the other feed tanks.
Lett and right common feed valves to allow either pump on a wing to feed both
engines on that wing.
The cross teed valve to allow fuel on one wing to be fed to the engines on the other
wing.
Not in position selected (NIPS) annunciators for the cross feed and common feed
valves.
LP valves to isolate fuel from the engines and APU.
Fuel low pressure annunciators to indicate that pressure is low at the inlet to the
engine and APU fuel systems. The engine low pressure annunciators are on the
CWP; the APU low pressure annunciator is on the flight deck APU panel.
Electr ically Dri ven Pumps

The electrically driven pumps are powered from the main AC busbars. An ON/OFF switch
is provided for each pump on the FUEL panel. The pumps are shown schematically in
Figure 2.1.
The L OUTER and R INNER pumps are powered from AC BUS 1 and the L INNER and R
OUTER pumps are powered from AC BUS 2. Each main AC busbar therefore powers a
pump on either wing. This means that If just one main AC busbar fails, it is only necessary
to open the common feed valves to ensure that fuel under pressure is passed to all the
engines and the APU.
An NRV downstream of each pump ensures that when a pump fails the other pumps
cannot deliver fuel to the failed pump's feed tank.
There is a low pressure switch between each pump and its NRV. There is also a
LO PRESS annunciator for each pump on the FUEL panel. When a pump is selected ON
and its pressure is low, the associated low pressure switch illuminates the associated
LO PRESS annunciator. Each low pressure annunciator is inhibited when its pump is
selected off.
Each pump is inserted into its feed tank from beneath the wing. The pump fits into an
isolating canister. The canist er allows the pump to be changed without draining the tank of
fuel.
If the pump electrical motor becomes too hot, thermal fuses operate to electrically isolate
the pump.
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 2
Figure 2.1 - Feed Tank Pumps
Outer feed tank
II
1 p~::~~e
Inner feed tank
G Pump
AC BUS 1
L OliTER
~ NRV
Motor
AC BUS 2
IL I NNER
R IMNER
R OUTER
OH
OH
Pipes inside
the tanks
Left common feed vatve
Cross feed valve
LP valves
R~ght common
feed valve
LPvalves
Pipes outside
the ta11ks
Pipes outside
the tanks
A pump LO PRESS annunciator indicates that the assOCiated pump pressu re is low with
the pump switched on
AC BUS 1 powers a pump on either s ide <Clnd A C BUS 2 powers a pump on either s ide.
So if one main ac bus bar is lost:
,.
,.
Opening the left common feed allows the running pump on the left Wlng to supply both
left wing engines and the APU.
Opening the right common feed allows t he running pump on the right wing to supply
both right wing engines.
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page3
Cross and Common Feed

The cross and common feed valves are electrically motorised valves. Each valve has a
switch and an associated NIPS annunciator on the FUEL panel. The cross and common
feed valves are shown schematically in Figure 2.2.
The common feed valves have one motor each; they are powered from essential DC. If
electrical power is lost to a motor, its valve remains in its position at the time of power loss.
The cross feed valve has two motors: one powered from DC BUS 2 and the other from
emergency DC. Both motors are normally powered during valve operation. Either motor
can satisfactorily operate the valve. If electrical power is lost to both motors, the valve
remains in its position at the time of loss of the last power supply.
A white FUEL FEED OPEN caption is on the CSP. The caption illuminates when any one
of the common feeds or the cross feed is fully open. The caption serves as a reminder that
any one of the three feed valves is open.
The function of a common feed valve is to allow one pump on a wing to supply both
engines on that wing.
The function of the cross feed valve is to allow fuel from one wing to be fed to the engines
on the other wing.
To take fuel from the outer feed tank on one wing to an engine on the other wi ng, the
common feed on the side from which fuel is being taken must also be open.
If an outboard engine is to receive fuel from the other wing, the common feed on the
receiving side must also be open.
In practice, both common feeds are selected open during cross feeding.
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 4
Figure 2.2 - Cross and Common Feed
j Outer feed tank IIInner feed tankI
Pipes inside the tanks
left common feed vaJve
XFE
VAL'.-
Cross
feed valve
SHUT
OPEN
NRV
Pipes Inside the tanks
SHUT
SHUT
OP~
G Pump
cJ
LP valves
LP valves
Pipes outside
ttle tanks
Pipes ourtside
the tanks
The FUEL FEED OPEN caption is on the CSP. The caplron indicates thai any one of
the three feed valves is open
Each common feed valve is operated by an electric motor powered by essential de.
If electrical power to the valve is lost, It remains in lis p()siUon at the time ()(loss ()f power.
The cross feed valVe is operated by either of two eledne motors: one powered by de
bus 2 and the other by emergency de. Either motor can operate the valve satisfactonly.
If power is lost to both motors, the valve remains in rts posrbon at the bme of loss of power.
,, 13-00047
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 5
LP Valves
The LP valves are shown in Figure 2.3.

Each engine LP valve serves to isolate its engine from the airframe fuel system. The APU
LP valve serves to isolate the APU from the airframe fuel system.
Each engine LP valve is mechanically operated by the associated fire handle. There is no
position indicator for the valve apart from the handle position.
The valve is fully open when the fire handle is fully in. If the fire handle is pulled to just the
first baulk, the LP valve remains fully open. When the fire handle is pulled to its fullest
extent, the valve is fu lly closed.
When the fire handle is pulled to its first baulk, an associated white ENG FIRE HANDLE
caption illuminates on the CWP; the caption remains lit when the handle is pulled fully out.
The caption only monitors the handle position, it does not monitor the LP valve position.
The APU LP valve is an electrically motorised valve. The motor is powered from the
EMERG BATT busbar. If power is lost to the valve, it remains in its position at the time of
the loss of power. The valve is signalled by the APU START/STOP switch. When the
switch is at START, the valve is at open; when the switch is at STOP, the valve is closed.
A NIPS APU FUEL VALVE annunciators on the APU panel.
Fuel Low Pressure Annunciators
An amber FUEL LO PRESS caption for each engine is on the CWP. The caption indicates
that the pressure is low at the engine fuel system inlet.
Each caption is signalled by a low pressure switch between the associated LP valve and
the engine.
An amber APU FUEL LO PRESS annunciator is on the APU panel. The annunciator
indicates that the pressure is low at the APU fuel system inlet.
It is important to understand the difference between the pump LO PRESS annunciators
and the FUEL LO PRESS captions. A pump LO PRESS annunciator indicates that the
associated electrically driven pump is not working, but a FUEL LO PRESS caption
indicates that pressure is low at the inlet to the associated engine fuel system.
With the cross and common feeds closed, failure of a pump will result in both a pump
LO PRESS annunciator and a FUEL LO PRESS caption illuminating. However, opening
the appropriate common feed should cause the FUEL LO PRESS caption to extinguish.
If an engine is not supplied by an electrically driven pump, the engine will keep running
under gravity feed.
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page6
Figure 2.3 - LP Valves and Fuel Low Pressure Annunciators
I Outer feed tank I jInner feed tank J
Pressure switch
Cross feed valve
4l
Pump
l!l
NRV
START
Engine LP valve:
~ Mechanically operated by associated fire handle
~ Fully open whef'll handle is fully in.
~
~
~
Remains fully open when handle is pulled to first baulk.

Fully closed when handle is pulled to its fullest extent.
No valve position indicator. Valve position inferred from fire handle position
APU LP valve:
> Electrically motorised valve.
> Signalled by APU START/STOP switch.
> Position given by APU FUEL VALVE NIPS annunciator
Engine FUEL LO PRESS caption indicates low pressure at the engine fuel system inlet.
APU FUEL LO PRESS annunciator indicates low pressure at the APU fuel system inlet.
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 7
Thermal Relief
When fuel is not being used, it can be trapped in the feed lines: for example, by closed
valves. If the fuel temperature rises, the fuel will expand and the pressure in the line will
increase.
To prevent excessive pressures developing in the fuel lines, thermal relief valves are
provided.
The thermal relief valves are pressure relief valves. They can vent fuel from the feed lines
into the fuel tanks. If the thermal relief valves are functioning correctly, air or fuel in the
tanks cannot pass through the valves to the feed lines.
The thermal relief valves are shown in Figure 2.4; they are provided between:
Each engine LP valve and the associated engine.
The APU LP valve and the APU.
Each common feed valve and the cross feed valve.
Each common feed valve and the associated outer engine LP valve.
Air Release Valve
Any air in the feed pipes should collect at the high point. A bleed from the high point
between the left common feed and the cross feed valve is taken to an air release valve in
the left wing tank.
The air release valve is a non-return valve that is only opened when the feed line between
the left common feed valve and the cross feed valve is pressurized by an inner or outer
pump: normally the left inner pump.
Therefore, with the air release valve pressurized, any air in the feed line is bled to the left
wing tank. When the valve is not pressurized, it closes and prevents air or fuel in the tank
from entering the feed line.
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Pages
Figure 2.4 -Thermal Relief and Air Release
I Outer feed tank IIInner feed tank I 0
Pump
I!]
Thermal
relief valve
NRV
To left
Ai r
release
valve
To left
wing tank
To right
wing tank
Left common
Cross
Right common
feed valve
feed valve
feed valve
To left
wing tank
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LP valves
To centre
tank
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To right
wing tank
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page9
Figure 2.5 - Fuel Feed Schematic
Outer feed tank
(Inner fMd tenk )
p;~~~~e
, AC BUS 1 .
L OUTER
Pump
Cl)
Motor
NRV
ACBUS 2
L INNER
R INNER R otJTER
ON
ON
SIIUT
left common feed valve
Cross
feed valve
Rtght commol'l fe&d valve
SHUT
IEL
D C
Pipes outside
the tanks
Pipes outside
the tanks
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Volume 1
FUEL SYSTEM
Feed System
Chapter 13 Topic 2
Page 10
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General
Jet pumps are also called eductors or ejector pumps.
They are simple devices; they have no moving parts.
The pump's simplicity leads to low maintenance and high reliability.
Another pump in the system, electrically, mechanically or hydraulically-driven, supplies a
motive flow to one or more jet pumps. The motive flow induces a flow in the fluid that is
required to be pumped.
Jet pumps are used in the fuel system to transfer fuel between and within fuel tanks.
In the engine fuel system, fuel is drained from the combustor after engine shutdown and
stored in an ecology drain tank. A jet pump returns the stored fuel to the inlet of the engine
fuel system during engine start; the motive flow is HP pump pressure; t he HP pump is
turned by the engine accessory gearbox.
Principle
The principle is shown schematically in Figure 3.1 .
There are two pump inlet ports:
One for the high energy motive flow: the energy to drive the pump.
One for the induced flow: the fluid to be pumped.
There is one discharge port. The combined induced flow and motive flow leaves the pump
through this port.
The motive flow passes via a nozzle into the throat o f the jet pump.
This rapidly moving jet of fluid transfers some of its energy to the fluid already in the throat,
inducing a secondary flow through the induced port.
The two flows are mixed in the throat and pass through a diffuser before leaving the pump
through the discharge port.
The diffuser reduces the speed of the mixed flow and increases its pressure.
It is important to remember that the destination of the motive flow and the induced flow is
the same.
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Volume 1
Chapter 13 Topic 3
Page 2
FUEL SYSTEM
Jet Pumps
Figure 3.1 - Jet Pump Principle
Induced flow port
Nozzle
Diffuser
Discharge port
'-=~:
:
:
:
:
:
:
+
:
====
I
---t
till
Motive flow port
---1)11~
Motive flow: the fluid driving the pump.
---1)11~
Induced flow: the fluid to be pumped.

Discharge flow : mixed motive and induced flows .
Very simple pump with no moving parts:

> Motive flow mixes with the fluid in the th roat and transfers energy to the fluid in the throat.
> Motive flow entrains a secondary flow caHed the induced flow.
> The motive flow and the induced flow leave as a mixed flow through the discharge port.
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Volume 1
FUEL SYSTEM
Jet Pumps
Chapter 13 Topic 3
Page3
FCOM:V1-002
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General
The fuel transfer system is shown schematically in Figure 4.1.
Fuel is transferred from the centre tank to the main compartment of each wing tank by jet
pumps.
If auxiliary tanks are fitted, the auxiliary fuel is transferred to the wing main compartments:
the left auxiliary fuel to the left wing and the right auxiliary fuel to the right wing.
Auxiliary fuel transfer is by gravity and jet pumps.

Fuel from each main wing compartment is transferred to the associated feed tanks by
gravity and jet pumps.
Figure 4.1 - Fuel Transfer Schematic
Surge
tank
Outer
feed
tank
Inner
feed
~
Main wing
Centre
cQmpartmont
tank
tank
--------~----~--
--.
Gravity transfer direction
11 " Jet pump transfer dlfectiOo
Optional
auxili ary tanks
,.
,.
,.
,.
Centre tank fuel transfers by jet pump to the wmg tank main compartments.
AwcUiary tanks transfer by graVIty and jet pump to the wng tank main companments.
Man wing compartments transfer by gr:avlty and jet pumps to th-e Inner feed tanks.
Inner feed tanks transfer by gravtty to the outer feed tanks.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page2
Wing Tank Gravity Transfer
The wing tank structure is shown in Figure 4.2 as a plan view of the left wing and a vertical
section through the left wing looking forward.
The wing tank is an integral part of its wing. The tank is formed by sealing the volume
enclosed by:
The front and rear spar.
The top and bottom skin.
The innermost and outermost ribs.
There are 19 ribs in each wing: numbered 2 to 20 from inboard to outboard. Fuel can flow
freely through most of the ribs. The remaining ribs block or restrict the flow of fuel; some of
these ribs divide the wing tank into:
The main compartment.
The two feed tanks.
The surge tank.
Each feed tank contains a pump compartment; it contains the electrically driven pump.
Rib 13 forms the boundary between the main compartment and the inner feed tank. The
rib is solid and sealed apart from some small vent holes at the top and some flap valves at
the bottom. The flap valves allow gravity transfer into the feed tank but prevent flow back
to the main compartment.
Rib 15 is the boundary between the inner and outer feed tanks. It is solid and sealed
everywhere apart from at the very top. It acts as a high level weir; fluid can move between
the two feed tanks across the weir. Generally, the flow is from inner to outer feed tank.
Rib 18 is solid and completely sealed. It is the boundary between the surge tank and the
outer feed tank.
Ribs 6 and 1o are baffle ribs. They restrict span wise rate of fuel flow to reduce fuel slosh .
Each pump compartment is formed by the lower part of rib 15 and a rib that is open apart
from its lower portion: rib 14 for the inner pump compartment and rib 16 for the outer pump
compartment. Each of these ribs has flap valves at the bottom which allow flow into the
pump compartment but not out of it.
In the vertical section of Figure 4.2, dashed line 1 is at the height of the top of rib 13;
dashed line 2 is at the height of the top of the weir. Line 1 is equivalent to a wing fuel
quantity of about 2 000 kg (4 400 lb); line 2 is equivalent to about 1 300 kg (2 860 lb).
The feed tanks can be kept full by gravity transfer alone provided the level is above dashed
line 1. Below line 1, the jet pumps are required to keep the feed tanks full.
If the level falls below line 2, no more fuel can enter the outer feed tank by gravity transfer.
Without jet pump transfer, the outer feed tank is isolated when the wing tank level falls
below line 2.
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Volume 1
Chapter 13 Topic 4
Page3
FUEL SYSTEM
Transfer System
Figure 4.2- Wing Tank Structure and Gravity Transfer
Surge j ~=r
tank
Inner
_ __
feed
tank _._ tank
Main wing
_.
c:ompartm.ent
---+ Gravity fuel transfer direction

)
Aap valve
Plan Vlew
H'lgh level
Outer pump
compartment
boundaries
Cen tre
tank
Eledrically dnven fuel pump
weir
Rib 15
- -
Inner pump
compartment
boundaries
Rib 14
Rib 16
I
'
tci &; 1
Lt -
Rib 10
Rib6
Rib20
"
Rib 18 "
Rlb 15 .,.
t
Inner feed tank
boundaries
Surge tank
boundaries
between wing
and centre tank
Rib 13
Outerfeed tank
,.
Boundary
Baffle ribs;
,. Restrict spanwise flow of fuel
And so:
,. Reduce fuel slosh
bouJldarles
Vertical Section Looking forward
- --------~----------1 ---- -- ,- -------------- I
------- r~2----------1-:------------..._.
~
Wdh JUSt gtavlty transfer;

,
,
When the fuel level IS below the dashed line 1 the feed tanks cannot be kept lull
When tile fuel level is below dashed lne 2 , the outer feed tanlt Is isolated
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page4
Wing Tank Jet Pump Transfer
Wing tank jet pump transfer is shown schematically in Figure 4.3.

There are four jet pumps in the inner feed tank and two in the outer feed tank. Three of the
inner feed tank jet pumps transfer fuel from the main wing compartment to the inner feed
tank. The fuel then transfers to the outer feed tank by gravity over the weir at rib 15.
The fourth inner feed tank jet pump and the two outer feed tank jet pumps reduce unusable
fuel within the feed tanks by scavenging fuel into the pump compartments. The fuel is
scavenged from areas in the feed tanks where the geometry of the tanks prevents a
natural flow into the pump compartments.
The fourth inner feed tank jet pump scavenges inner feed tank fuel from outside the pump
compartment into the inner pump compartment.
The two outer feed tank jet pumps scavenge outer feed tank fuel from outside the pump
compartment into the outer pump compartment.
Motive flow for the outer feed tank jet pumps is from the outer electrically driven pump.
Motive flow for the inner feed tank jet pumps is from the inner electrically driven pump; a
backup motive flow supply is available from a standby fuel pump driven by a hydraulic
motor.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 5
Figure 4_3- Overview of Wing Tank Jet Pump Transfer
F.;;-~e-dr--l~-ne-ed-r-.--M-a-ln_w.-ln-g--Centre
tank
tank
tank
compartment
tank
4a
ElectTically driven fuel pump

Transfer direction
Jetpump
Point from which jet pump takes fuel
Two jet pumps in the ooter feed tank

scavenge fuel from the outboard section
or the outer feed tank into the outer
pump compartment.
Pla n View
Motive now for these pumps Is prOVIded

by the outer pump.
Four jet pumps in the inMr feed tank pump fuel into the Inner pump compartment.
Three lake fuel from the main compartmenl
One scavenges fuel from the inner feed tank but outside the pump compartmenl
Motive now for these pumps is:
,.
The inner pump
OR
,
The standby hydraulic pump
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page6
Wing Tank Jet Pump Motive Flow
Jet Pump motive flow is shown in Figure 4.4.

The motive flow for the inner feed tank jet pumps is normally from the inner electrically
driven fuel pump. Loss of jet pump transfer to the inner feed tank would result in a large
unusable fuel quantity, so an alternative motive flow supply is available from a standby
pump.
NRV A, in Figure 4.4, prevents any other pump supplying motive flow to the inner feed tank
jet pumps.
NRV E, in Figure 4.4, prevents flow from the inner electric pump to the standby pump.
NRV D, in Figure 4.4, prevents the standby pump from supplying the feed system.
The standby pump is driven by a hydraulic motor powered by the yellow hydraulic system.
An electrically controlled valve in the hydraulic supply line controls the hydraulic motor.
The valve has two positions: open and shut. The valve has an associated two position
STBY PUMP switch on the FUEL panel.
The standby pump has no association with the fuel feed system or the outer feed tank jet
pumps; the standby pump merely acts as a backup motive flow supply to the inner feed
tank jet pumps.
The motive flow supply for the outer feed tank jet pumps is from the outer electrically driven
fuel pump. There is no backup motive flow supply for the outer feed tank jet pumps.
NRV B, in Figure 4.4, prevents any other pump supplying motive flow to the outer feed tank
jet pumps.
NRVs C and D, in Figure 4.4, prevent air entering the fuel feed system under gravity feed.
This could occur when the fuel quantity is low enough to uncover the inlet to a pipe taking
the induced flow to a jet pump.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 7
Figure 4-4 - Wing Tank Jet Pumps

Outer
feed
tank
Inner
feed
tank
Main wing
compartment
Jet pump
Molive flow
G
O
Electrically dnven
fuelpump
~M
Hydraulically driven
fuel pump
( Standby pump)
Pomt from whtch jet pump takes fuel
(
-
Transfer (Induced)
Outer pump
compartment
flow:_;~~~:_
Mixed discharge flow
Inner pump
compartment
Valve
From yellow hydrauliCS
Left common feed
Cross feed
Outer feed tank jet pump motive flow is from tt1e outer electric pump
NRV B ptevents any oltlet pump supplying motive flow to these jet pumps.
Inner feed tank 1et pump mo1.1ve flow IS from the mner eleC111c pump or the standby pump.
NRV A prevents any oltlef pump supplying mobve flow to these jet pumps.
NRV E prevents flow from the 1nner pump into the standby pump
INRV D prevents flow from the standby pump. into the feed system
NRVs C and 0 prevent air entering the feed system under gravity feed at low fuel quantity.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page a
Standby Pump Control and Indication
Standby pump control and indication is shown schematically in Figure 4.5.

The standby pump valve is operated by an electrically controlled solenoid. When the
solenoid is energised by electrical power, the valve is closed. When electrical power is
removed from the solenoid, the valve opens.
Each pump has a two position STBY PUMP switch and a STBY LO PRESS annunciator on
the FUEL panel. The switch positions are NORM and ON.
When the switch is at ON, power is removed from the valve, so it opens and the pump
runs. At NORM, power is applied to the valve; so it closes and the pump does not run.
The electrical power to the left wing standby pump is from DC BUS 1; the power to the
right standby pump is from DC BUS 2.
When DC BUS 1 is lost, the left pump runs regardless of the left pump switch position;
when DC BUS 2 is lost, the right pump runs regardless of the right pump switch position.
At the emergency and essential power levels, both AC BUS 1 and 2 are lost, so all four
electrically driven pumps are lost. However, DC BUS 1 and 2 are also lost, therefore the
standby pumps will automatically run.
If just one main AC busbar is lost, one inner pump is lost, but the remaining TR powers
both main DC busbars. The standby pump will not automatically run ; it must be switched
on manually.
There is a pressure switch in each standby pump delivery line. The switch illuminates the
associated STBY LO PRESS annunciator if pressure is low and:
Either STBY PUMP switch is ON.
OR
AC BUS 1 fails.
OR
AC BUS 2 fails.
If either pump is selected ON, both the STBY LO PRESS annunciators are armed. To
avoid a nuisance warning, whenever one pump is required, both pumps are selected ON.
Also, if one main AC busbar fails , both STBY LO PRESS annunciators will be armed.
Again, a nuisance warning is avoided by selecting both standby pumps ON.
When cross feeding, both electrically driven pumps are turned off on one wing. To
maintain motive flow to the jet pumps on that side, the associated standby pump must be
switched ON. To avoid a nuisance warning, both pumps are selected ON.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page9
Figure 4 _5- Standby Pump Switching and Low Pressure Indication

STBY LO PRESS illuminates if associated pump pressure is low and:
> Either STBY PUMP switch is at ON.
OR
> AC BUS 1 fails.
OR
ll>
AC BUS 2 fails .
~otlve flow for left Inner
Motive flow for right Inner

feed tank jet p umps
feed tank jet pumps
NRV
LOGIC
Pressure switch
Pressure switch
Left standby pump
Right standby pump
Valve
Valve
0
L-_, ON
DC BU S 1
From yellow hydraulics

.Standby pump valve opens and pump runs if:
> Associated switch selected to ON.

OR
>
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Electrical power to valve lost.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 10
Fuel Leakage from the Feed Tanks to the Main Tank Compartment
There are vent holes at the top of the rib (rib 13) dividing the main compartment from the
inner feed tanks.
Although the flap valves at the bottom of the rib 13 are intended to prevent flow from the
feed tank into the main compartment, there is a slow leakage back to the wing main
compartment if the level in the feed tank is higher than that of the wing main compartment.
When the wing tank contents are less than 2 000 kg, the head of fuel in the main wing
compartment is below the top of the inner feed tank. In this condition, fuel from the feed
tanks can pass back to the main wing compartment via two routes:
The vent holes at the top of rib 13.
Leakage through the flap valves at the bottom of rib 13.
The leak rate into the main compartment is quite slow and is more than compensated for
by the jet pumps. However, if the jet pumps are not powered, the feed tank quantity will
reduce and so the FEED LO LEVEL annunciator will illuminate.
This case is often met at the end of a flight after the engines are shutdown. Turning on the
associated inner pump will refill the feed tanks.
The case is illustrated in Figure 4.6.
Flight at Low Fuel Quantity
When the main tank compartment is empty, the feed tanks do not empty at the same rate
initially.
The outer feed tank reduces by a small amount and then stops.
The inner feed tank continues to decrease until it is approximately 75 kg (165 lb) below the
outer feed tank.
The tanks then empty at the same rate.
The reason is the anhedral of the wing. The explanation is in Figure 4.7.
Gravity keeps the level in the feed tanks the same while the level is above the weir.
When the level reaches the weir much more fuel has been used from the inner feed tank
than from the outer; this is caused purely by the sloping surface of the top of the tank.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 11
Figure 4.6 - Leakage from Feed Tanks to Main Wing Compartment
Surge
tank
Outer
feed
tank
Inner
feed
tank
Main w ing
compartment
Electrically dnven fuel pump
Gravity fuel transfer direction
Flap valve
Leakage
Verti!rli! Se~tion l.tOoking forw1u"d

Vent holes ~
~ ---------------
Fuel can leak though the vent hOles and the nap valves rrom the mner feed tank tnlo the mam
wing compartrrlent
With the J8l pumps powered, any leak rate is eas ly countered.
Once fuel drops below the dashed line. feed 'tank quanllty WJII reduce tf the Jet pumps are not
powered
Figure 4.7- Feed Tanks at Low Fuel Quantity
Outer
Inner
Surge
._ __.
Main w!ng
ta n__
k___tank
re_ec:t
_ _ _tank
-___c_om
_ partment
---- ------------
Main compartment empty
The dashed line is a t the top of the weir

Wrth the fuel level above the we1r, gravity keeps the level paralle{ to the dashed line.
Once the level Is below the weir, fuel no long;er flows mto ltle ouler reed tank from the Inner
As the fuel level reaches the top of the weir, much more fue{ has been used from the inner
feed tank than from the outer feed tank.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 12
Centre Tank Structure
The centre tank structure is shown schematically in Figure 4.8: there is a plan view and a
vertical section looking forward.
The centre tank is an integral part of the wing centre section. The tank is formed by
sealing the volume enclosed by:
The front and rear spar.
The top and bottom skin.
Rib 2 of each wing.
There are three ribs within the tank: rib 1 for each wing and, in the centre, rib zero. Fuel
can flow between the ribs. However the ribs act as baffles to reduce fuel sloshing.
The shape of the tank is such that there is a low point to the left of the tank and another to
the right of the tank. This is shown schematically by the vertical section of Figure 4.8.
Centre Tank Transfer
Fuel is transferred from the centre tank to the main wing compartments by two jet pumps:
one pump transfers fuel from the left low point of the centre tank to the left wing; the other
transfers fuel from the right low point of the centre tank to the right wing. Transfer is shown
There is no gravity transfer. If both jet pumps fail, the remaining fuel in the centre tank is
unusable. This unusable fuel is shown on the centre tank quantity indicator.
Fuel above the dashed line in the vertical section of Figure 4.8 can be transferred to either
wing tank. The fuel below the dashed line remains on its side of the tank, so fuel below the
dashed line can only be transferred to the wing on the same side.
If just one jet pump fails, the fuel above the dashed line can be transferred to the wing
associated with the working jet pump, but the fuel below the dashed line on the side of the
failed jet pump is unusable. The unusable fuel due to this failure is 180 kg (397 lb); it will
be shown on the centre tank quantity indicator.
At the essential and emergency power levels, main AC power is lost and so all the electric
fuel pumps are lost. The motive flow to the centre tank jet pumps is lost, so any fuel in the
centre tank is unusable at the essential and emergency power levels.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 13
Figure 4-8 - Overview of Centre Tank Transfer
rr=-----.==
,.
Ma.in wing
Centre
compartment
tank
- . ..... Jet pump transfer directiOn
No grCMty transrer
., Jet pumps transfer centre tank fuel to the wing lank main compartment.
,.
Left jet pump takes fuel from the left low rpoint of the centre tank to the left wing.
,.
Right jet pump takes fuel from the left loY1 point of the centre tank to the right wing_
Rlb2
Plan View
Rib 1
Rib zero
Rib 2
.
.
..
L--.-~
Rib 1
"""""- - - -
F"ront
spar
Rear ;
spar ;
Fuel ftows freely through
Vertlcai Section
nbs zero, and 1
---
Looking Forward
,.
Volum of fluid above the dashed line can be transferred to either wing tllnk.
Volum of fluid below tho line to lllo loft can only oo Iran f rred to the h wing
tank
,. Volum or flu1d b low tho line to tile nght can only bo trnnsf rrod to the right wing
Umk
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 14
Centre Tank Jet Pump Motive Flow
The motive flow for the jet pumps is tapped from the cross feed line: for the left jet pump,
from between the left common feed valve and the cross feed valve; for the right jet pump,
from between the right common feed valve and the cross feed valve. Under normal
conditions, the left inner pump supplies the left jet pump and the right inner pump supplies
the right jet pump. However, motive flow can be supplied by any one of the electrically
driven pumps by selective use of the common feed and cross feed valves.
The discharge flow from a jet pump passes to the associated wing tank via a transfer valve
and a float valve. The float valve is in the wing tank; it maintains the wing tank quantity at
almost full during transfer.
Centre Tank Transfer Control
The transfer valve has two positions: open and shut: it can be controlled automatically or
manually. When the left valve is open, a white TRANSFER TO L TANK annunciator
illuminates on the FUEL panel. A white TRANSFER TO R TANK annunciator indicates
that the right transfer valve is open. Whenever either transfer valve is open, a white FUEL
TRANSFER caption illuminates on the CSP.
There is a three position CTR TANK TRANSFER switch on the FUEL panel. The positions
are AUTO, SHUT and OPEN.
At OPEN both transfer valves are open. At SHUT both valves are shut. On the ground
with the switch at AUTO, both valves are closed.
There is a high level switch in each wing tank. There are two tank low level switches in the
centre tank: one on the left and one on the right. In flight with the switch at AUTO, a
transfer valve is open unless either:
The associated wing tank high level switch is in the high level state (tank full).
OR
The associated centre tank low level switch is in the low level state (tank empty).
The switch is normally at AUTO while there is fuel in the centre tank. A small amount of
fuel remains in the tank after automatic transfer is complete, so the switch is selected to
OPEN for a minute to complete the transfer. The switch is then selected to SHUT.
Centre tank transfer is normally made with the cross feed valve closed. In this case, the
motive flow for a centre tank jet pump is from the electrically driven pumps on its side; the
motive flow is just re-circulated to the tank from which it originated.
If the cross feed valve is open, it is possible for the electrically driven pumps on one wing
to supply the motive flow for the centre tank jet pump for the other wing. If this happens,
some fuel from the wing supplying the jet pump is transferred to the other wing.
With fuel in the centre tank, this effect is not noticed as the float valves keep the wing
contents close to full.
The transfer valves are electrically motorised valves. If electrical power is lost to a valve, it
remains in its position at the time of power loss. The left transfer valve is powered from DC
BUS 1; the right is powered from DC BUS 2.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 15
Figure 4.9- Centre Tank Transfer

Outer
feed
tank
Inner
feed
tank
Main wing
Centre
c.ompartment
tan~
Point from which jet

pump lakes ruel
Motive
flow
Both transrer valves shut.
Transrer swtch at O PEN:

,. Both transrer valves ope11.
Transfer
(induced) flow
FUEL
TRANSFER
AUTO
Both transfer valves shut
SHUT
Jetpump
---~ diScharge
Mixed
flow
ITransfer switch at AUTO in air:
r --+i TRANSFER 1+-- ,
Transrer SWitch at AUTO on

ground:
,.
Either transfer
valve open
Transrer switch at SHUT:

,
Electrically driven
fuel pump
Transfer valve open unless:

,
Assooated centre tank level
switch Is low
> OR
> Associated wing tank level
switch Is h1gh.
OPEN
Left transfer
valve open
TRANSFER
1--+i TOR TANK
TRANSFER
TO L TANK 1+----l
Right transfer
valve open
L.OGIC
High lovel
'!!witch
FCOM:V1-002
Htgh lovol
switch
Cross feed valve
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Nov 01 / 09
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 16
Auxiliary Tank Transfer
Some aircraft have auxiliary tanks.

Auxiliary tank transfer is shown schematically in Figure 4.1 o: a plan view and a vertical
section looking along the wing.
The fuel in the auxiliary tanks is transferred by gravity and jet pumps. Left auxiliary tank
fuel is transferred to the left wing compartment; right auxiliary tank fuel is transferred to the
right wing main compartment.
Gravity transfer is via a gravity transfer pipe. Flow from the wing tank back to the auxiliary
tank is prevented by a flap valve on the end of the gravity transfer pipe in the wing tank.
All the fuel in the auxiliary tanks cannot be transferred by gravity because the floor of each
auxiliary tank is below that of the wing tank. Approximately 95 kg (209lb) per tank cannot
be transferred by gravity. A jet pump for each auxiliary tank takes fuel from the low point of
the tank.
The motive flow for the jet pumps is tapped from the cross feed line: for the left jet pump,
from between the left common feed valve and the cross feed valve; for the right jet pump,
from between the right common feed valve and the cross feed valve. Under normal
conditions, the left inner pump supplies the left jet pump and the right inner pump supplies
the right jet pump. However, motive flow can be supplied by any one of the electrically
driven pumps by selective use of the common feed and cross feed valves.
to supply the motive flow for the auxiliary tank jet pump for the other wing. If this happens,
some fuel from the wing supplying the jet pump is transferred to the other wing.
An auxiliary tank does not start transfer until the wing tank contents fall below the minimum
level maintained during centre tank transfer. This is achieved by the auxiliary tank vent
pipe. The pipe vents the auxiliary tank to the associated wing compartment. The outlet in
the wing tank is below the fuel level maintained during wing tank transfer. Fuel cannot
transfer until the vent pipe outlet in the wing tank is uncovered.
There are two white auxiliary tank annunciators on the FUEL panel: L AUX TANK NOT
EMPTY and RAUX TANK NOT EMPTY.
There is a low level switch in each tank. The switches act as tank empty switches. When
a switch is not in the low level state, the associated AUX TANK NOT EMPTY annunciator
illuminates; additionally, the CSP FUEL TRANSFER caption illuminates. The caption also
illuminates if either wing transfer valve is open.
If an auxiliary tank jet pump fails, the fuel below the gravity transfer pipe is unusable. This
will be indicated by the associated AUX TANK NOT EMPTY annunciator remaining
illuminated when the wing tank contents fall below 1 600 kg. The unusable fuel is included
in the associated wing tank indication.
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Volume 1
FUEL SYSTEM
Transfer System
Chapter 13 Topic 4
Page 17
Figure 4.10- Auxiliary Tank tran sfer
I ' Outer
feed
tank
Inner
feed
tank
1-
Main wing
Centre
c.ompartrnant tank
Point from which jet

pump takes ruel
Vent pipe<
Tank
-==--Mobve
flow
-
Electrically
driven fuet
pump
Aux
Transfer
(induced) flow
Jet pump
--~ discharge
Mixed
flow
Gravity transfer plpe
Vertical Section looking Along the Wimg

Wing tank level
during centre
tank transfer
Flap valve
Plam View
Flap -....
vatve
Left common
Cross reed
Rrght common
feed valve
valve
reed valve
L AU)( TANK
NOT EMPTY
t+r-+-.
lo
~w
level . -:-..... R AUK TANK

tches
NOT IEMPTY
left low levet switch not
at low level position
FUEL
TRANSFER
I.
I, __j
Righti low level switch

oot at low level position
Either auxiliary tank not empty OR Either centre tank transrer valve open
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AVRO 146-RJ Series
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General
An ov-erview of the venting system is shown in Figur-e 5.1. The venting system:
Allows air to leave the tanks during refuelling, during thermal expansion of the fuel,
or during climb as the surrounding air pressure reduces.
Allows air to enter the tanks during defuelling, when the fuel is used, when the fuel
contracts due to cooling, or during descent as the surrounding pressure increases.
Allows fuel to leave t he aircraft if the refuel system does not cut off when a tank
becomes full.
Each wing tank compartment vents through its associated surge tank. The centre tank
vents through the left surge tank.
Each surge tank vents through a NACA duct on the under surface of the wing beneath the
surge tank. The NACA duct is shown in Figure 5.2. A slot in the duct is connected to the
surge tank by a stack pipe.
Each auxiliary tank is connected to its main tank compartment by a vent pipe.
The outer feed tank vents through the inner feed tank over the weir.
The inner feed tank vents through its main wing compartment via a small pipe.
Figure 5.1 - Venting Overview
rrSurge
tank
F
,.
,.
,
,
Outer
feed
tank
Inner
feed
tank
Ma;n oring - Cent"'

compartment
tank
Optional
auxfllary tanks
Vent path
Left wing tank vents through left surge tank.

Right wing tank vents through right surge tank.
Centre lank vents through left surge tank
Auxiliary tanks vent through associated wing tank
Outer feed lank vents through inner feed tank across the weir.
Inner feed tank vents through lt'le main tank compartment.
l:_ Surge tanks vent to atmosphere through a NACA duct below the surge tank.
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I
I
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Volume 1
FUEL SYSTEM
Venting
Chapter 13 Topic 5
Page 2
Figure 5.2 - NACA Duct
Starboard Wing Tip
NACA duct
NACA duct from below

Slot connects to stack ptpe
Stack pipe IS withm the surge tank.
Inward and outward venting via the surge t:ank, stack pipe and NACA duct:
"
Left wing ta!'lk and centre ta!'lk ven 1to the left surge tank
,
,
Right wing t:ank vents through the nght surge tank.

Left auxiliary tank vents to the left wing tank.
Right auxiliary tank vents to the right wing tank.

..vt-13-00DSI
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Volume 1
FUEL SYSTEM
Venting
Chapter 13 Topic 5
Page3
Wing Tank Main Compartment Venting
The wing tank main compartment venting is shown schematically in Figure 5.3.
The venting is via three hollow stringers immediately beneath the top skin of the wing.
The stringers run from the high point of the wing into the surge tank. Each stringer is
attached to a pipe that terminates just above the floor of the surge tank.
Centre Tank Venting
The centre tank venting is shown schematically in Figure 5.3.

The venting is via a pipe that runs from the high point of the centre tank to the top of the
left surge tank.
Surge Tank
The surge tank arrangement is shown schematically in Figure 5.3.

The stack pipe is connected to the NACA duct, so air can flow freely in and out of the surge
tank and therefore, in and out of the wing tanks and centre tank.
If a tank is full and the fuel expands due to heating, the fuel may enter the surge tank. It
will not leave the surge tank provided the fuel level is below the top of the stack pipe. It is
very unlikely that fuel could reach this level due to thermal expansion.
In flight, a small positive pressure is created at the NACA duct. The pressure is
transmitted through the stack pipe and forces any fuel in the surge tank into the pipes
attached to the stringers; thus any fuel in the surge tank is transferred back into the main
wing tank compartment.
The fuel in the surge tank does not pass to the centre tank because the centre tank venting
pipe outlet is above the top of the stack pipe. It is therefore above the level of fuel in the
surge tank.
Since the NACA duct lies flush with the wing 's lower surface, it is not susceptible to
blockage by dirt, or the accumulation if ice.
If the electrically driven pumps fail , feed to the engines is by gravity and suction from the
engine driven pumps. The pressure created by the NACA duct aids gravity and suction
feed.
Refuelling Failure
If a failure in the refuelling system causes fuel to be supplied to the tank when it is full, the
fuel will enter the vent system and pass to the surge tank. The level of fuel will rise to the
top of the stack pipe and then pass overboard through the NACA duct.
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Volume 1
Chapter 13 Topic 5
Page 4
FUEL SYSTEM
Venting
Figure 5_3 - Main Compartment and Centre Tank Venting Schematic
Surge
tank
Outer
feed
tank
Inner
feed
tank
Main wing
compartment
Centre
tank
HoUow stringer
Stnnger to surge tank ptpeS
Centre lank vent pipe
Three hollow stringers vent the high
point or the wing tank to the surge lank
Plan Vlow
A single p tpe vents the high point of

the centre tank to th-e lett surge tank
Vertical Section Looking Forward
(]_ I T
-~S:u:rg~e:_:Ta:n:k~---~===~
Stack pipe
To high point In wing tank

To high point in centre tank
Inward and outward ventmg via the

surge tank, slack. pipe and NACA duct
lr ruel enters the surge lank due to thermal expanston:

,
,
The stack pipe prevents the fuel leaving lhe surge lank
In flight, the posttive pressure from the NACA duct pushes the fuel back into the wmg tank
via the hollow stringers.
ei enters the surge tan!( due to a failure in the refuelling system:
The surge tank level rises to the top of the stack pipe.
The fuel then enters ihe stack pipe and flows overboard through the NACA duel
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AVRO 146-RJ Series
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Overview
An overview of the quantity measuring and temperature indication systems is shown in
Figure 6.1.
There are seven quantity measuring sub systems:
One for each of the two wing tanks.
One for each of the four teed tanks.
One for the centre tank.
Each sub system has a tank processor unit ted by a number of tank contents units in the
associated tank. Each processor drives a flight deck indicator.
If auxiliary tanks are fitted, the tank contents units feed the associated wing tank
processor. The wing tank quantity indicator shows the sum of the fuel in the wing tank and
its associated auxiliary tank.
The wing and centre tank processor units have additional functions. Each of the three
processors:
Drives a repeater fuel quantity indicator on the refuel panel.
Receives a signal from a load preselector on the refuel panel. The signal is the
required tank quantity.
Sends a signal to the refuelling system to close the associated refuel valve once
the required tank quantity is achieved. When the refuel valve is closed, refuelling to
that tank stops.
Level switches in the feed tan ks signal amber FEED LO LEVEL annunciators on the FUEL
PANEL.
There are two magnetic level indicators in each wing tank.
A temperature indicator on the FUEL panel indicates the temperature of fuel in the right
outer 'feed tank.
FCOM:Vt -002
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Volume 1
FUEL SYSTEM
Quantity and Temperature
Chapter 13 Topic 6
Page 2
Figure 6 _1 - Overview Schematic
Surge
tank
Outer
feed
tank
Inner
fMd
tank
Quantity indication
signal
Main w ing
Centre
compartment
tank
Optloiiil
auxiliary
tanka
Quantity pre-select
--+Signal
...
Magnetic level
indicator
Refuel valve close
-.signal
Centre tank qoanttty lndtcators
Left feed tank

quantity ind lcatO>rS
Outer
Flight dock
Refuel panel
Inner
Inner
Centre tank
refuel valve
left outer
feed tank
processor
Right feed tank

quanlity indicators
left inner
feed tank
processor
Outer
Right inner
feed tank
processor
Centre tank processor
RJQht outer
feed tank
processor
rn
i
Temperature
indicator
left wing tank processor
Right wing lank processor
Refuel
pre-:selector
Flight
deck
Refuel
panel
Left wing tank

refuel valve
CID
Right wtng tank Refuel

refuel valve
panel
Flight
deck
Right wing lank

quantity Indicators
left wmg tank
quantity indicators
..v l-13.000!)0
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page3
Contents Unit
The principle of the contents units is shown in Figure 6.2.

The contents unit is a capacitor. The electrodes, or plates, of the capacitor are a hollow
cylinder and a tube. The tube is within the cylinder and concentric with the cylinder.
The unit is mounted just above the floor of the tank and extends to almost the top of the
tank. Fuel can flow freely into the space between the cylinder and the tube, so the fuel
level in the contents unit is the same as the fuel level in the tank.
Fuel between the cylinder and the tube changes the capacitance of the unit. The higher
the fuel level, the higher the capacitance. For a given volume of fuel, the capacitance
increases as the density increases. This means that the capacitance is a measure of the
mass of fuel in the tank rather than the volume of fuel.
The contents unit is supplied with AC power by the processor unit. A diode in the contents
unit rectifies the return current to the processor. The DC return current is a measure of the
capacitance and thus of the fuel mass.
In practice, a constant distance between the two electrodes does not take account of the
shape of the tank. The capacitance of the contents unit depends on the distance between
the two electrodes. The shape of the tank is taken account of by making the internal
electrode a multi section tube; each section has a different diameter.
Most tanks have several contents units. The capacitance of each contents unit is a
measure of the fuel quantity in its section of the tank. The contents units are electrically
paralleled; thus the total capacitance is a measure of the overall tank quantity.
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 4
Figure 6.2- Principle of the Contents Unit

Diode
DC signal to
electronic quantity
measuring circuit
.. .....
;. . ......."' !
Hollow cylinder
----+
AC power from
electronic quantity
measuring circuit
Central tube
..
.--.
Fuel level inside the contents

unit is the same as the level in
th e tank
Fuel can pass freely in and

o ut of the s pace between
the cylinder and the tube
......... ...
~
Capacitance unit mounted just above the floor of the tank:

}> A hollow metal cylinder contains a central metal tube.
)-
The cylinder and tube are the two plates of a capacitor.
Fuel enters the cylinder through the gap between the tank fl oor and the contents unit.
The level of fuel inside the cylinder is the same as the level outside the cylinder.
The fuel between the two plates alters the capacitance.
The higher the fuel level the higher the capacitance.
The capacitance is also affected by the density of the fuel.
J;.
:.>
)>
)>
:l> The capacitance is used as a measure of the fue l mass.

:> The unit is supp'lied with ac power.
:> The d iode rectifies the signal.
) A de electric current proportional to the capacitance, and thus a measure of the fuel
quantity, is passed back to the measuring circuit.
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 5
Fuel Processor Units
A processor unit is shown schematically in Figure 6.3.

The tank processor units are powered by DC. The processor unit generates an AC signal
which is sent to the contents unit of its tank. The contents unit send back to the processor
a DC signal which is a measure of the total capacitance of the contents units and thus a
measure of the total fuel quantity of the tank.
The normal power supplies for the processor units are:
Essential DC for the wing tanks.
DC BUS 2 for the centre tank.
Essential DC for the feed tanks.
A refuel master switch is on the refuel panel. If the switch is at on, the wing and centre
tank processor are fed from the BATT 1 busbar.
A FUEL QTY switch is on the centre instrument panel above the engine oil indicators.
Pressing the switch transfers power for the wing and centre tank processor units to the
BATT 1 busbar.
The refuel master and FUEL QTY switches have no effect on the feed tank processor
units.
The number of probes on each tank is:
Eleven in each wing tank for the associated wing tank processor.
One in each feed tank for the associated feed tank processor.
Five in the centre tank for the associated centre tank processor.
Three in each auxiliary tank for the associated wing tank processor.
Each tank processor drives a flight deck indicator.

The wing tank and centre tank processor units also:
Drive an associated repeater quantity indicator on the refuel panel.
Receive a signal from a refuel selector on the refuel panel. The signal is the
required tank quantity.
Send a signal to the refuelling system to close the associated refuel valve once the
required tank quantity is achieved. When the refuel valve is closed, refuelling to
that tank stops.
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Volume 1
FUEL SYSTEM
Quanti ty and Temp erature
Chapter 13 Topic 6
Page6
Fig ure 6.3 - Fuel Processor Units

Tank processor units are powered by de:
:;.. Wing tanks essential de.
~
~
.,_
,.
Centre tank DC 2.
Feed tanks essential de.
If fuel quantity button pressed, wing and centre processor units powered by BATT 1 busbar.
If REFUEL MASTER at ON, wing and centre processor units powered by BATT 1 busbar.
Several contents units spread throughout a tank:
)>
Each cont ents unit measures the fuel quantity in its section of the tank.
)Contents units are electrica lly connected in parallel.
))>-
So capaci ta nce is a measure of total tank contents.

11 contents units in each wing tank for the associated wing tank processor.
5 contents units for the centre tan k processor.
}>
3 contents units in each auxiliary tank.
1 contents unit in each feed tank for the associated feed tank processor.
Processor sends ac
signal to contents units.
Tank
Contents units send de signal
back to processor.
The signal is a measure of fuel
quantity.
,,
Contents unit
Tank processor unit
Flight deck indicator
1-
Refuel panel
indicator
.......
Refuel
pre-selector
CD
Refuel
valve
Each tank processor unit d r ives a flight deck indicator.

The wi ng tank and centre ta nk processors also:
:;.. Drive an indicator on the refuel panel.
Jo.
>
Take a signal for the required tank contents from the refuel pre-selector.
Send a signal to close the tank refuel valve when the pre-selected quantity is achieved.
i-v1-13-00052
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 7
Fuel Low Level Warnings
The fuel low level annunciation is shown schematically in Figure 6.4.

There are two amber low level annunciators on the FUEL panel : L FEED LO LEVEL and
R FEED LO LEVEL.
There is a high level float switch in each feed tank.
If either the left inner or the left outer float switch detects that the associated feed tank is
not full, the L FEED LO LEVEL annunciator illuminates.
If either the right inner or the right outer float switch detects that the associated feed tank is
not full, the R FEED LO LEVEL annunciator illuminates.
The feed low level circuits are powered by the emergency DC busbar.
Fuel Temperature Indication
Fuel temperature sensing is shown schematically in Figure 6.4.

A temperature sensor in the right outer feed tank drives a fuel temperature indicator on the
FUEL panel.
The temperature sensing circuit is powered by DC BUS 2.
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Pages
Figure 6-4- Fuel Low Level and Temperature Indication
__._______
Surge Outer
tank
feed
tank
Inner
feed
tank
wln~
Centre I
Main
compartment
tank
Level sw1tch
Temperature sensor
EMERG DC
FED
LEW:L
DC BUS2
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page9
Tank Usable Capacity

The quantity indicators are calibrated to indicate the usable fuel in balanced flight. They
are calibrated either in lb or kg.
Table 6.1 gives the usable fuel capacities for an aircraft without auxiliary tanks. Table 6.2
gives the usable capacities for an aircraft with auxiliary tanks.
The tables and text below assume a specific gravity of 0.8; that is a density of 0.8 times
that of water.
The conversion factors used are:
kg to imperial gallons: divide by 3.6286.
kg to litres: multiply by 1.2528.
lb to kg: multiply by 0.4536.
Imperial gallons to US gallons: multiply by 1.2009.
Imperial gallons to litres: multiply by 4.5460.
The pressure refuelling system has two settings: OVERRIDE and PRE SELECT .
At PRE SELECT, the load preselector is used. At OVERRIDE, the valves remain open
until forced closed by high level float switches.
The maximum load of fuel is achieved at the OVERRIDE setting. The tables relate to the
OVERRIDE setting.
The pre selector has a maximum value. It does not allow refuel above this level : the cut-off
level. The cut-off level assumes a specific gravity of 0.76 and includes allowances for
minor errors that could occur in service.

Without auxiliary tanks, the cut off value is 8 832 kg (19 452 lb); at a specific gravity of
0.80, the tanks can hold 9 362 kg (20 640 lb).
With auxiliary tanks, the cut off value is 9 712 kg (21 411 lb); at a specific gravity of 0.80,
the tanks can hold 10 298 kg (22 704 lb).
In the case of gravity refuelling:
The centre tank can still be refuelled to the values in the tables.
Each wing tank can only be refuelled to 1 005 imperial gallons (3 646 kg or
8 038 1b).
No fuel can be added to the auxiliary tanks.
Whichever refuelling method is used, the actual maximum mass that can be loaded
depends on the specific gravity of the fuel used.
Feed Tank Capacity
The capacity of each feed tank is approximately 75 imperial gallons (272 kg or 600 lb).
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 10
Table 6.1 - Usable Tank Capacity- Aircraft without Auxiliary Tanks

Tank
Imperial
Gallons
US Gallons
Litres
lb
kg
Left wing
Centre
1 015
550
1 219
661
4 614
2 500
8 120
4 400
3 683
1 996
Right Wing
1 015
1 219
4 614
8 120
3 683
Total
2 580
3099
11 728
20 640
9 362
Table 6.2- Usable Tank Capacity- Aircraft with Auxiliary Tanks
us
Tank
Imperial
Gallons
Gallons
Left wing
1 015
Left auxiliary
Litres
lb
kg
1 219
4 614
8 120
3 683
129
155
587
1 032
468
Left wing and auxiliary
1 144
1 374
5 201
9 152
4 151
Centre
550
661
2 500
4 400
1 996
Right wing
1 015
1 219
4 614
8 120
3 683
Right auxiliary
155
1 374
587
1 032
Right wing and auxiliary
129
1 144
5 201
9 152
468
4 151
Total
2838
3 409
12 902
22 704
10 298
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 11
Magnetic Level Indicators - General
Each wing has two magnetic level indicators (Mlls): inner and outer. Each MLI has a tube
graduated in centimetres; the tube can be withdrawn through the under surface of the wing
until a magnet on the graduated tube engages with a magnet on a float.
The scale is read against the aircraft skin; the scale indicates the depth of fuel in the tank
at the MLI location. To determine the volume of fuel in the tank the aircraft attitude must
be known. A sensitive attitude indicator is on the roof of the right gear bay.
Each MLI is unlocked by a stowage button; the button is on a manhole cover that allows
access to the tank from the under surface of the wing. A label on the wing under surface
identifies the manhole cover containing the MLI.
The locations of the magnetic level indicators and the attitude indicator are shown in Figure
6.5.
There are two MLI calibration charts: one for the inner MLI and one for the outer MLI.
To determine the mass of fuel in a tank, a calibration chart is entered with the following:
The fuel specific gravity.
The MLI reading.
The aircraft pitch and roll attitude.
The inner MLI is used when the tank contents are high. The outer is used when the tank
contents are low.
An MLI gives the contents of the wing tank, including the contents of the feed tank,
provided that the feed tanks are full and there is fuel in the main wing tank compartment. If
there is enough fuel in the wing to fill the feed tanks but the FEED LO LEVEL annunciator
is lit, then the inner pump must be run to fill the feed tanks before taking a reading.
Once the main tank compartment is empty, the MUs will read zero regardless of the
amount of fuel in the feed tanks.
The MLI does not measure the quantity of fuel in the optional auxiliary tanks.
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 12
Figure 6_5 - MLI and Attitude Indicator Location
Attitude indicator
Inner MLI
Gear bay lamp
Stowage button
Manhole oover
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 13
Principle of the MLI
The principle of the MLI is shown in Figure 6.6.

Each indicator consists of an outer tube mounted between the top and bottom skins of the
tank. Fuel cannot enter the tube. A float surrounds the outer tube. The float contains a
magnetic ring.
A graduated tube is contained within the outer tube. A ring magnet surrounds the upper
end of the graduated tube.
The graduated tube is normally locked to the bottom of the wing by a stowage button: as
shown in the stowed diagram of Figure 6.6.
The graduated tube can be unlocked by turning the stowage button through 90 with a
screwdriver; turning left or right unlocks the MLI. Once unlocked, the graduated tube can
be withdrawn. If it is gently withdrawn, it will stop when the two magnetic rings are aligned:
as shown in the MLI extended diagram of Figure 6.6.
If the graduated tube falls past the magnetic link, it should be pushed gently upwards until
the link engages.
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 14
Figure 6.6 - Principle of the MLI
MLI Stowed
MLI Ext ended
Graduated tube magnet

Float magnet
Fuel
level
:+-- - - - Outer tube ----~
Graduated -----+1~
tube
L_
StowagebuHon!
Left Inner MLI Extended
-=:::::::r;~;t'
Graduations
14
15
16
17
18
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Volume 1
Chapter 13 Topic 6
Page 15
FUEL SYSTEM
Attitude Indicator
The attitude indicator is on the roof of the right gear bay. The indicator is shown in Figure
6.7.
The indicator is a two dimensional spirit level. It measures pitch and roll attitude. A bubble
against a square grid indicates attitude. The left to right axis of the grid is labelled A to G;
the fore and aft axis is labelled 1 to 7.
The fore and aft scale is the pitch scale; the left to right scale is the roll scale.
Each interval on the grid is equivalent to '/20f attitude. The centre position of the grid (40)
is zero pitch and roll attitude. The range of the pitch grid is from 1 '/2 nose up to 1'/2 nose
down, and the range of the roll scale is from 1 '/2 o left wing down to 1'12 o right wing down.
For the calibration charts:
Nose up is positive pitch attitude and nose down is negative pitch attitude.
Wing up on the side t o be measured is posit ive roll attitude; wing down on the side
to be measured is negative roll attitude.
The attitude can be determined by using the indicator as a spirit level in the natural sense.
However, using Tables 6.3 and 6.4 avoids having to work it out.
To determine pitch attitude, enter Table 6.3 with the numeral on the fore and aft scale.
To determine roll attitude, enter Table 6.4 with:
The letter on the left to right scale.
AND
The tank to be measured.
Table 6.3- Attitude Indicator Reading To Degrees Pitch (Fore-aft scale)

1 orG
-1 '12
Numeral/letter
Pitc h ( 0 )
2 or- F
-1
3 orE
-'12
4or D
0
Sore
'lz
6 orB
1
7orA
1 '12
Table 6.4- Attitude Indicator Reading To Degrees Roll (Left to right scale)
Left Tank Roll (
"2 or 8
3 or C
4or D
5or E
6 orF
7orG
1jz
-1
-'12
'12
1
-1
1 '12
1 '12
'12
-'12
1 orA
Numeral/letter
0
)
Right Tank Roll (,
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 16
Figure 6-1 - Attitude Indicator
Nose
Right wing
Each square is worth Y2 of attitude.

When the bubble is in square 40 , the pitch attitude and the roll attitude are zero.
i-v1-13-00053
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 17
MLI Calibration Charts
Calibration charts for the inner and outer Mlls in kg and lb are shown in the Systems
Operation chapter of the FCOM Volume 3 Part 1. An example calibration chart is shown
in Figure 6.8.
Each chart consists of six vertical blocks of curves.
Five blocks correct the MLI reading for pitch and roll attitude. There is one for each of the
following pitch attitudes: -2, -1, 0, 1 o and 2 . Each block has a horizontal roll scale.
Each curve represents an MLI reading in centimetres.
The sixth block, on the left of the chart, corrects the reading for fuel specific gravity. The
horizontal scale is fuel specific gravity. Each curve represents a fuel mass in kg or lb.
To convert an MLI reading to fuel mass:
Pick the pitch column.
Enter with the roll angle.
Go vertically up until the MLI reading is met. If necessary interpolate between MLI
curves.
Go horizontally to the left until the vertical line corresponding to the fuel specific
gravity is met.
The fuel mass is given by the intersection of the horizontal line and the fuel specific
gravity line. If the intersection is on a fuel mass curve, the fuel mass can be read
directly. If the intersection is not on a curve, then interpolate between the curves
immediately above and below the intersection.
MLI Example
Figure 6.8 shows an example for a right tank inner MLI reading with:
An MLI reading of 25 .
A pitch scale of 2; that is a pitch angle of -1 .
A roll scale reading of B; that is a roll angle of 1.
A fuel specific gravity of 0.8 .
From the calibration chart, the fuel quantity is 2 800 kg.
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 6
Page 18
Figure 6.8 - Example Calibration Chart
-o
VI,.;.
w
a:
~
....
0::
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General
The fuel tanks are normally pressure refuelled from a refuel/defuel station on the right
wing. The required fuel load can be set on a load preselector at the refuel station ; the
refuel system will then automatically refuel to the set load. Alternatively, the delivery of fuel
to each tank can be manually switched on and off at the station.
There are three gravity refuelling points: one over the left wing, one over the centre tank
and one over the right wing. The optional auxiliary tanks cannot be gravity refuelled.
Pressure Refuelling and Defuelling Overview

Pressure refuelling and de fuelling is shown schematically in Figure 7.1.
Fuel enters the aircraft through a pressure refuelling point at the refuel/defuel station.
The refuel/defuel station is shown in Figure 7.2 and Figure 7.3.
From the refuelling point, the fuel enters a refuel gallery. Fuel is passed from the gallery to
the tanks by three refuelling valves: left, centre and right.
The left valve passes fuel to the left wing tank and the optional left auxiliary tank.
The centre valve passes fuel to the centre tank.
The right valve passes fuel to the right wing tank and the optional right auxiliary tank.
Refuelling to a particular tank stops when its refuel valve is shut.
To defuel, the fuel is passed from the cross feed line to an otnoad valve. The offload valve
passes the fuel into the refuel gallery. The ground facility sucks the fuel from the refuel
gallery through the refuel/defuel connection. The AC pumps in the feed tanks are used to
assist the defuelling.

The cross feed valve must be open for fuel to be taken from the left wing.
To take fuel from an outer feed tank, the associated common feed valve must be opened.
To take fuel from the centre tank, the fuel must first be transferred to the wing tanks.
The non-return valve between the offload valve and the gallery prevents fuel from the
refuel point entering the feed system if the offload valve is open.
The refuel valves must be closed during defuelling; if not, the pumps would return fuel to
the tanks through the refuel valves.
Tank High Level Sensors

There is a high level float switch in each wing tank and the centre tank. The switches are
used to:
Automatically close a refuel valve when its tank is full.

To illuminate an associated tank full lamp on the refuel control panel.
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 2
Figure 7_1 - Pressure Refuelling and Defue lling O verview
Surge
tank
---+
Outer
feed
tank
Refuel
lines
Inner
feed
tank
----+
Left tank
refuel valve
Left common
feed valve
Main wing
compartment
Optional
auxiliary
tanks
Centre
tank
Oefuel
lines
Refuel
gallery
Centre tank
refuel valve
Cross feed
valve
0
EEl
Pump
Non-return valve
Defuel
Refuel
Coupling
Right tank
refuel valve
Offload
valve
Right common
feed valve
Refuel
Fuel enters the aircraft via a refuel gallery.
From the refuel gallery, the fuel passes to the tanks via three refuel valves: left, centre & right.
The left valve passes fuel to the left wing tank and the optional left au xiliary tank.
The centre valve passes fuel to the centre tank.
The right valve passes fuel to the right wing tank and the optional right auxiliary tank.
The refuel valves are normally electrically controlled.
De fuel
The refue l valves are closed during defuelling.
Fuel is taken from the cross feed line between the cross feed valve and the right common
feed valve.
The fuel passes through an off load valve. The off load valve is manually controlled.
The ac driven pumps are normally used to assist defuelling.
The cross feed valve must be open to take fuel from the left wing.
To take fuel from an outer feed tank, the associated common feed valve must be open.
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Volume 1
Chapter 13 Topic 7
Page 3
FUEL SYSTEM
Refuel
Refuel Station
The refuel!defuel station location and door is shown in Figure 7.2. The station is shown
with the door open in Figure 7 .3
The refuel door has five quick release fasteners. A stay holds the door open.
The door encloses:
A refuel/defuel connection covered by a cap.
A control panel.
An offload valve and associated baulk.

An APU emergency stop switch. The APU stop switch in Figure 7.3 has a guard.
The guard is optionaL
Two panel floodlights.

Figure 7.2 - Refuel Station Location
Refueld~
IHoge
Five quick release fasteners
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 4
Figure 7.3- Refuel Station
.,. IAI"
....,..
Cap on refuel/defuel point must be

removed before refuel hose can be
connected
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 5
Refuel Valves
The valves are operated by DC motors. The valves are mounted in the right wing leading
edge inboard of the engines. Each valve can be operated manually if its actuator fails.
Refuel Control Panel Layout
The refuel control panel is shown in Figure 7.4. The panel is divided into four sections.
There is one section for each of the three tanks: left, centre and right. The fourth section
contains a master switch and the fuel load preselector.
Each tank section contains:
A fuel quantity indicator.
A tank full light.
A refuel valve position indicator.
A three position refuel valve switch: SHUT, OVERRIDE and PRE SELECT.
Fuel Quantity Indicator
The fuel quantity indicator is a repeat of the associated flight deck indicator driven by the
same fuel processor unit. The units are either kg or lb. The units will be the same as
those of the flight deck indicators.
Tank Full Lamp
The tank full lamp lights when the associated tank high level switch detects that the
associated tank is full.
Refuel Valve Position Indicator
The refuel valve position indicator is a magnetic indicator. It has three states: SHUT,
O PEN and crosshatched. The three states are shown in Figure 7.4. The indicator shows
crosshatched when:
The valve is not in the demanded position.
OR
There is no power to the indicator.
Refuel Valve Switch
If the refuel valve switch is at SHUT, the associated valve is shut.

If the refuel valve switch is at OVERRIDE, the associated valve is OPEN unless the
associated tank high level switch detects that the tank is full.
If the refuel valve switch is at PRE SELECT, the associated valve is open when the
quantity is less than that demanded by the preselector; the valve is closed by a signal from
the associated tank quantity processor when the demanded quantity is achieved. If the
processor fails to close the valve, the valve is closed by the tank high level switch.
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page6
Master Switch
The master switch has two positions: ON and OFF. Some aircraft have a switch guard.
When the guard is down, the switch is forced to the OFF position.
At ON :
The left, centre and right fuel tank processors are supplied by BATI 1 busbar.
Power is available to open the refuel valves.
Power is available to the full lamps and the magnetic indicators.
The panel flood lights are illuminated.
At OFF:
The fuel processor units are connected to their normal power supplies.
The refuel valves are forced closed.
Power is removed from the full lamps and the magnetic indicators.
The panel floodlights are turned off.
Preselector
The required fuel state is set using the rotary control below the digital display. The units
are either kg or lb. The units will be the same as those of the tank quantity indicators.
Figure 7.4 - Refuel Control Panel
07 0 00
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AVRO 146-RJ FCOM

Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 7
Automatic Refuelling
The PRE SELECT position is used to refuel the tanks to the total required fuel quantity set
on the fuel load preselector. The load preselector sends a required fuel quantity signal to
the wing and centre tank quantity processors.
The preselector ensures that the wing tanks are balanced at the end of refuelling.
If auxiliary tanks are not fitted , the preselector only demands fuel for the centre tank if the
required fuel is greater than the capacity of both wing tanks.
If auxiliary tanks are fitted , the preselector only demands fuel for the centre tank if the
required fuel is greater than the combined capacity of both wing tanks and both auxiliary
tanks.
Once a tank is at the required fuel level, the associated quantity processor sends a signal
to close the associated refuel valve.
If all three tanks require fuel, they are refuelled simultaneously.
The pre-selector has a maximum value. It does not allow refuel above this level: the cut-off
level. The cut-off level assumes a specific gravity of 0.76 and includes allowances for
minor errors that could occur in service.
Without auxiliary tanks, the cut-off value is 8 832 kg (19 452 lb); at a specific gravity of
0.80, the tanks can hold 9 362 kg (20 640 lb).
With auxiliary tanks, the cut-off value is 9 712 kg (21 411 lb); at a specific gravity of 0.80,
the tanks can hold 10 298 kg {22 704 lb).
If more than the cut-off value is required, the aircraft should be refuelled to the cut-off value
using PRE-SELECT. OVERRIDE should then be selected; refuelling can then be
continued until the desired quantity is reached or the high level float switches close the
valves.
Override Refuelling
The OVERRIDE position for refuelling is used if the pre-select system is not functioning or
if more than the pre select cut off value is required.
A refuel valve switch is left at OVERRIDE until the required tank quantity is achieved; the
switch is then selected to SHUT.
If the maximum quantity is required, the switch is left at OVERRIDE until the high level float
switch closes the valve.
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Nov 01 /09
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Pages
Auxiliary Tank Refuelling

The auxiliary tank cannot be gravity refuelled. It can only be refuelled by the pressure
refuelling system. The refuelling is shown schematically in Figure 7 .7.
Fuel passes from the associated wing refuel valve to the wing tank. A pipe from the wing
supply branches off to the auxiliary tank gravity transfer pipe. The refuel supply enters the
gravity transfer pipe via a nozzle. The nozzle creates a suction which holds the flap valve
closed while the auxiliary tank is being filled.
The auxiliary tank is always filled before the wing tank becomes full.
Figure 7.5 - Auxiliary Tank Refuelling

Refuel now
Refuel pipes
Wing Tank
Flap valve
Nozzle
From wing refuel

valve
--
-41
Gravity Ira llsfer PJpe
Auxma ry
Tank
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AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
FUEL SYSTEM
Ref uel
Chapter 13 Topic 7
Page9
Drain and Surge Valves
A spring-loaded surge valve is fitted to the refuel gallery. It is shown in Figure 7.6.
The purpose of the surge valve is to relieve a surge in pressure that might occur as the last
refuel valve closes.
When the surge valve opens, the refuel gallery is connected directly to the right wing tank.
The valve springs closed once the pressure surge has passed.
Drain Valve
A drain valve is fitted to the refuel gallery. It is shown in Figure 7.6.

The drain valve drains fuel from the refuel gallery into the right wing after refuelling.
The drain valve is opened by pressure from the right inner fuel pump. If this pump is
operating during refuelling, there will be an uncontrolled flow of fuel into the wing for as
long as refuel pressure is applied to the aircraft. If this pressure is maintained after the
wing is full , the fuel will overflow from the right surge tank.
Refuel Selected Annunciator
An amber REFUEL SELECTED annunciator is on the FUEL panel. It illuminates if:
The refuel door is open.
OR
The refuel door is closed AND the refuel master switch is on.
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AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 10
Figure 7.6- Drain and Surge Valves

Outer
Surge
tank
feed
tank
Inner
feed
tank
Refuel
lines
Left tank
refuel valve
Drain val.,.e
Main w ing
compartment
Optional
Centre
tank
Oefuel
lines
Refuel
gallery
Centre tank
refuel ...alii&
auxiliary
tal'1kS
Non-return valve
Refuel
Defuel
Coupling
Right tank
refuel va1ve
Surge valve
Pump
Offload
valve
Drafn valve operating

pressure
Toren
wmg tank
To opbOnatleft
To optional right
auxiliary tank
auxihary tanl<
Toren
common feed
Inner feed tank 1et

pump motive flow
Cross feed
valve
Right common
feed valve
The surge valve relieves fuel from the gallery nto the right W1ng tank
The valve opens If there Is a surge In l)ressure the refuel valves elose.
The drain valve drams fuel in the refuel gallery imo lhe right wing tank after refuelling.
The drain valve Is opened by pressure from the motive flow line to the Inner feed tank jet
pumps.
So the va lve will open when tile right inner pump is running
The right inner pump must be off during refuelling.
If the right inner pump is on, fuel will enter the wing tank via the drain valve when the refuel
valve is closed. Once the tank is full , fuel will overflow through the NACA duct via the vent
pipes and surge tank.
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 11
Offload Valve
The offload valve is operated in conjunction with a baulk. The three pictures in Figure 7.7
show the stages of operation.
The offload has an operating lever; the lever is shown in Figure 7.7.
The baulk has a handle that allows it to be moved in and out of the refuel station.
When the baulk is outside the station, the refuel door cannot be closed.
When the offload valve is not shut, its operating lever prevents the baulk being stowed
inside the refuel station.
When the baulk is stowed, the baulk holds the operating lever in the closed position.
The top picture shows the baulk stowed and the offload valve shut. The offload valve
cannot be opened when the baulk is stowed.
The middle picture shows the baulk unstowed. The offload valve can be operated; a 90
turn anticlockwise opens the valve.
The bottom picture shows the valve open. The operating lever prevents the baulk from
being stowed.
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 12
Figure 7-1- Offload Valve
Offload valve
Shut
Baulk
Holding valve
closed
lr;~~V~a~lv:e~Shutand
Baulk handle
Baulk Stowed
Valvo operating Iow,nr.

Free to move
Offload valve
Shut
Baulk
Cloar of
operating lever
Offload Valve Shut

"--------- ~!!!!!Land Baulk Unstowed
Valve operating lever
Free to move
Preventing baulk being
Offload valve
Open
stowed
Baulk
Offload Valve Open

and Baulk Unstowed
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 13
Gravity Refuelling
There are three gravity refuelling points: one over the left wing tank, one over the centre
tank and one over the right wing tank.
The location of the points is shown in Figure 7.8. The three filler caps are the same; the
cap is shown in Figure 7.9.
An electrical bonding spigot is close to each cap.
The filler cap has a flap; it can be raised and rotated.
When the flap is down (flush to the cap top), the cap is locked; when it is raised and
perpendicular to the cap surface, the cap is unlocked.
When the flap is raised it can be rotated between CLOSE and OPEN. At CLOSE the cap
cannot be removed; at OPEN it can be removed.
To remove the cap:
Raise the flap on the cap; this unlocks the cap.

Rotate the flap anticlockwise to the OPEN position. The cap can now be removed.
To replace the cap:
Insert cap.
Rotate the flap clockwise to the CLOSE position.
Push the flap down; the cap is now closed and locked.
Figure 7.8 - Filler Cap Location
Right wing tank

gravity refuelling point
Centre tank gravity
refuelling point
Right w ing tenk
gravity refuelling point
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Volume 1
FUEL SYSTEM
Refuel
Chapter 13 Topic 7
Page 14
Figure 7.9- Filler Cap

Cap open and
close markings
OPEN
Filler cap
@)
~
@)
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@)
~~~ ...
AVRO 146-RJ Series
Bonding
spigot
Nov 01 / 09
General
The main method of water protection is the transfer of fuel by the jet pumps. The jet pump
action ensures that any water present is mixed with the fuel as small droplets. The small
droplets of water pass harmlessly through the engine.
Additional protection is provided in the form of drain valves. The drain valves are
positioned at the low points of the system where water might accumulate.
Drain Valves
There are five water drain points under each wing :
One for the surge tank.

Three for the wing tank.
One for the centre tank.
Each drain point is identified by a label. The location of the drain points is shown in Figure
8 .1.
Each drain valve has a hexagon shaped slot. Pushing a rod or drain tool into the slot
opens the valve. The valve closes once the tool or rod is removed.
The tool has a bottle to collect the drained fluid.
The tool is shown in Figure 8.1 .
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AVRO 146-RJ Series
Nov 01/09
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Volume 1
FUEL SYSTEM
Water Protection
Chapter 13 Topic 8
Page 2
Figure 8-1 -Water Drains

Locatlon
Surge tank
drain point
Wing tank
drain polnls
tank
l aln point
Water Drain Tool
...
Water Drain Point
Hexagonal sfot
WATER
DRAIN
Label
Bottle
- --+t
Tool is pushed into the hexagonal slot to dra1n fluid into the bottle
When the tool is removed the drain valve closes
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AVRO 146-RJ Series
Nov 01 / 09
Gener al
Fuel can be transferred betw-een the wing tanks in two ways:
Using the refuel system.
Using the centre tank transfer system.
The transfer procedures below are for use on the ground only.
Using the Refuel System

Figure 9.1 shows transfer from one wing to the other using the refuel system.
Fuel can be transferred from one side to the other using the refuel valves, the offload valve,
the feed valves and the electrically driven pumps.
To transfer fuel from the right wing to the left wing:
Open the right common feed valve and close the cross feed valve.
Turn on the right inner and right outer pumps. Fuel pressure from the right wing is
now available at the offload valve.
Open the offload valve. Fuel from the right wing is now being delivered to the refuel
gallery.
Leave the centre tank and right wing tank refuel switches at SHUT. The centre and
right refuel valves will be closed so fuel from the refuel gallery will not enter the
centre tank or right tank.
Set the left refuel switch to OVERRIDE. Fuel from the right tank is now being
transferred to the left tank.
To transfer fuel from the left wing to the right wing:
Open the left common feed valve and the cross feed valve.
Turn off the right inner and right outer pumps.
Turn on the left inner and left outer pumps. Fuel pressure from the left wing is now
available at the offload valve.
Open the offload valve. Fuel from the left wing is now being delivered to the refuel
gallery.
Leave the left tank and centre wing tank refuel switches at SHUT. The left and
centre refuel valves will be closed so fuel from the refuel gallery will not enter the
left tank or centre tank.
Set the right refuel switch to OVERRIDE. Fuel from the left tank is now being
transferred to the right tank.
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Volume 1
FUEL SYSTEM
Transfer Between Wing Tanks
Chapter 13 Topic 9
Page 2
Figure 9 .1 -Transfer Using Refuel system

Outer
feed
tank
Inner
feed
tank
..
Main wing
Centre
compartment tank
Electrically driven luel pump

Non-retum valve
Reruel gaUery
Transfer Row
Transfer from Right W ing to Left Wing
Pumps on
oroH
Centre
refuel
Pumps on
Right
refuel
valve
valve
Otnoad
valve
Cross fe9d valVe
Transfer from Left Wing to Right Wing
Left
refuel
valve
Pumps on
Centre
reluel
valve
Pumps off
Right
refuel
valve
omoad
valve
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Cross feed valve
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 9
Page3
Using the Centre Tank Transfer System
Figure 9.2 shows transfer from one wing to the other using the centre tank transfer system.
When using a jet pump the destination of the motive flow and the induced flow is the same.
Centre tank transfer is normally made with the cross feed valve closed. In this case, the
motive flow for a centre tank jet pump is from the electrically driven pumps on its side; the
motive flow is just re-circulated to the tank from which it originated.
to supply the motive flow for the centre tank jet pump for the other wing. If this happens,
fuel from the wing supplying the jet pump is transferred to the other wing.
With fuel in the centre tank, this effect is not noticed as the float valves keep the wing
contents close to full.
However, without fuel in the wing tank, fuel from one wing tank can be passed to the other
without a compensating flow.
With the centre tank empty, to transfer fuel from the right wing to the left wing:
Set the CTR TANK TFR switch to OPEN. Both centre tank transfer valves will now
be open.
Set the left inner and left outer pumps off.
Open the cross feed valve and the right common feed valve.
Set the right inner and right outer pumps on. Fuel from the right wing now passes
through the motive flow lines of both jet pumps and so through both transfer valves
and both float valves. The flow through the right jet pump passes back to the right
tank, but the flow through the left jet pump passes to the left tank.
With the centre tank empty, to transfer fuel from the right wing to the left wing:
Set the CTR TANK TFR switch to OPEN. Both centre tank transfer valves will now
be open.
Set the right inner and right outer pumps off.
Open the cross feed valve and the right common feed valve.
Set the left inner and left outer pumps on. Fuel from the left wing now passes
through the motive flow lines of both jet pumps and so through both transfer valves
and both float valves. The flow through the left jet pump passes back to the left
tank, but the flow through the right jet pump passes to the right tank.
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Volume 1
FUEL SYSTEM
Chapter 13 Topic 9
Page 4
Figure 9-2 -Transfer Using Centre Tank Transfer System

Outer
feed
tank
Inner
feed
tank
..
Main wing
Centre
compartment taok
Non-retum valve
Reruel gallery
Transfer flow
Transfer from Rlght Wing to Left Wing
.-
Transfer valves open
le
Transfer
valve
Pumps on
Pumps off
Cross feed valve
Transfer from Left Wing to Right Wi ng
Pumps off
Pumpson
r
Len common feed valve
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Cross feed valve
AVRO 146-RJ Series
Nov 01 / 09
General
The flight deck controls and indicators are split betw-een three areas:
The FUEL panel on the overhead systems panel: Figure 10.1.
The centre instrument panel:
CWP and CSP: Figure 10.2.
Fuel quantity indicators: Figure 10.3.
The FUEL overhead circuit breaker panel: Figure 10.4.
Feed Tanks
A feed tank quantity indicator for each feed tank is on the FUEL panel. They are labelled 1
to 4 and are arranged in the natural order from left outer to right outer. There are two types
of indicator: one has units of kg and the other has units of lb.
There are two feed tank low level annunciators on the FUEL panel. The L FEED LO
LEVEL annunciator indicates that either the left outer or left inner feed tank is not full. The
R FEED LO LEVEL annunciator indicates that either the right outer or the right inner feed
tank is not full.
Auxiliary Tanks
There are two auxiliary tank not empty annunciators on the FUEL panel.
The L AUX TANK NOT EMPTY annunciator indicates that there is still fuel in the left
auxiliary tank.
The R AUX TANK NOT EMPTY annunciator indicates that there is still fuel in the right
auxiliary tank.
If auxiliary tanks are not fitted , these are replaced by annunciators showing white bars.
Centre Tank Transfer

A three-position CTR TANK TRANSFER switch on the FUEL panel controls the centre tank
transfer to the wing tanks. The positions are AUTO, SHUT and OPEN.
At OPEN both transfer valves are open. At SHUT both valves are shut. On the ground
with the switch at AUTO, both valves are closed.
In flight with the switch at AUTO, a transfer valve is open unless:
The associated wing tank high level switch is in the high state.
OR
The associated centre tank low level switch is in the low level state.
There are two transfer annunciators on the FUEL panel.

The TRANSFER TO L TANK annunciator indicates that the left transfer valve is open.
The TRANSFER TOR TANK annunciator indicates that the right transfer valve is open.
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Volume 1
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 2
Figure 10-1 - Fuel Panel

Alternative feed tank
quantity indicator
If aultlhary tanks are

notRtted
t AUX TANK RAUX TANK
NOT EMPTY NOT EMPTY
are replaced by
--- ---
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AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page3
Refuel Selected
There is a REFUEL SELECTED annunciator on the FUEL panel. It illuminates if:
The refuel door is open.
OR
The refuel door is closed AND the refuel master switch is on.
Feed Valves
There is a two-position switch for each of the feed valves: both common feed valves and
the cross feed valve. The positions are SHUT and OPEN.
Each feed valve has a NIPS annunciator adjacent to its switch: L FEED VALVE, R FEED
VALVE and X-FEED VALVE.
Fuel Temperature
A FUEL TEMP indicator on the FUEL panel indicates the temperature of the fuel in the
right outer feed tank.
Standby Pumps
There is a two-position switch for each standby pump: NORM and ON.
At ON the pump will run. At NORM, the left pump will run when the DC BUS 1 is lost and
the right pump will run when the DC BUS 2 is lost.
There is a LO PRESS annunciator for each standby pump. An annunciator will illuminate if
its pump's pressure is low, and:
Either STBY PUMP switch is ON.
OR
AC BUS 1 fails.
OR
AC BUS 2 fails.
Inner and Outer Pumps
There is a two-position switch for each of the inner and outer pumps on the FUEL panel;
the positions are ON and OFF.
Each pump has a LO PRESS annunciator on the FUEL panel.
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Volume 1
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 4

The CWP and CSP captions are shown in Figure 10.2.
An amber FUELt caption is on the CWP; the caption draws attention to the illumination of
an annunciator on the FUEL panel.
The CSP has two fuel system captions:
A WHITE FUEL FEED OPEN caption. The caption indicates that either the
common feed valve or the cross feed valve is open.
A white FUEL TRANSFER caption. The caption indicates that a centre tank
transfer valve is open or that there is still fuel in one of the auxiliary tanks.
Figure 10.2 - Master Warning System Capti ons
Part of the CWP
TheCSP
~v1-t3-00054
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AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 5
Fuel Quantity Indicators
There are three fuel quantity indicators on the centre instrumental panel: one for the left
wing , one for the centre tank and one for the right wing.
The units of fuel quantity may be in kg or lb.
The fuel indicators are part of the engine electronic displays. The electronic displays are
Fuel Quantity Button
A FUEL QTY button is above the engine oil indicators. When the FUEL quantity button is
pressed, the wing and centre tank processors are powered from BATI 1 busbar.
FCOM:V1-002
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Volume 1
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page6
Figure 10.3 - Electronic Displays
IV11!J.00055
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Nov 01 / 09
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Volume 1
FUEL SYSTEM
Flight Deck Summary
Chapter 13 Topic 10
Page 7
Circuit Breakers
The FUEL circuit breaker panel is shown in Figure 1 0.4.
There is a circuit breaker for each feed valve:
C1 for the cross-feed valve.
D1 for the left common feed valve.

D2 for the right common feed valve.
Circuit breaker C2 is for the APU fuel valve.

Circuit breaker E1, QTY ALTN PWR, supplies:
The refuel control circuits.

The left, centre and right fuel tank processors when the refuel master switch is on,
or the FUEL QTY button is pressed.
The refuel panel full lamps and magnetic indicators.
The REFUEL SELECTED annunciator.

The refuel panel flood lights.
Figure 10.4 - Circuit Breaker Panel
i-v1 -13-00049
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AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
The Components............................................ .................................. .............................

Pumps ........................................................... ................................................................
Accumulators ................... ................................................................ ........................ .....
Standby Electrical Power .. ........................................................................................... .
1
1
1
Topic 2 - Accumulators
General ............. ........... ....................... ............................................ ............. .................

Brake Accumulator........................................................................................................
Green System Accumulator ............................................................. .............................
Airstairs Accumulator.......................... ..........................................................................
1
2
4
5
Topic 3 - Reservoirs
General ............. ............................................ ................................................................

Structure........................................................................................................................
Fluid High Temperature. ... ............................................................................................
Air Supply ......................................................................................................................
Air Pressure Indication ..................................................................... .............................
Green Sight-glass ............................................................................ .............................
Yellow Sight-glass .........................................................................................................
Flight Deck Quantity Indications....................................................................................
1
2
2
4
5
5
8
11
Topic 4 - Main Power Generation
General ............. .................................. ............................................ ............. ................ .

System Pressure ....................... ............. ........ ....................... ........... .............................
Engine-driven Pumps....................................................................... .............................
AC Pump General ............................... .................................. ........................................
AC Pump Automatic Start. ............................................................................................
AC Pump Cooling...................... ............. ........ .................................... ...........................
PTU General ............................. ........... .. ........ ....................... ... ........ .. ........ ... ................
PTU Pressure.... ............................................................................................................
Pressure Filters.............................................. .................................. .............................
1
1
3
3
5
6
7
7
Topic 5 - Back-up System
General ............................................................ .............................................................

DC Pump................................... ............. ........ ....................... ........... .......... ...................
Pressure Filter................................................ .................................. .............................
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Oct 31/1 3
1
1
2
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Contents
Chapter 14 TOC
Page2
Topic 6 - Services
General.........................................................................................................................
Yellow Services.............................................................................................................
Green Services.............................. .......................................... .....................................
Standby Generator Hydraulic Circuit................................................. ............................
Standby Generator Operation.......................................................................................
Standby Generator............................................................................ ............................
1
1
1
1
2
5
Topic 7 - Flight Deck
General .............................................................................................. ...........................

System Pressure...........................................................................................................
Reservoir Quantity ................. .................................................. .......... ......... ..................
System High Temperature............................................................................................
Reservoir Air Pressure..................................................................................................
Engine Pumps................................................................................... ............................
PTU...............................................................................................................................
AC Pump Switch .............. ...... .... .. .. ...... ... .. ....... ......... ..................... ... ...... .... ...... ..... ..... ..
AC Pump Failure................................................................................ ...........................
AC Pump Overheat.......................................................................................................
DC Pump Control..........................................................................................................
Brake Accumulator Low Pressure.................................................................................
Circuit Breaker Panel .... ... ... ... .. .. ....... .. . ...... ....... ... .... .. ..... .............. ... . ..... . .... ...... ..... ...... .
1
1
1
1
1
1
1
2
2
2
2
2
3
Topic 8- Summary
The System .. ............ ..... ... ... ....... .......... ............. ........ ..... ...... ........... .. .... .. ... ...... . .... ...... ..
Pumps............................................................................................... ......... ...................
Accumulators .... ....... ..... ... ... .. . .... .... ..... . .... . ..... .. ... . .. ... ........... ...... ..... .. .... .. ... ....... .... ...... ..
Standby Electrical Power . ... ... ... . .... ...... ..... ...... ...................... .... .. .. ... . ..... . .......... ............
FCOM:V1-002
AVRO 146-RJ Series
Oct 31 /13
1
1
3
3
The Components
Figure 1.1 gives an overview of the hydraulic power system. Hydraulic power is provided
by two systems: the yellow and green systems. Most components are located in a
pressurised hydraulic bay; a small bleed to atmosphere ven1ilates the bay. Yellow
components are on t he left of the bay; green components are on the right.
Two reservoirs store fluid: one for the yellow system, the other for the green system. Each
system has a main pump and an auxiliary pump. The yellow system also has a back-up
pump. The pumps draw fluid from the re-servoirs, pressurise the fluid and thus provide
power to operate the hydraulic services.
Accumulators store fluid under pressure, providing reserves of hydraulic power.
System pressure gauges, reservoir quantity gauges, pump switches and failu re
annunciators are on the flight deck hydraulic panel.
Pumps
The main pumps are engine driven. Engine 2 drives the pump in the yellow system.
Engine 3 drives the pump in the green system.
The yellow system auxiliary pump is driven by an ac electric motor and is called the
ac pump. The motor is supplied by ac bus 1. The green system auxiliary pump is a power
transfer unit (PTU). The PTU is a hydraulic pump in the green system mechanically driven
by a hydraulic motor in the yellow system.
The yellow system back-up pump is driven by a de electric motor powered by emergency
de and is called the de pump. It draws fluid from a dedicated part of the yellow reservoi r;
the fluid in this part of the reservoir is not available to the other yellow system pumps. The
de pump provides an alternative source of power for the brakes and emergency gear
lowering.
Accumulators
In the basic aircraft, there are two accumulators. One supplies the yellow brakes; the other
supplies the green system. Some aircraft have an additional accumulator that stores
power to raise the airstairs.
Standby Electrical Power
The green system provides a backup for the electrical system by providing power to drive a
standby generator. The standby generator provides both ac and de power.
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AVRO 146-RJ FCOM

Volume 1
Chapter 14 Topic 1
Page 2
HYDRAULIC SYSTEM
Overview
Figure 1.1 - Overview Hydraulic Schematic

Pump
Motor
Non return valve
Reservoir
1
E;ngine 3
Engine 2
Pump
Pump
~p
~*'''
AC
Pump
Standby generatOC'
AC & DC output
Other green
services
Services supplied by just
ac pump & ENG 2 pump
Emergency gear lowering

+- Supplied by any
asslster jack
yelllow pump
Also supplied by
brake accumulator
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
General
Every aircraft has a yellow system brake accumulator and a green system accumulator.
Some aircraft have an extra accumulator in the yellow system for airstairs retraction. The
accumulators are in the hydraulic bay.
Each accumulator is a cylindrical tube cont aining a floating piston. The piston divides the
cylinder into two chambers. One chamber contains nitrogen under pressure; the other
chamber is connected to the hydraulic supply. A gauge attached to the accumulator
measures the nitrogen pressure. With the hydraulic pressure zero, the nitrogen is charged
to 1 000 psi from a ground supply. The charging point is close to the gauge.
Figure 2.1 shows the accumulator schematically with the hydraulic system depressurised
and pressurised; photographs of an accumulator are also shown.
When the hydraulic pressure is less than 1 000 psi, the nitrogen pressure will be 1 000 psi;
the piston will then be at the hydraulic outlet end of the cylinder.
When the hydraulic fluid pressure is greater than 1 000 psi, the nitrogen pressure will be
the same as the hydraulic fluid pressure, and so the gauge will indicate the pressure of the
hydraulic fluid within the accumulator. As the hydraulic pressure increases, the piston
moves further away from the accumulator outlet compressing the nitrogen. The
compressed nitrogen then acts as a store of energy, which can be used to supply hydraulic
power for a limited time. Alternatively, the accumulator hydraulic pressure can be used to
move and then hold an actuator in place. The time that the actuator can be held is
determined by internal system leaks.
Accumulators also smooth the flow from the hydraulic pumps and help to maintain system
pressure when system demand is high.
Figure 2.1 - Accumulator
Hydrauuc ptessure zero
====11.~L---r--N-itro-ge_n_ _ _____.~ 1 000 psi

t
+
P ston
Cytinder
Charging~'"?
Gauge
pomt
1
Hydraulic ptessure 3 100 p~ =~

Cylinder
FCOM:V1-002
HydrauliC ftuld
Natrog.en
Charg1ng
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Accumulators
Chapter 14 Topic 2
Page2
Brake Accumulator
The brake accumulator is on the left wall of the hydraulic bay. A schematic of the supply to
the accumulator is shown in Figure 2.2. Photographs of the accumulator are shown
in Figure 2.6.
The accumulator supplies just the yellow system brakes and is segregated from all other
services by a non-return valve. It can be pressurised by any one of the three yellow
system pumps. It provides a reserve of fluid for parking and assists the de pump during
braking, especially during anti-skid activity.
A pressure relief valve just upstream of the brake accumulator provides thermal relief for
the accumulator and protection against overpressure from the de pump. The relief valve
returns fluid to the reservoir.
A pressure switch senses hydraulic fluid low pressure in the accumulator. When the
pressure is less than 2 500 psi, a BRK ACC LO PRESS annunciator illuminates on the
flight deck hydraulic panel. Illumination of the annunciator is delayed by five seconds to
reduce the chance of a nuisance warning during anti-skid activity with just the de pump
available.
Unless the hydraulic pumps are pressurising the accumulator, successive applications of
the brakes will consume the hydraulic fluid contents of the accumulator until the brakes are
no longer effective.
When the parking brake is applied, the yellow brake pressure indicator shows the hydraulic
fluid pressure in the accumulator. The accumulator can only be depressurised by selecting
all yellow pumps off and making repeated applications of the yellow brakes until the yellow
brake pressure is zero with brakes applied.
When the parking brake is applied, pressure will slowly reduce due to component internal
leakage, until the brakes are no longer effective.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 14 Topic 2
Page3
HYDRAULIC SYSTEM
Accumulators
Figure 2.2 - Brake Accumulator Schematic
ENG 2
pump
P-Pump
PRV - Pressure re lief valve
Other yellow
services
AC pump
DCpump
1+ 1
Emergency gear
Non-return valve ensures

the brakes
(IBrake accumulator )Pressure switch
Any yellow pump can

charge the accumulator
Yellow brake pressure
gauge indicates
accumulator pressure
when park brake is on
Yellow brakes
/
BRKACC
LO PRESS
FCOM:V1-002
BRK ACC LO PRESS given if accumulator

pressure less than 2 500 psi
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Acc umulators
Chapter 14 Topic 2
Page 4
Green System Accumulator

The green accumulator is on the right wall of the hydraulic bay. A schematic of the supply
to the accumulator is shown in Figure 2.3. A photograph of the accumulator is shown
in Figure 2.4.
The green system accumulator stabilises the PTU output.
The standby generator requires a high flow rate when it starts. The accumulator augments
The accumulator is not protected by a non-return valve; so when the running green system
pump{s) are turned off, the accumulator gradually discharges because there is a natural
leak rate in the green system. The accumulator fluid pressure is always t he same as the
green system pressure.
The accumulator provides limited operation of green services for a short time after the
pressure supply is lost from the pumps.
Figure 2.3 - Green Accumulator Schematic
Engine 3
pump
[I non-return valve
Standby generator
Green accumulator:
l>
l>
PTU
Stabilises PTU
Assists standby generator starting
..-4 Other green services

Figure 2.4 - Right Wall of Hydraulic Bay
Green accumulator
Hydraulic bay door
Standby generator
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Volume 1
HYDRAULIC SYSTEM
Accu mulators
Chapter 14 Topic 2
Page 5
Airstairs Accumulator
The airstairs accumulator is an option to provide a reserve of fluid for retracting the
airstairs. Airstairs can be fitted without an accumulator.
If fitted. the airstairs accumulator is on the lef1 wall of the hydraulic bay. A schematic of the
supply to the airstairs is shown in Figure 2.5. A photograph of the accumulator is shown
in Figure 2.6.
Either engine 2 pump or the ac pump can charge the accumulator. The de pump cannot
charge the accumulator. The accumulator can be depressurised by selecting engine 2
pump and the ac pump off and then operating a pressure release valve in the hydraulic
bay. The pressure release valve returns the fluid in the accumulator to the reservoir.
A pressure relief valve just upstream of the airstairs accumulator provides thermal relief.
The relief valve returns fluid to the reservoir.
Figure 2-5 - Airstairs Accumulator Schematic
To reservoir
When pressure release

valve is operated , fluid in
airstairs accumulator is
returned to the reservoir
Pressure
release
valve
ENG 2
pump
Airstairs
accumulator
Other yellow services
~
DCpump 0~
(
J" " ' "
"''m'lato<)
FCOM:V1-002
Airstairs
Non-return valve e nsures

the airstairs
Emergency gear
Yellow brakes
AVRO 146-RJ Series
P- Purmp
PRV- Pressure relief valve
I ..,. I Non return valve
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Accumulators
Chapter 14 Topic 2
Page6
Figure 2.6 - Left Wall of Hydraulic Bay
Without
Airstairs
Accumulator
AC pump
DC pump
DC pump
Airstairs accumulator
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
General
The hydraulic reservoirs are in the rear of the hydraulic bay; they are shown in Figure 3. 1.
The hydraulic pumps take fluid from the reservoirs to power the services. Fluid is returned
to the reservoirs from the services. A synthetic fire resistant fluid is used: Type IV
phosphate ester fluid.
The air space above the hydraulic fluid is pressurised to a nominal 50 psi. The air is
pressurised by the associated engine. The reservoir air can be pressurised by a ground
supply. A pressure gauge, relief valve and ground charging point are attached to each
reservoir. Low air pressure is indicated by an AIR LO PRESS annunciator for each system
on the flight deck hydraulic panel.
Reservoir fluid quantity can be determined from a sight glass on each reservoir. Quantity
indicators are on the flight deck hydraulic panel.
Low fluid quantity is indicated by a LO QTY annunciator for each system on the flight deck
hydraulic panel. Level switches are used to drive the quantity indicators and the LO QTY
annunciators.
Negative g traps ensure that fluid is supplied to both engine pumps and the ac pump under
conditions of negative-g.
Excessively high reservoir fluid temperature is indicated by a HI TEMP annunciator for
each system on the flight deck hydraulic panel.
Figure 3.1 - Reservoirs
Bursttng
disc
Manual
release
lover
Ground air
Air pressure
charging point
gauge
FCOM:V1-002
Green reservoir
AVRO 146-RJ Series
Sight-glass
Yellow reservoir
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page2
Structure
Figure 3.2 shows cutaway three-dimensional drawings of the reservoir viewed from the
rear showing the tank empty and with the reserve quantity of fluid. Figure 3.3 shows a
two-dimensional section of the reservoir looking aft.
Internally, the reservoir is in two parts. One part is the volume contained by the negative-g
trap; the other is the volume outside the negative-g trap. Fluid transfers between the
outside volume and the negative-g trap via a transfer pipe. The pipe is outside the trap
and is connected to the trap on the lower part of the rear wall. Fluid leaves the trap via a
main suction pipe. The suction pipe inlet is well above the floor of the trap. The heights of
the suction pipe and the transfer pipe inlet and outlet ensure that there is enough fluid in
the trap under both negative and positive g.
Fluid outside the trap below the level of the top of the transfer pipe cannot enter the trap.
This is the reserve volume; it is the volume below the red dotted line in Figure 3.3; the
reserve volume is shown in the right hand drawing of Figure 3.2.
The main suction pipe supplies the associated engine pump; additionally, the yellow main
suction pipe supplies the ac pump.
Fluid leaves the vol ume outside the trap via a reserve suction tube. The green reserve
tube supplies the PTU and the yellow reserve tube supplies the de pump.
There are two return pipes: a main return pipe connected to the trap and a reserve return
pipe connected to the volume outside the trap.
The yellow reserve return is used by the yellow brakes and the emergency gear lowering
assister jack. All other yellow services return fluid via the main return pipe.
The green reserve return is used to return fluid from the normal gear selection lines to the
reservoir when the gear is lowered using the emergency lowering system. A pressure
relief line from the green spoilers returns fluid through the green reserve return. All other
green services return fluid via the main return pipe.
The fluid returning through each main return pipe passes through a return filter before
entering the reservoir. If a return filter becomes partially clogged, a red button on top of the
filter protrudes above the top surface of the filter. The button is normally flush with the filter
surface. If the filter becomes blocked, a filter bypass opens to return fluid to the reservoir.
A reservoir filling connection is immediately upstream of the filter. The reservoir is normally
filled with the reservoir pressurised.
Photographs of the filters and the filling points are given in FCOM V1 , Chapter 14, Topic
4, Figure 4.6; the partially clogged indicators are shown in FCOM V1 , Chapter14, Topic 4,
Figure 4.7.
Fluid High Temperature
Fluid high temperature can be caused by abnormal internal leaks within a system. Each
system has a high temperature switch in the main suction line from the associated
reservoir. The temperature switch illuminates the annunciator when the temperature of the
fluid rises above 900C; the annunciator goes off when the fluid temperature falls below
800C.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page3
Figure 3.2 - Reservoir Viewed From the Rear

Quantity sensor
~- Air
u"lsertecl here
-"5---_,~J~..,:
supply
port
Negatlve-g
trap
Transfer
pipe
Reserve
return pipe
t
Main suctton pipe
Rear wall or
negalive-g trap
Reserve suction pipe
Reserve Outd
Figure 3.3 - Reservoir Section Viewed From the Front

Transfer pipe:
>
>
>
Outside negative-g trap

Bottom connected to trap
Allows fluid to transfer
between outside and inside
of trap
Reserve return pipe:

> Yellow system: brakes
& em erg gear
>
Green system: emerg

gear & lift spoiler relief
Main return pipe:

J>
>
Yellow system - all except

brakes & emerg gear
Gre en system - .all normal
services
Port wall of negative-g trap

Reserve suction pipe:
Filter
>
>
Filling point
Main suction pipe:
>
>
HI TEMP
Yellow system to engine 2 pump &

AC pump
Green system to engine 3 pump
FCOM:V1-002
Yellow system to DC pump

Green system to PTU
Temperature
switch
AVRO 146-RJ Series
I HI TEMP: on at 90C, off at80C I

.
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 14 Topic 3
Page 4
HYDRAULIC SYSTEM
Reservoirs
Air Supply
The reservoirs can be pressurised from a ground supply or from engine air. Engine 2
supplies lhe yellow reservoir and engine 3 the green reservoir. The air supply is shown
schematically in Figure 3.4; the air supply components on the reservoir are shown in Figure
3.1 .
The engine supply is taken from upstream of the engine air valve; so the engine air switch
has no effect on lhe reservoir air supply. A pressure regulating valve regulates the
pressure to 50 psi. The regulated supply passes through a non-return valve and lhen on to
the reservoir. A relief valve on the reservoir contains an outward relief valve, an inward
relief valve and a bursting disc.
The outward relief valve protects against overpressure by relieving excess air through an
external vent below lhe hydraulic bay. If the outward relief valve fails to relieve the
pressure, the bursting disc ruptures; thus the reservoir air supply is vented into the bay.
If reservoir pressure becomes significantly less than hydraulic bay pressure, air flows from
the bay into the reservoir through the inward relief valve.
When a lever on top of the relief valve is pressed down, the reservoir air pressure is
relieved through the external vent. The lever is used to depressurise the reservoir for
maintenance purposes.
Figure 3.4 - Reservoir Air Supply
Air pressure
gauge
Engine 3
AIR LO
PRESS
regulating valve
Engine 3
air valve
Relief valve:
> Overpressure
>- Inward relief
>- Manual release
Downstream
services
Ground charging
point
Reservoir
vent
Engine 2
air valve
AIR LO PRESS
given if reservoir air
pressure too low

Air pressure
gauge
Engine 2
Pressure
regula ting valve
11
FCOM:V1-002
non-return valve
AVRO 146-RJ Series
AIR LO
PRESS
Ground charging
point
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 5
Air Pressure Indication
The air pressure in the reservoir is shown on a gauge on each reservoir. When the
reservoir is fully charged, the air pressure should be 50 3 psi.
There are two AIR LO PRESS annunciators on the flight deck hydraulic panel: one for the
yellow reservoir and one for the green reservoir. Each annunciator is signalled by a low
pressure switch in its associated reservoir. There is a delay after the green
AIR LO PRESS annunciator illuminates before CWP attention getting is given.
When the flaps, gear and airbrakes are operated together on the approach, a large volume
of fluid is taken from the green reservoir. Thus the air pressure drops in the reservoir,
possibly below the low pressure switch setting. The air supply system takes some time to
repressurise the reservoir. At low values of N2 , the air supply pressure is significantly lower
than 50 psi. Therefore, it is possible to have a nuisance green AIR LO PRESS
annunciation on the final approach although the probability is much reduced by the
pressure switch settings (for both systems). Also, the probability of nuisance attention
getting is reduced because of the 30 second delay between the illumination of the green
AIR LO PRESS annunciator and CWP attention getting.
Green Sight-glass
The labelling on the reservoir sight-glass is shown in Figure 3.5. The green band indicates
an acceptable level of fluid and the red band below the green band indicates too little fluid
in the reservoir. If the level is in the red band above the green band, the reservoir is
overfilled.
The reservoir markings apply when the green system pressure is zero, the flaps are up, the
gear is down, the lift spoilers are in and the airbrakes are retracted.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page6
Figure 3.5 - Green Sight-glass
i-v 1-14-00029
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 7
FCOM:V1-002
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Nov 01 /09
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Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page a
Yellow Sight-glass
There are two standards of labels for the yellow sight-glass; they are shown in Figure 3.6.
They are subdivided into aircraft with only one accumulator (the brake accumulator) and
aircraft with two accumulators (the brake and airstairs accumulators).
The single accumulator sight-glass has two green bands with a red band below the lower
green band and a red band above the upper green band. The upper green band indicates
an acceptable quantity with the accumulator discharged; the lower green band indicates an
acceptable level with the accumulator charged.
The dual accumulator sight-glass has three green bands and a red band below the lower
green band. The upper green band indicates an acceptable level with both accumulators
discharged. The middle green band indicates an acceptable level with one accumulator
charged and the other discharged. The lower green band indicates an acceptable level
with both accumulators charged.
The reservoir markings apply when the yellow system pressure is zero, the flaps are up
and the lift spoilers are in.
If the pressure in an accumulator is less than 2 000 psi, the accumulator is considered
discharged; if the pressure is 2 000 psi or greater, it is considered charged.
If the fluid level is below the associated green band, there is too little fluid in the reservoir.
If the fluid level is above the associated green band, the reservoir is overfilled.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page9
Figure 3_6- Yellow Sight-glass
o::w
W-.J
>-.J
au:
(/)
(.)
<
(/)
(.)
<
~J: -1
t-0 -1
o!!l ::l
mo u.
...J
wo ..J
ZJ: ;:)
oo u.
-I
(/)
0
0
<
i:o -1
OJ: =>
mo u.
a.. a.
0;::,
....
One accumulator fitted
Two accumulators fitted

i-v1-14-00030
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 10
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 11
Flight Deck Quant ity Indications

All aircraft have a LO QTY annunciator and a reservoir quantity gauge on the flight deck
hydraulic panel for each reservoir. Figure 3. 7 is a schematic of the indications.
Level switches in the reservoir drive the associated LO QTY annunciator. The LO QTY
annunciator lights when the fluid level is a1 or below the top of the reserve section of the
reservoir.
Each quantity indicator is driven by a stack of level switches in the associated reservoi r.
The gauges are mar ked in quarters of full. An amber replenishment mark corresponds 1o
the top of the top-up red band on the sight-glass. The mark is intended for ground use
when the hydraulic system is depressurised.
Under normal conditions with the hydraulic system pressurised, the fluid quantity may be
below the amber line because the level of fluid in the reservoir depends upon the hydraulic
service selection and whether or not the system is pressurised. For example:
When the green system is pressurised, the green accumulator is filled with fluid and
so the green reservoir content is reduced.
When the gear is up, the amount of fluid in the reservoir is higher than with the gear
down because there is a difference in volume between the up and down sides of
the jacks.
Figure 3.7 - Qu antity Schematic
Hydraulic fluid
LDQTY
Level~
switches
Negative g
trap
Amber mark:
)>
Level just below top of top-up red band
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Reservoirs
Chapter 14 Topic 3
Page 12
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
The main power supply is derived from the two engine-driven pumps and the two auxiliar y
pumps: the PTU and the ac pump. A schematic of hydraulic power generation is given
in Figure 4.1 .
System Pressure
The nominal system pressure is 3 100 psL A pressure gauge for each system is on the
flight deck hydraulic panel. Pressure is sensed from a point downstream of both the
engine-driven pump and the auxiliary pump ; the point is upstream of all the services.
The engine pumps and the ac pump vary their flow to meet the system demand while
attempting to maint ain system pressure. With no system demand, the engine pump
pressure is nominally 3 100 psi and the ac pump pressure is nominally 3 000 psi. Due to
gauge and pump tolerances, the acceptable indicated values are 2 900 psi to 3 100 psi for
the ac pump and 2 900 to 3 200 psi for the engine pumps.
When services are operated, the system pressure may drop: up to a few hundred psi if the
demand is high.
The PTU changes its speed to satisfy the system demand. When the PTU is pressurising
the green system or supporting system operation, it runs at high speed. The behaviour is
described under PTU in this topic.
A pressure relief valve is at a point downstream of both pumps. It returns fluid to the
reservoir if either pump delivers pressure in excess of 3 500 psi.
There are t\vo LO PRESS annunciators on the flight deck hydraulic panel : one for the
yellow system and one for the green system. The yellow system annunciator senses the
same pressure as the gauge senses.
The green power supply divides into two parts: one supplies the standby generator and the
other the rest of the services. A green system isolation valve is closed when the standby
generator is running . The valve isolates all services except the standby generator from the
green supply. The green LO PRESS annunciator is downstream of the valve, but the
gauge sensor is upstream of the valve; the annunciator illuminates when the valve is
closed but the pressure gauge reading is 2 500 to 3 100 psi.
Engine-driven Pumps
Each engine-driven pump draws fluid from the main suction pipe of the associated
reservoir via an isolation valve. The valve is controlled by an associated ENG VALVE
switch on the flight deck hydraulic panel. If the valve is not in the position selected by the
flight deck switch, an associated ENG VALVE annunciator on the flight deck hydraulic
panel illuminates. If an inboard engine fire handle is operated, that engine's hydraulic
pump isolation valve is automatically closed; if the associated pump switch is on, the
associated ENG VALVE annunciator will illuminate.
When the isolation valve is shut, the pump is isolated from the reservoir; also the pump
inlet and outlet are connected to ensure that the pump is lubricated. In this condition, the
load on the engine is reduced: the valve is selected off for engine starting.
The output of the pump supplies the associated hydraulic services via a non-return valve.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Main Power Generation
Chapter 14 Topic 4
Page 2
Figure 4.1 - Main Power Generation without AC Pump AUTO-start

P- Pump
M- Motor
. . Filter
Reservoir filling points

Main
Main
return
V- Isolation valve
PRV- Pressure relief valve
ON
AC PUMP
HI TEMP
Pressure
switch
~
-I
ON
._,_.OFF
NIPS
Logic
AC PUMft
FAIL
On ground, pump turned off

and latched off
Standby
generator
valve
Green
system
isolation
valve
Pressure
switches
LO PRESS
1-0 PRESS
LO PRESS given if pressure

less than 1 500 psi
Yellow services
FCOM:V1-002
ftTU
VALVE
System
pressure
gauges
AC PUMP FAIL given if pump

output pressure disagrees with
switch position
AC PUMP HI TEMP given if
pump motor becomes too hot.
Standby
generator
AVRO 146-RJ Series
Other green services
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Chapter 14 Topic 4
Page3
AC Pump General
The ac pump draws fluid from the main suction line of the yellow reservoir and supplies the
yellow services via a non-return valve. The pump is on the left wall of the hydraulic bay; it
is shown in FCOM V1 , Chapter 14, Topic 2, Figure 2.6.
The ac pump is driven by an ac electric motor. Electric power is supplied to the motor by
ac bus 1 via a contactor: the ac pump contactor. The contactor is controlled manually in
the basic aircraft. Automatic starting of the ac pump is available as an option.
The basic standard is shown schematically in Figure 4.1. The auto-start standard is shown
A pressure switch downstream of the pump senses whether or not the pump is working.
An AC PUMP FAIL and an AC PUMP HI TEMP annunciator are on the flight deck hydraulic
panel.
AC Pump Automatic Start
A pressure switch is fitted between each engine pump's output and its non-return valve.
The contactor is controlled by these pressure switches and a three-position AC PUMP
switch: AUTO, OFF and ON.
At ON, the contactor is closed; at OFF, the contactor is open. If the switch is at AUTO and
either of the engine pump pressure switches senses a low pressure, the contactor closes
and is latched closed. Thus the pump will run and will remain running if the engine pump is
regained. The latch prevents cycling of the ac pump if engine pump pressure is varying
around the switch pressure setting; this might happen if the engine is windmilling.
If the engine pump is restored, the latch is removed by selecting OFF. AUTO can then be
reselected; the pump is then armed to start if an engine pump fails.
There is no flight deck indication that the pump has automatically started. Thus, if
engine 2 pump fails with the switch at AUTO, there will be no indication of the failure of
engine 2 pump.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
Chapter 14 Topic 4
Page 4
HYDRAULIC SYSTEM
The AC PUMP FAIL annunciator illuminates if the ac pump pressure switch:

Senses low pressure and the AC PUMP switch is ON.
Senses normal pressure and the ac pump contactor is open.
Senses low pressure and the ac pump contactor is closed.
The annunciator indicates that the pump is not working when it is switched ON or its
contactor is closed. The annunciator does not detect failure of the pressure switches to
control the contactor. The case of the contactor closed when it should be open is unlikely
to be detected.
Figure 4.2- AC Pump AUTO Start
With switch at AUTO, AC pump starts if low pressure
sensed at either engine driven pump outlet
AC PUMP FAIL given if:
)
Pump output pressure disagrees with contactor position
>- Switch is ON and AC pump outlet pressure is low
P- Pump
M- Motor
v- Isolation valve
~ Non return valve
Pressure switch
AC PUMP
FAIL
1+----.
Standby
generator
AC
AC pump
Contactor
PUMP
AUTO
OFF
ON
System
pressure
gauges
AC PUMP
valve
HI TEMP
LOPRESS
AC PUMP HI TEMP given if
pump motor becomes too hot.
On ground, pump turned off
and latched off
LO PRES$
LO PRESS given if pressure

less than 1 500 psi
Other green services
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Volume 1
HYDRAULIC SYSTEM
Chapter 14 Topic 4
Page 5
AC Pump Cooling
The ac pump electric motor is cooled by a fan mechanically driven by the motor.
The AC PUMP HI TEMP annunciator illumin ates if the ac pump electric motor is too hot; if
the aircraft is on the ground, the AC pump will be turned off and latched off. The latch is
reset by selecting the AC PUMP switch to OFF.
The ac pump is cooled and lubricated by hydraulic fluid; the cooling and lubricating fluid is
returned to the yellow reservoir via a heat exchanger. A schematic of the cooling system
and a photograph of the heat exchanger are shown in Figure 4.3.
The heat exchanger is in the left gear bay. An electrically driven fan within the heat
exchanger draws air from the gear bay to cool the hydraulic fluid. The fan is supplied by
ac bus 1.
Some aircraft have a temperature switch in the line between the ac pump and the heat
exchanger. If the temperature switch is not fitted , the fan runs whenever the ac pump runs.
If a temperature switch is fitted, the fan runs if both the following conditions occur:
The ac pump is running.
A high temperature is sensed by the temperature switch.

Figure 4_3 - AC Pump Heat Exch anger
P Pump
M- Motor
If temperature switch not fitted:

,. Fan runs whenever AC pump runs
If temperature switch fitted .
Fan runs when AC pump runs and temperature is high
----
r .. ...........
AC pump heat
exchanger
V- Isolation valve
Non return
val~
Port goar bay forward comor

Gear
uplock
Optional
temperature
switch
~p
AC pump
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Yellow services
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jack
Nov 01 / 09
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Volume 1
HYDRAULIC SYSTEM
Chapter 14 Topic 4
Page6
PTU General
The PTU is a hydraulic pump in the green system mechanically driven by a hydraulic motor
in the yellow system.
The PTU pump draws fluid from the reserve suction pipe of the green reservoir and
supplies the green services via a non-return valve.
The PTU motor is powered by the yellow system via a PTU isolation valve. Either engine 2
pump or the ac pump can drive the PTU. The de pump cannot drive the PTU. If the main
yellow system is depressurised, the PTU cannot run.
The PTU valve is controlled by an associated PTU VALVE switch on the flight deck
hydraulic panel. If the valve is not in the position selected by the flight deck switch, an
associated PTU VALVE annunciator on the flight deck hydraulic panel illuminates.
The PTU is manufactured by ABEX. It is fitted on the floor of the hydraulic bay below and
forward of the hydraulic reservoirs. The PTU is shown in Figure 4.4.
Figure 4.4 - The PTU
i-v 1- 14-lVliHf\
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Volume 1
HYDRAULIC SYSTEM
Main Pow er Generation
Chapter 14 Topic 4
Page 7
PTU Pressure
The PTU runs at high speed until it reaches a cut-out pressure; the PTU then runs at low
speed while the green system pressure decays; when a cut-in pressure is reached the PTU
again runs at high speed and the cycle is repeated. The cycle is shown in Figure 4.5.
On some ABEX PTUs, the cut-in pressure is close to the cut-out pressure. In this case,
the indicated pressure is constant and the PTU makes a gentle "cogging" noise. This
situation is acceptable. However, if the pressure remains constant and the PTU makes a
loud harsh noise, there is a problem with the PTU, the green system or a green service.
When the PTU is supporting system operation it runs at a high speed, normally at a
pressure between the cut-in and cut-out values.
Figure 4.5 - PTU Cycle
Cut-out pressure
ABEX - 2 500 - 2 900 psi
Cut-in pressure
ABEX - min 2 1 00 psi

Time
iV1 -14-00035
Pressure Filters
There is a pressure filter in each main pressure line. In the yellow system, the filter is
downstream of both the engine 2 pump and the ac pump. In the green system the filter is
downstream of both engine 3 pump and the PTU. The filters are upstream of their
respective services.
The filters are shown schematically in Figure 4.1 ; photographs are in Figure 4.6.
If a pressure filter becomes partially clogged, a red button on top of the filter protrudes
above the top surface of the filter. The button is normally flush with the filter surface.
The filters are provided by two manufacturers; one provides a t ranslucent plastic cover
above the button, the other does not. Those filters with a plastic cover require more care
when checking to see if the red button is protruding. The two standards are shown
in Figure 4.7.
FCOM:V1-002
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Volume 1
HYDRAULIC SYSTEM
Main Power Gener ation
Chapter 14 Topic 4
Pages
Figure 4.6 - Filters & Fill Points

Starboard Rear of Hydraulic Bay
Green rerum
fil ter
Green
Green fill point
pre~sure
filter
Port Rear of Hydraulic Bay

Yellow pressu~ filler
DC pump
pressure filter
Yellow retum filter
Green reservoir
Yellow reservo-ir
Yellow fill potnt
Figure 4.7- Filter Partially Clogged Indicator

With Plast ic Covor
W ithout Plastic Covor
Button in
Button in
Button out
Button out
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AVRO 146-RJ Series
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General
The reserve section of the yellow reservoir and the de pump together provide a back-up
hydraulic system.
The back-up system supplies just the yellow brakes and the emergency gear lowering
assister jack.
A schematic of the back-up hydraulic system is shown in Figure 5. 1.
DC Pump
The de pump is on the left wall of the hydraulic bay; it is shown in FCOM V1, Chapter 14,
Topic 2, Figure 2.6.
The de pump is a hydraulic pump driven by a de motor. The motor is supplied by the
emergency de bus via a remotely controlled circuit breaker. The circuit breaker acts as a
switch and is remotely controlled by either:
A DC PUMP switch on the flight deck hydraulic panel.
A brake selector on the centre console.
The DC PUMP switch has three positions: ON, OFF and BATI. The switch is
spring-loaded from ON to OFF. A baulk has to be removed to select BATI.
The ON position is used for topping up the brake accumulator; the BATT position is used
when continuous operation of the pump is required: for example, during landing after failure
of both main hydraulic systems.
At ON or BATT, the de pump is supplied by the emergency de bus.
The brake selector is shown in Figure 5. 1. The brake selector allows braking to be
selected from the yellow system or the green system. Additionally, an EMERG VEL
selection is available. At EMERG VEL:
The yellow brakes are selected.
The de pump runs.
The anti-skid is turned off.
The pump adjusts its flow to meet the system demand. When there is no demand, the
pump pressure is nominally 3 000 psi.
It takes about 30 seconds to charge the brake accumulator from empty to full with the
de pump. If the parking brake is applied, the pump pressure can be monitored on the
yellow brake pressure gauge. The pressure gradually rises during charging; when charging
is complete there is an abrupt change in noise from the pump. Owing to gauge and pump
tolerances, the acceptable indicated values are 2 900 psi to 3 100 psi once the brake
accumulator is fully charged with the pump running.
A pressure relief valve just upstream of the brake accumulator provides thermal relief for
the accumulator and protection against overpressure from the de pump. The relief valve
returns fluid to the reservoir.
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Volume 1
HYDRAULIC SYSTEM
Back-up System
Chapter 14 Topic 5
Page2
Pressure Filter
There is a pressure filter just downstream of the pump. The filter is upstream of the assister
jack and the brakes. The filter is shown schematically in Figure 5. 1. and photographically
in FCOM V1 , Chapter 14, Topic 4, Figure 4.6.
If the filter becomes partially dogged, a red button on top of the fi lter protrudes above the
top surface of the filter. The button is normally flush with the filter surface. There are two
standards of indicator, one with a plastic cover and one without: see FCOM V1 , Chapter
14, Topic 4, Figure 4.7. It is not quite so easy to see the one with the plastic cover.
FCOM:V1-002
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Volume 1
HYDRAULIC SYSTEM
Chapter 14 Topic 5
Page3
Back-up System
Figure 5.1 -Back-up Hydraulic System
P- Pump
M- Motor
V - Isolation valve
PRV- Pressure reBer valve
j;]
-
Non return valve

Filter
OC pump always powered

from MOC, even wl\en
BATT is selected
j
Reservoir
lilhng point
Main
return
.f@il
At EMERG YEL
, DC pump runs
Anllskid turned o ff
IEMERG DC l
Othe.r yellow servioes
Remotely
cootmlled drc1.it
breaker
Emergency gear
loweri119 asSlster jack

DC
PUMP
EMERG VEL
selector
Yellow brake
~~~~ p!'essure gauge
Pressure
switch
~_:; ___,
L..I_ _ _
Yellow 1)(8kes
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Volume 1
HYDRAULIC SYSTEM
Back-up System
Chapter 14 Topic 5
Page4
FCOM:V1-002
AVRO 146-RJ Series
Oct 31 / 13
General
Details of each hydraulically operated service are given in the associated system chapter.
Yellow Services
The yellow system supplies the following services:
One of the two flap motors.
One of the two rudder actuators.
The inboard 1Wo of the six lift spoilers.
One of the two brake systems.
Both roll spoilers.
Both flap asymmetry brakes.
Both standby fuel pumps.
The emergency gear lowering assister jack.
The optional airstairs.
Green Services
The green system supplies the following services:
One of the two flap motors.
One of the two rudder actuators.
The outboard four of the six lift spoilers.
One of the two brake systems.
The airbrake.
The landing gear.
The nose wheel steering.
The standby generator.
Standby Generato r Hydraulic Circuit

The standby generator is driven by a hydraulic motor and provides both ac and de power.
The generator is on the right wall of the hydraulic bay. The generator hydraulic circuit is
shown schematically in Figure 6.1. Figure 6.2 shows photographs of the generator and its
selector valve.
Green fluid is passed to the motor via an isolation valve: the standby generator valve.
The fluid returning from the motor passes through a heat exchanger; the cooling medium is
cabin air. A hydraulically actuated air valve allows air to pass through the heat exchanger;
the air is vented overboard into the right gear bay.
The air conditioning packs are automatically set to the fresh air mode to counter the loss of
cabin air.
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Nov 01 / 09
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Volume 1
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page2
Standby Generator Operation
The standby generator is automatically signalled to run if main ac power is lost. The
standby generator can also be manually signalled to run. In either of these cases:
The standby generator valve opens; thus hydraulic fluid passes to the motor and
the air valve actuator.
The green system isolation valve closes; thus all other green services are lost.
The green LO PRESS annunciator illuminates.
The green system pressure gauge indicates 2 500 to 3 1oo psi.
A governor controls the speed of the motor so that the ac frequency is maintained
within limits.
To start and run, the generator requires engine 3 pump. If engine 3 N2 is less than 70%,
the yellow system is required to assist the standby generator to start through the PTU. The
standby generator is unlikely to start or continue running if the only green system pump
available is the PTU.
The standby generator requires a high flow rate when it starts. The accumulator augments
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page3
Figure 6.1 -Standby Generator
P - Pump
Pressure
M- Motor
switch
V - Isolation valve
Non retum valve
Heat
exchanger
PTU
Cabin ar
Air
Overboard
Standby
generator valve
Pressure
gauge (
-.....
'&
f+-- -.-
Green system
STBYGEN
isolation valve
Other services
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Standby
generator
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run
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Volume 1
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page4
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Volume 1
Chapter 14 Topic 6
Page 5
HYDRAULIC SYSTEM
Services
Standby Generator
The generator and its valve is shown in Figure 6.2. The standby generator valve can be
locked closed to prevent the generator running during ground maintenance. This is done
by a button on the valve. The button is pulled out to close the valv-e.
Figure 6.2- Standby Generator and Valve
Green accumulator
bay door
Standby generator
Standby generator valve
Button
0111 14-00032
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Volume 1
HYDRAULIC SYSTEM
Services
Chapter 14 Topic 6
Page6
FCOM:V1-002
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Nov 01 /09
General
The hydraulic system panel is part of the overhead panel. All annunciators, indicators and
controls are on the panel. The panel is shown in Figure 7.1. The left side of the panel is
associated with the yellow system and the right with the green system. A section of the
overhead panel is dedicated to the hydraulic system circuit breakers. They are shown
in Figure 7 .2.
Whenever an annunciator illuminates on the hydraulic panel, a HYD t caption illuminates
on the CWP, the caution lamps flash and the single chime sounds. The HYD 1' caption
and attention getting are delayed for some annunciators to prevent nuisance attention
getting. For example, ten seconds for the valve captions so that attention getting is
inhibited while the valves are changing position.
System Pressure
A pressure gauge for each system indicates the associated system pressure. When power
is lost to the gauge , the pointer is a little below zero. On some gauges, this part of the
scale is marked OFF.
A LO PRESS annunciator for each system indicates that the pressure in the associated
system has fallen below 1 500 psi.
Reservoir Quantity
Quantity gauges indicate the amount of fluid in each reservoir. An amber line indicates
when the fluid level is at the top of the reservoir top-up band. When power is lost to the
gauge, the pointer is a little below zero. On some gauges, this part of the scale is marked
OFF.
A LO QTY annunciator for each system indicates that the fluid level is at or below the
reservoir reserve level. If quantity indicators are not fitted, the annunciator also illuminates
when the fluid is in the top up red band (only on the ground with the system
depressurised).
System High Temperature
A HI TEMP annunciator for each system indicates that the fluid leaving the associated
reservoir is too hot.
Reservoir Air Pressure
An AIR LO PRESS annunciator for each reservoir indicates that the air pressure in the
associated reservoir is too low.
Engine Pumps
A switch is provided for each engine driven pump isolation valve: ENG 2 PUMP and
ENG 3 PUMP. An annunciator is provided for each valve: ENG 2 VALVE and
ENG 3 VALVE respectively. The annunciators indicate that the associated valve is not in
the position selected by its switch.
PTU
A switch and annunciator are provided for the PTU valve. The PTU VALVE annunciator
indicates that the valve is not in the position selected by the PTU switch.
FCOM:V1-002
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Nov 01/09
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Volume 1
HYDRAULIC SYSTEM
Flight Dec k
Chapter 14 Topic 7
Page 2
AC Pu mp Switc h
The ac pump is controlled by a three position switch. At AUTO, the pump will run if either
engine-driven pump fails.
AC Pump Failure
An AC PUMP FAIL annunciator indicates that the pump output pressure does not agree
with the electric command to the pump.
AC Pump Overheat
An AC PUMP HI TEMP annunciator indicates that the ac pump electric motor is too hot.
DC Pu mp Control
The de pump is controlled by a three-position DC PUMP switch. The switch is spring
loaded from ON to OFF. A baulk has to be removed to select BATT.
Brake Accumulator Low Pressure
A BRK ACC LO PRESS annunciator indicates that the brake accumulator pressure is less
than 2 500 psi.
Figure 7.1 -Hydraulic Panel
1-v1 - t -00033
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Volume 1
HYDRAULIC SYSTEM
Flight Deck
Chapter 14 Topic 7
Page3
Circuit Breaker Panel
The hydraulic system circuit breakers are close to the left edge of the overhead circuit
breaker panel. Circuit breakers are provided for:
The BRK ACC LO PRESS annunciator circuit (C3).
The yellow brake pressure indicator (C4).
Both engine pump isolation valves (03 & 04)
The PTU valve (E3).
The yellow quantity indicator and all the yellow system annunciators except the
BRK ACC LO PRESS (F1 ).
The green quantity indicator and all the green system annunciators (F2).
Control of the ac pump contactor (F3).
Control of the de pump remotely controlled circuit breaker (F4).
FCOM:V1-002
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Volume 1
HYDRAULIC SYSTEM
Flight Deck
Chapter 14 Topic 7
Page 4
Figure 7.2 - Overhead Panel Circuit Breakers
MDC
26MAC
BRK
BRK
ACC
PRESS
LO PRESS
WARN
YEL
MDC
MDC
ENG2
PUMP
VALVE
ENG 3
PUMP
VALVE
INO
soc
2
PTU
VALVE
FUEL
soc
soc
AC1
MDC
1/2
1/2
AC
PUMP
DC
PUMP
YEL
GRN
WARNS WARNS
HYD
1
FCOM:V1 -002
2
AVRO 146-RJ Series
3
Nov 01 /09
The System
There are two hydraulic systems: yellow and green. They are shown schematically
in Figure 8.1. All switches and indicators are on the HYDRAULIC panel.
A pressure gauge is provided for each system. A LO PRESS annunciator for each system
indicates that the associated system pressure is low.
Each system has a fluid reservoir pressurised by engine air: engine 2 for the yellow
reservoir and engine 3 for the green reservoir. An AIR LO PRESS annunciator for each
reservoir indicates that the air pressure in the associated reservoir is low.
A HI TEMP annunciator for each reservoir indicates that the fluid temperature is high.
Quantity indicators show reservoir fluid content. A LO QTY annunciator for each reservoir
indicates that the associated reservoir fluid quantity is low.
Each system has an engine driven pump and an auxiliary pump. The pumps draw fluid
from the associated reservoir to provide fluid at a nominal 3 1oo psi to operate an
associated group of services. Either of the pumps within a system can satisfactorily
operate the associated hydraulic services with one exception: the STBY GENis unlikely to
start and run if the PTU is the only available green system pump.
Pumps
Engine 2 drives the pump in the yellow system and engine 3 drives the pump in the green
system. Each pump can be isolated from its reservoir by a valve controlled by the
associated ENG PUMP switch. An associated ENG VALVE annunciator indicates that the
valve is not in the position selected.
The yellow auxiliary pump is the ac pump; an electric motor, supplied by ac bus 1, drives
the pump. When the pump switch is set to AUTO, the pump will automatically start if either
engine driven pump output pressure falls below 1 500 psi.
An AC PUMP FAIL annunciator indicates that the pump output pressure does not agree
with the electric selection.
An AC PUMP HI TEMP annunciator indicates that the electric motor temperature is high.
The green auxiliary pump is the power transfer unit (PTU). The PTU consists of a pump in
the green system mechanically driven by a hydraulic motor powered by the yellow system.
The motor can be isolated from the yellow system by a PTU valve. A PTU switch controls
the valve and a PTU VALVE annunciator indicates that the valve is not in the position
selected.
The yellow system has a pump driven by a de electrical motor: the de pump. EMERG DC
supplies the motor. The pump takes fluid from a protected part of the reservoir and can
only power the main gear assister jack and the yellow brakes.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
HYDRAULIC SYSTEM
Summary
Chapter 14 Topic 8
Page 2
Figure 8.1 - Hydraulic Power Schematic

r---
p- Pump
ENG 2 AIR
M- Motor
V - Isolation valve
+ Non return valve
AIR l.C'
PRES~
, ~
Otlanllty
1 gauges
l.OQTY
ENGl
VALVE
PTlJ
VALVE
PTU
STBY
FAIL
Air stairs (optlonaI)
t---...
System
pressure
gauges
S tby fuel pumps

Flap motor
Flap motor
valve
Flap asymmetry
brakes
Emergency gear
Rudder actuator
Rudder actuator
Lift spoilers (2)
Uft sporlers (4)
Roll spoilers
Airbrake
lowering asslster jack

Acoumulator
Brakes
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AVRO 146-RJ Series
Gear and
Nosewtleel
steering
Qs~ra~kes
~}--J
Nov 01 /09
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Volume 1
HYDRAULIC SYSTEM
Summary
Chapter 14 Topic 8
Page3
Accumulators
The basic aircraft has one accumulator per system. The yellow accumulator stores fluid for
just the yellow brakes and can be pressurised by any one of the three yellow pumps. If the
accumulator pressure is less than 2 500 psi, a BRK ACC LOW PRESS annunciator lights.
The green accumulator stabilises the PTU flow and assists in starting the STBY GEN.
Standby Electrical Power
When the STBY GEN runs, the green system isolation valve cuts off the pressure supply to
the other green services. In this case, the system pressure gauge will show 2 500 to
3 100 psi, but the green LO PRESS annunciator will light.
FCOM:V1-002
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Nov 01/09
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Volume 1
HYDRAULIC SYSTEM
Summary
Chapter 14 Topic 8
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
Protected Items ....... .. . .. .. .. ... ... .. .. .. .. ... .. .. ... . .. . .. .. ... .. . .. ... .. .. ... .. .. .. .. ... .. . .. ... .. ... .. .. .. .. .. .. .. .... .
Ice Detection .. ..... ... . .. .. .. ... .. .. .... .. ... .. .. .. .. .... .. . .. .... .. .. ... ... .. .. .. .. .. ..... .. .. . .. ... .. .... ... .. .. ... ... ... ..
Overhead Panels .... ...... ........... ..... ...... ...... ... ........ ..... ...... ..... ............ ..... ...... ..... ........... ..
Engine Ice Protection Panel......................................................................... .................
Airframe Ice Protection Panel . ... .......... ... ......... ... .......... ...... ... .......... ... ......... ... .......... ....
Windscreen Wipers and Windscreen Wash Controls ............ ............ ........ .......... .........
CWP Ice Protection Captions....................................................................... .................
CSP Ice Protection Captions.................. .......................................... .. ...........................
Circuit Breakers.. ....................... ........ .... ......... .... ................... ........ ..... ............ ...... .........
1
1
2
4
6
8
1o
10
12
Topic 2- Wing and Tail Ice Protection

The Air Supply.... ....................... ........ .... ......... .... ................... ........ ..... ............ ...... ........ .
Wing and Tail Ice Protection Principle............................................... ...........................
Wing Ice Protection .......................................................................... .............................
Tailplane Ice Protection...................................... .............................. .............................
Wing and Tail Valve Control.... ......................................................................................
CSP WING/TAIL A ICE ON Caption .............................................................................
CWP WING NOT DE-ICED Caption...... .......................................... .. ...........................
Valve NIPS Indications........................ ......................................................... .................
3
5
7
9
11
11
13
Topic 3- Engine Ice Protection
Engine Ant-Ice Control ..................................................................................................
Engine Ice Protection Valve Power Supplies ..................................................... ...........

Engine Valve Not Shut Annunciators............................................... .. ...........................
INTAKE LO PRESS Annunciators.. ...... ............................................. ........ ...................
INTAKE HI PRESS Annunciators ......... ............. ............................... ............................
ENG A ICE ON Caption ............................................................................... .................
3
3
5
7
9
Topic 4- Windscreens
Overview ...................................................................................................................... .
Windscreen Heat Flight Deck Controls and Indications.. ........................ ...... ................
Windscreen Heating......................................................................................................
Windscreen Wash.......................................... ...............................................................
Windscreen Wipers .......................................................................... .............................
3
5
7
Topic 5 - Air Data Sensors

General ................................... ......................................................................................
Heater Failure Warn ings ........... ....................................................................................
Heater Power Supplies............................. ....................................................................
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01 / 09
3
3
AVRO 146-RJ FCOM

Volume 1
ICE AND RAIN PROTECTION

Contents
Chapter 15 TOC
Page2
Topic 5- Air Data Sensors (continued)
Q-pot Pressure Head....................................................................................................

Pitot Heaters ..... ...... ..... .... .. .... .. .. .... ..... . .. .. . ..... . .... ..... ...... ...... ...... ..... .. .... .. ... ...... . .... ...... ..
Vane Heaters ................................. ..................... ..................... .....................................
Static Plate and TAT Probe Heaters.............................................................................
5
7
9
11
Topic 6- Water and Waste
General ............................................................... ..........................................................

Drain Mast Heaters.......................................................................................................
Pipe Heaters ..... ............ ... .... .. .... ..... ..... .... . ..... .. ... ...... ........... ...... ..... .. .... .. ... ...... . ..... ..... ..
Valve Heaters................................................................................................................
1
1
3
3
Topic 7 - Flight Controls
Power Supply................................................................................................................
Heated Items.................................................................................................................
1
1
Topic 8 -Ice Detection
Air Temperature Indication............. ...............................................................................

Ice Detector...................................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
1
3
Protected Items
Ice protection is provided by hot air derived from the engine HP compressors, hot oil from
the engines and by electrical heaters.
Hot air from the engines is used to:
Protect the wing leading edges.
The tailplane leading edges.
The engine intakes.
The engine LP compressor.
The engine splitter lip. The splitter divides the flow from the engine fan into the
core and bypass flows.
Hot oil from the each engine is used to protect the fan spinner from ice accretion.
Electrical heaters are provided for:
The A windscreens and the 8 windscreens.
The pilot heads.
The TAT probes.
The angle of airflow vanes.
The nose static vent plates.
The domestic water pipes and drain masts.
The elevator trim circuit.

The pitch control circuit g-weight.
The rudder trim damper.
Ice Detection
An electrically powered rotary ice detector is fitted to the left side of the nose. When ice is
detected, an amber ICE DETECTED caption illuminates on the CWP.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Overview
Chapter 15 Topic 1
Page2
Overhead Panels
There are two ice protection panels on the overhead panel: one for the engines and one for
the airframe. The two panels are shown in Figure 1.1.
The engine ice protection panel is the bottom section of the engines panel.
The top part of the airframe ice protection panel contains switches and annunciators for:
The windscreen heaters.
Some of the air data sensor heaters.
The switches and annunciators for the wing and tail ice protection.
The ice detector switch.
There is an ICE PROT
i caption on the CWP. The caption illuminates if:
An annunciator illuminates on the engine ice protection.
OR
An annunciator illuminates on the airframe ice protection panel.
FCOM:V1-002
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Volume 1
ICE AND RAI N PROTECTION

Overview
Chapter 15 Topic 1
Page3
Figure 1.1 -The Ice Protection Panels
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FCOM:V1-002
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Airframe ice p rotection panel
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Overview
Chapter 15 Topic 1
Page4
Engine Ice Protection Panel

The engine ice protection panel is shown in Figure 1.2.
There are four ENG ANT-ICE switches: one for each engine. The switches have two
positions: ON and OFF.
Each switch controls two valves: the engine valve and the intake valve. The engine valve
takes hot air from its HP compressor to its LP compressor inlet guide vanes and the splitter
lip. The intake valve takes hot air from its engine's HP compressor to its intake.
Above each switch are three annunciators: a white ENG VLV NOT SHUT annunciator, an
amber INTAKE LO PRESS annunciator and an amber INTAKE HI PRESS annunciator.
The ENG VLV NOT SHUT annunciator indicates that the engine valve is open.
The INTAKE LO PRESS annunciator indicates that the pressure in its intake is too low for
ice protection when its switch is on.
The INTAKE HI PRESS annunciator indicates that the pressure in its intake is too high.
The engine and intake valves are automatically signalled to open when a ground start or a
flight start is initiated.
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Volume 1

Overview
Chapter 15 Topic 1
Page 5
Figure 1.2 - The Engine Ice Protection Panel
i-v1-15-00002
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Volume 1

Overview
Chapter 15 Topic 1
Page6
Airframe Ice Protection Panel

The airframe ice protection panel is shown in Figure 1.3.
There are two switches for the windscreens: L SCREEN HEAT and R SCREEN HEAT.
The switches have two positions: OFF and ON. The L SCREEN HEAT switch controls
power to the left A screen and the left B screen. The R SCREEN HEAT switch controls
power to the right A screen and the right B screen.
Above each SCREEN HEAT switch is an amber SCREEN HI TEMP annunciator. A
SCREEN HI TEMP annunciator indicates that the associated A or B screen is being
controlled to a higher temperature than normal.
There are three switches for the air data sensor heaters: AUX & L VANE, L PITOT HTR
and R PITOT HTR & R VANE. The heaters for the TAT probes, nose static plates and the
Q-pot pressure head are switched by the squat switches. There are failure annunciators
for all three pitot heaters, the two angle of airflow vane heaters and the Q-pot pressure
head heater.
The AUX & L VANE switch has two positions: ON and OFF. The switch controls power to
the left AOA vane heater and the auxiliary pitot head (P3) heater.
The R PITOT HTR & R VANE switch has two positions: ON and OFF. The switch controls
power to the right AOA vane heater and the right pitot head (P2) heater.
The L PITOT HTR has two positions: ON and OFF. The switch controls power to the left
pitot head (P1) heater. At ON, the heater is supplied from the essential AC busbar.
There are three switches for the wing ice protection: OUTER WING ANT-ICE, INNER
WING DE-ICE and TAIL ANT-ICE. EACH switch has two positions: ON and OFF. Each
switch operates two valves. Above each switch are two NIPS annunciators; one for each
valve.
Each WING switch controls a left valve and a right valve. Each left valve takes air from the
left air supply system to the left wing; each right valve takes air from the right air supply
system to the right wing.
The TAIL ANT-ICE switch controls two valves: tail valve 1 and tail valve 2. Tail valve 1
takes air from the left air supply system to both sides of the tailplane. Tail valve 2 takes air
from the right air supply system to both sides of the tailplane.
There is a TAIL HI TEMP annunciator on the panel. The tail ant ice valves are in the base
of the fin leading edge. A pipe runs from the valves through the fin leading edge to the
tailplane. The TAIL HI TEMP annunciator indicates that there is a leak of hot air into the fin
leading edge. A complete description is given in Topic 5 of Chapter 4.
There is an AIR LO TEMP annunciator on the panel. The AIR LO TEMP annunciator
indicates that the air supply from one or more of the engines is not hot enough for
adequate ice protection. A complete description is given in Topic 2 of Chapter 4.
The ICE DETECTOR switch controls the power to the rotary ice detector. The switch has
a guard to prevent it being inadvertently selected to the OFF position.
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Volume 1

Overview
Chapter 15 Topic 1
Page 7
Figure 1.3 - The Airframe Ice Protection Panel
i-v1-15-00009
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Volume 1

Overview
Chapter 15 Topic 1
Page a
Windscreen Wipers and Windscreen Wash Controls
The Windscreen wiper and windscreen wash controls are at the bottom of the overhead
panel. They are shown in Figure 1.4.
There are two windscreen wiper switches: one for the left windscreen wiper and one for the
right windscreen wiper. Each switch has three positions: OFF, SLOW and FAST. At OFF,
the wiper automatically parks at the bottom of the screen.
There are two windscreen wash pushbuttons: one for the left screen and one for the right
screen.
On some aircraft there are two rain repellent buttons: one for the left screen and one for
the right screen. The rain repellent buttons are inoperative.
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Volume 1

Overview
Chapter 15 Topic 1
Page9
Figure 1-4- Windscreen Wiper and Windscreen wash Controls

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FCOM:V1-002
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i-v1-1500004
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Overview
Chapter 15 Topic 1
Page 10
CWP Ice Protection Captions

The CWP ice protection captions are shown in Figure 1.5.
The captions are:
i.
ICE PROT
ICE DETECTED.
WING NOT DE-ICED.
The ICE PROT i caption illuminates if:
An annunciator illuminates on the engine ice protection.
OR
An annunciator illuminates on the airframe ice protection panel.
The ICE DETECTED caption illuminates if the rotary ice detector detects icing conditions.
The WING NOT DE-ICED caption illuminates when:
The flaps are selected to 18 and the OUTER W ING ANT-ICE switch is ON.
BUT
The INNER W ING DE-ICE switch is OFF.
CSP Ice Protection Captions

The CSP ice protection captions are shown inFigure 1.5.
The captions are:
SCRN HEAT SEL OFF.
ENG A ICE ON.
WING/TAIL A ICE ON.
The SCRN HEAT SEL OFF caption illuminates if either SCRN HEAT switch is at OFF.
The ENG A ICE ON caption indicates that:
Any one of the ENG ANT-ICE switches is ON.
OR
An intake valve is open when its ENG ANT-ICE switch is OFF.
The WING/TAIL A ICE ON caption indicates that one or more of the six airframe ice
protection valve are open.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1

Overview
Chapter 15 Topic 1
Page 11
Figure 1 _s - CWP and CSP Ice Protection Captions
i-v 1-15-00006
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Volume 1

Overview
Chapter 15 Topic 1
Page 12
Circuit Breakers
The flight deck circuit breakers are shown in Figure 1.6.
There are two left windscreen heater circuit breakers. L SCREEN HEAT A (C24) provides
the power to heat the left A screen.
L SCREEN HEAT CTRL A (C26) provides power to control the left A screen. The L
SCREEN WIPER circuit breaker (C27) supplies power for the left windscreen wiper.
There are two circuit breakers for the auxiliary pitot heater. AUX PITOT HTR WARN (024)
supplies the auxiliary pitot heater failure annunciator. The AUX PITOT HTR circuit breaker
(025) supplies the auxiliary pitot heater.
The L PITOT HTR (026) circuit breaker supplies power to the left pitot heater.
The L RAIN REPEL circuit breaker (027) supplies power for the rain repellent system.
There are two stall vane heater circuit breakers. L STALL VANE HTR (E24) supplies the
left vane heater. R STALL VANE HTR (E25) supplies the right vane heater.
There are two circuit breakers for the engine ice protection warnings. ENG INTAKE HI
PRESS WARN (E27) supplies the intake high pressure warning circuits for all the engines.
ENG ANT-ICE WARN+INOS (E26) supplies the all the engine valve not shut
annunciations, all the intake low pressure warnings and the CSP ENG A ICE ON caption.
There are three circuit breakers for the wing and tail ice protection. WING TAIL ANT-ICE
INNER (F25) supplies the power for both the inner wing valves and tail valve 2. WING
TAIL ANT-ICE OUTER (F26) supplies the power for both the outer wing valves and tail
valve 1. WING TAIL ANT-ICE WARN (F27) supplies all the valve NIPS warning circuits,
the CSP WING!TAIL A ICE ON indication circuit and the tail high temperature protection
and warning circuit.
FCOM:V1-002
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Volume 1

Overview
Chapter 15 Topic 1
Page 13
Figure 1.6 - Flight Deck Circuit Breakers
iV11500008
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AVRO 146-RJ Series
Nov 01 / 09
The Air Supply
The leading edge of each wing and the leading edge of the tailplane are provided with hot
air for ice protection. The air supply is shown schematically in Figure 2.1 .
Ant-ice protection is provided for each wing leading edge and the tailplane leading edge.
Additionally, de-ice protection is provided for the inboard leading edge of each wing. There
are a few points on the wing leading edge that are not protected: the landing lamp, the
leading edge above each engine pylon, the runway exit/wing light and the navigation lamp.
An engine air valve must be open for its engine to supply the wing and tail ice protection
system.
There are two valves for each wing: an outer valve and an inner valve.
The left outer valve connects the left air supply, downstream of the engine air valves, to the
left wing ant-ice protection. The right outer valve con nects the right air supply, downstream
of the engine air valves, to the right wing ant-ice protection.
The left inner valve connects the left air supply, downstream of the engine air valves, to the
left wing de-ice protection. The right inner valve connects the right air supply, downstream
of the engine air valves, to the right wing de-ice protection.
The outer valves are controlled by the OUTER WING ANT-ICE switch on the flight deck
The inner valves are controlled by the INNER WING DE-ICE switch on the flight deck ICE
PROTECTION panel.
There are two valves in the aircraft tail: tail valve 1 and tail valve 2.
Tail valve 1 connects the left air supply system, downstream of the engine air valves, to the
left and right tail leading edge.
Tail valve 2 connects the right air supply system, downstream of the engine air valves, to
the left and right tail leading edge.
Either engine on a wing can feed the tail ant-ice and the on-side wing ant -ice and de-ice.
With both tail valves open, the left and right sides are connected. If there is an asymmetry
in engine air supplies between the two wings, there will be a cross flow to the side giving
the least amount of flow.
If the APU air valve is open, the APU air supply can be directed to the wing and tail ice
protection ; however the APU air supply is not adequate for ice protection ; the APU air
valve must be selected OFF when the wing and tail ice protection is in use.
The ice protection valves are electrically motorised valves. If electrical power is lost to a
valve, it remains in its position at the time of loss of electrical power.
Each of the six ice protection valves has an associated NIPS annunciator on the airframe
ice protection panel.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Chapter 15 Topic 2
Page 2
Figure 2.1 - Airframe Ice Protection Air Supply

.------------------------- OUTER ------------------------,
WING
ANT-ICE
ON r----,
TAIL
ANT-ICE
ON
NIPS annundatOI'
NIPS annunclator
ITall
ant-ke
kl -1 ~000t0
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Page3
Wing and Tail Ice Protection Principle
The principle of wing and tail ice protection is shown in Figure 2.2.
Ice protection is provided for the wing leading edge and the tailplane leading edge by hot
air from the engine HP compressors.
The hot air enters the space behind the leading edges via piccolo tubes. The term piccolo
is used because the pipes have rows of holes like those on a piccolo. A piccolo is a small
flute.
Engine air enters a piccolo tube via the associated ice protection valve. The piccolo directs
the hot air on to the inner face of the leading edge.
The air in the wing leading edge exhausts through:
Louvered holes beneath the wing leading edge.
AND
A tube at the end of the leading edge. Air from the tube leaves the wing and
passes over the aileron horn balance.
The air from the tailplane leading edge exhausts through two louvered holes: one on the
top left of the fin and the other on the top right of the fin.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Chapter 15 Topic 2
Page 4
Figure 2-2 - Principle of Wing and Tail Ice Protection
Right wing leading edge protected by hot alr

Right tailplane leading edge
protected by hot air
Left t.Uplane leading edge

pt'otected by hot 8lt
Hot atr from tho eng,ne

HP corrpres.son;
..
A p!e~!o !s a sma!! flute

Airframe lea
protection valve
Piccolo tube
piccolo tube directs ar oo to the inner face of the leading edge.

The ar in the wW1g eXhausts through louvered holes beneath the leading edge and through
The
a tube at the end of the wi1g.

The air in the tailptane extlausts through louvered holes at the top of the fin.
FCOM:V1-002
AVRO 146-RJ Series
..v1-15-00011
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Page 5
Wing Ice Protection
The left wing ice protection is shown schematically in Figure 2.3. The right wing ice
protection functions in the same way.
Each wing leading edge has an anteice piccolo tube running the whole length of the leading
edge. The ant-ice is in three sections:
An outer section running from just outboard of the outboard engine to the
navigation light.
A middle section between the two engines.
An inner section between the wing root and the inboard engine.
The ant-ice piccolo tube is supplied with hot air via the on side outer wing ant-ice valve.
The outer portion of the ant-ice tube has three rows of holes running along the wing. The
holes direct air on to the inner face of the leading edge. One row directs air on to the
centre portion of the leading edge; another row directs air on to the upper surface of the
leading edge; the third row directs air on to the lower surface of the leading edge.
The middle section of the ant-ice tube has a row of holes over the whole of its length that
direct hot air on to the centre of the leading edge; at the sections inboard end, there are
also holes that direct air on to the top and bottom of the leading edge.
The inner section of the ant-ice tube has a row of holes over the whole of its length that
direct hot air on to the centre of the leading edge; at the sections inboard and outboard
end, there are also holes that direct air on to the top and bottom of the leading edge.
Each wing has two de-ice piccolo tubes: an upper tube and a lower tube. Each tube is
divided into two sections:
A section between the two engines.
A section between the wing root and the inboard engine.
The de-ice piccolo tubes are supplied with hot air via the on side wing de-ice valve.
The upper de-ice piccolo tube directs hot air on to the upper surface of the leading edge;
the lower de-ice piccolo tube directs hot air on to the lower surface of the leading edge.
The three rows of holes on the outer section of the ant-ice piccolo tube protect the whole
outer leading edge.
When just wing ant-ice is used, the centre row of holes on the middle and inner section of
the ant-ice piccolo tube keep the centre section of the inner leading edge clear of ice. The
cleared strip is known as a parting strip. When the wing de-ice is turned on, the de-ice
tubes heat the lower and upper surfaces of the inner wing; the de-ice clears any ice from
the upper and lower surfaces of the leading edge.
There is no room to extend the de-ice tubes over the complete inner section. The inner
end of the middle ant-ice tube and each end of the inner ant-ice have three holes. These
portions direct air at the upper and lower leading edge as well as the centre leading edge.
When both the ant-ice and de-ice are on, the whole of the wing leading edge is protected.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Page6
Figure 2.3 - Wing Ice Protection
ENG 2 AIR
ENG 1 AIR
VALVE
VALVE
Left inner
de-ice valve
Directs air to de-ice
piccolo tubes.
Le ft outer ant-ice valve

Directs air to the ant-ice piccolo tube.
Top de-ice piccolo tube section

- - Between the wing root and engine 2.
__ Top de-ice piccolo tube section

Between the engines.
i
Bottom de-ice piccolo
tube section
Between the engines.
Bottom de-ice piccolo tube section
Between the wing root and engine 2.
Inner section of th e ant-ice piccolo tube
Outer portion of the ant-ice piccolo tube
+
Ant-ice piccolo tube
The outer section protects the top, centre and
bottom of the leading edge from just outboard
of engine 1 to the wing tip.
The middle and inner sections protect the
centre of the leading edge:
~ Between engine 2 and the landing light.
AND
~ Between the wing root and engine 2.
De-ice piccolo tube

The top piccolo tube removes ice from the top of the wing.
The bottom piccolo tube removes ice from the bottom of the wing.
i -\11-1 ~000 1?
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Page 7
Tailplane Ice Protection
The tailplane ice protection is shown schematically in Figure 2.4.

The left tailplane leading edge has an ant-ice piccolo tube running the whole length of the
leading edge. Another anteice piccolo tube runs the whole length of the right tailplane
leading edge.
Each piccolo tube has three rows of holes running along the leading edge. The holes
direct air on to the inner face of the leading edge: One row directs air on to the centre
portion of the leading edge; another row directs air on to the upper surface of the leading
edge; the third row directs air on to the lower surface of the leading edge.
Tail valve 1 is supplied with hot air from the left wing engines. Tail valve 2 is supplied with
air from the right wing engines. The outputs from the two valves are joined together at the
base of the fin. A single pipe, in the fin leading edge, takes the air from the tail valves to
the tailplane leading edge. The pipe feeds the left and the right piccolo tube; If only one
valve is open, hot air can be supplied to both sides of the tailplane.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Pages
Figure 2-4 - Tailplane Ice Protec tion

ENG4
ENG 1 AIR
VALVE
ENG2 AIR
VALVE
ENG 3 AIR
VALVE
ENG 4 AIR
VALVE
The left engines supply tail valve 1.

The right engines supply tail valve 2.
Each tail valve supplies both tailplane piccolo tubes.
Tail
v alve 1
Tail
valve 2
Left tailplane piccolo t ube
Right t ailplane piccolo tube
Tail ant-ice piccolo tube

The left piccolo tube protects the top, centre and bottom of the whole left leading edge.
The right piccolo tube protects the top, centre and bottom of the whole right leading edge.
iVH 500013
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1

Chapter 15 Topic 2
Page9
Wing and Tail Valve Control
Wing and tail valve control are shown schematically in Figure 2.5.
The wing and tail valves are operated by electric motors. If electrical power is lost, the
valves remain in their position at the time of loss of power. The outer wing valves require
power from DC BUS 2. The inner wing valves require power from DC BUS 1. Tail valve 1
requires power from DC BUS 2. Tail valve 2 requires power from DC BUS 1.
If a wing valve is open when power is lost, then ice protection for the associated section
remains available, but it cannot be turned off. If a wing valve is closed when power is lost,
then ice protection for the associated section is not available.
If just one main DC busbar is lost when the tail valves are closed, one valve will remain
closed, but hot air to the tail plane can be switched on and off by the other valve. If just
one main DC busbar is lost and the tail valves are open, one valve will remain open; so
both side of the tail will be continually supplied with hot air while the on-side air supply
system is supplied with air.
If both main DC busbars are lost when the tail valves are closed, both valves will remain
closed and protection for the tail is lost. If both main DC busbars are lost when the tail
valves are open, both valves will remain open; so both side of the tail will be continually
supplied with hot air while an air supply is available.
Provided the associated busbar is powered and the valve is functional. the squat switches:
Will prevent the tail and wing valves from opening on the ground.
Will close a valve if the aircraft lands with the valve selected open.
Squat switch 1 controls the left wing valves and tail valve 1. Squat switch 2 controls the
right wing valves and tail valve 2.
A burst air supply duct on the left side of the aircraft is indicated by a L ZONE HI TEMP
annunciator on the AIR SUPPLY panel. A burst air supply duct on the right side of the
aircraft is indicated by a R ZONE HI TEMP annunciator on the air supply panel. The burst
duct protection is fully described in Topic 4 of Chapter 4.
If a high temperature is detected by any one of the left zone high temperature detectors,
the left wing valves and tail valve 1 are automatically closed. If a high temperature is
detected by any one of the right zone high temperature detectors, the right wing valves and
tail valve 2 are automatically closed.
A leak in the air supply duct in the fin is indicated by the TAIL HI TEMP annunciator on the
airframe ice protection panel. If a high temperature is detected in the fin leading edge,
both tail valves are automatically closed.
If a wing valve is open on the ground, the wing leading edge will overheat if the engine or
APU air supply is on. If either tail valve is open on the ground, the tailplane leading edge
will overheat if the engine or APU air supply is on. If a landing is to be made with a wing or
tail valve not closed, then the all the ENG AIR switches and the APU AIR switch must be
put to OFF before landing.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Wing and Tail lee Protection
Chapter 15 Topic 2
Page 10
Figure 2.5- Wing and Tail Valve Control
, . . . . - - - - - - - - - - - --1 DCC BUS 2 1--- - - - - - - - - - - ,
DC BUS 1
Left outer
valve
control
DC BUS 2
Left inner
valve
control
Tail
valve1
control
Tail
valve 2
control
Right inner
valve
control
Right outer
valve
control
Left zone burst duct protection
Right zone burst duct protection
L ZONE
HI TEMP
R ZONE
HI TEMP
Tall burst duct protection

TAIL
HI TEMP
Squat switch 1
Left
outer
valve
FCOM:V1-002
Squat switch 2
Tall
valve 1
Tall
valve 2
AVRO 146-RJ Series
Right
outer
valve
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Page 11
CSP WING/TAIL A ICE ON Caption

A green WING/TAIL A ICE ON caption is on the CSP. The caption logic is shown
The caption is intended to be a reminder that the wing and tail ice protection is in use. The
caption illuminates if any one of the six airframe ice protection valves is open.
CWP WING NOT DE-ICED Caption
An amber WING NOT DE-ICED caption is on the CWP. The caption logic is shown
In the descent with the flaps up in icing conditions, it is not necessary to have the wing
de-ice on when the wing and tail ant-ice is on. However, if wing and tail ant-ice are
required when the flaps are not up, the wing de-ice must also be on. The WING NOT
DE-ICED caption provides a reminder to select the INNER WING DE-ICE switch to ON
when the flaps are selected to 18 o or more when the wing and tail ant-ice is in use.
The WING NOT DE-ICED caption illuminates if:
The OUTER WING ANT-ICE switch is ON.
AND
The flap selector is at 18 o or more.
BUT
The INNER WING DE-ICE switch is not ON.
The WING NOT DE-ICED caption only looks at switch positions; the caption logic knows
nothing about the wing valve position or the air supply status. Air supply status is indicated
on the valve air supply panel. Wing and tail valve positions are inferred from the ice
protection panel NIPS annunciators.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Chapter 15 Topic 2
Page 12
Figure 2.6 - WING/TAIL A ICE ON Logic

Left
outer
valve
Valve
position
Tail
valve 1
Valve
position
Right
outer
valve
Tail
valve 2
Valve
position
Valve
position
Valve
p osition
Valve
position
WING/TAIL A ICE ON Logic
One or more of the six airframe ice protection valves is open.
WING/TAIL
A ICE ON
i-v1-15.0001 5
Figure 2.7- WING NOT DE-ICED Logic
Outorwlng
switch positlon
Flap lever
position
,
lnnor wing
switch positlon
WING NOT DE-ICED Logic
The OUTER WING ANTICE SW1Ictl1S ON
AND
The flap lever 1$ a118 or more.
BUT
,. The INNER WING DE ICE SWitch 1s OFF
I
FCOM:V1-002
AVRO 146-RJ Series
WING NOT
DE-ICED
I\11 15-000Hi
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Page 13
Valve NIPS Indications

The valve NIPS indication is shown schematically in Figure 2.8.
There is a NIPS annunciator on the airframe ice protection panel for each wing valve and
each tail valve: L OUTER VALVE, ROUTER VALVE. L INNER VALVE, R INNER VALVE,
TAIL VALVE 1 and TAIL VALVE 2.
The power supply for all the NIPS annunciators comes from DC BUS 1. The power supply
to operate the two outer valves and tail valve 1 comes from DC BUS 2. The power supply
to operate the two inner valves and tail valve 2 comes from DC BUS 1.
The NIPS indication for a valve is not based directly on the switch position but on a relay
position in the associated control circuit. When the relay is energised, power is applied to
the valve to open the valve. When power is removed from the relay, power is applied to
close the valve. The power supply for a relay is the same as the power supply used to
operate the associated valve. When the power supply to a valve is lost, the NIPS
indication circuit assumes that the associated switch is at OFF regardless of the actual
position of the switch.
When DC BUS 1 is lost, there is no power to any of the NIPS annunciators; so when DC
BUS 1 is lost but DC BUS 2 remains powered:
The two outer valves and tail valve 1 should operate correctly but without any NIPS
indication.
The two inner valves and tail valve 2 will remain at their positions at the time of loss
of DC BUS 1, but there will be no NIPS indication to indicate the failure.
When DC BUS 2 is lost but DC BUS 1 remains powered:
The two inner valves and tail valve 2 should operate correctly and their NIPS
annunciators should function correctly.
The two outer valves and tail valve 1 will remain at their positions at the time of loss
of DC BUS 2.
The control relays for the outer valves will fail to the off position. The L and R
OUTER VALVE NIPS circuits will assume that the OUTER WING ANT-ICE switch
is at OFF regardless of the actual position of the switches. Thus the NIPS circuits
for the outer valves will not indicate correctly when the switch is at ON.
The control relay for tail valve 1 will fail to the off position. The TAIL VALVE 1 NIPS
circuit will assume that the TAIL ANT-ICE switch is at OFF regardless of the actual
position of the switch. Thus the NIPS circuit for tail valve 1 will not indicate correctly
when the switch is at ON.
When both main DC busbars are lost
The two outer valves and tail valve 1 remain at their position at the time DC BUS 2
was lost. The two inner valves and tail valve 2 remain at their position at the time of
loss of DC BUS 1.
All the NIPS annunciators will be out regardless of the position of the switches and
the valves.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 2
Page 14
Figure 2_8- Wing and Tail Valve NIPS Indications
, . . . . - - - - - - - - - - ----; DC BUS 2 J--- - - - - - - - - - - - ,
DC BUS 1
left outer
valve
control
Left Inner
valve
control
DC BUS 2
DC BUS 1
Tall
valve 1
control
Tall
valve 2
control
Right Inner
valve
control
Right outer
valve
control
Valvo
Valva
Valve
Val'le
Valvo
Valvo
seloeted
selected
selected
selected
selected
selected
position
position
position
position
position
position
NIPS Logic
Valve
position
Valve
po.sition
Valve
position
Valve
position
Valve
position
left
outer
valve
Tail
valve1
Tail
valve 2
Right
outer
valve
L INNER
R INNER
VALVE
VALVE:
Valve
position
t-vt- 1~017
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AVRO 146-RJ Series
Nov 01 / 09
Engine Ant-Ice Control

The control of engine ant-icing is shown schematically in Figure 3.1.
The engine's high pressure (HP) compressor has seven stages of axial compression and
one stage of centrifugal compression.
Each engine has two ice protection valves: the intake ant-ice valve and the engine ant-ice
valve.
The intake antice valve takes air from the HP compressor outlet to the engine's intake lip.
The intake valve has two functions:
To open and close the valve.
When the valve is open, to regulate the pressure in the intake to between 25 and
30 psi.
The engine ant ice valve:
Is an ON/OFF valve.
Does not regulate the pressure of the air.

Takes air to the engine's splitter lip and the engine's low pressure (LP) compressor
inlet guide vanes.
The engine ant-ice valve takes air from the inlet to the centrifugal compressor.
Each engine has an ENG ANT-ICE switch on the engine ice protection panel. Each switch
controls both its engine's valves.
Both valves are also automatically signalled to open when a ground or a flight start is
initiated.
On a ground start, the automatic open signal is removed at 40% N2 .
The II ight start automatic signal is removed when the FLT START switch is selected OFF
or the START SEL switch is selected to OFF. If, after a successful in flight start, the FL T
START switch is left ON and the engine remains selected on the START SEL switch, the
automatic signal is removed when N2 increases above 85% but is reinstated if N2 falls
below82%.
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Engine Ice Protection
Chapter 15 Topic 3
Page 2
Figure 3.1 - Engine Ant-ice Control
Splitter lip
Ground start.
OR
Flight start.
...
LP compressor
...
inlet guide vanes f-1~
.._
_..___-1
Engine ant-ice valve:

A,n ON/OFF valve.
Centrifugal
compressor
Axial
compressor /
Intake f<l...
... _ _ _ _ _-1
FCOM:V1-002
Intake ant-ice valve:

J;> ON/OFF valve.
AND
J;> A pr essure regulator.
Regulates to between 25
and 30 psi.
AVRO 146-RJ Series
i-v1-15-00028
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 3
Page3
Engine Ice Protection Valve Power Supplies

The intake ant-ice valves and the engine ant-ice valves require electrical power to close
them. If electrical power is lost the valves fail to the open position. Engine ice protection is
never lost due to a busbar failure. However, when power is lost to a valve, it cannot be
closed. The engine thrust is limited to the engine ant-ice on value.
The valves for engine 1 and engine 3 are powered from DC BUS 1. The valves for engine
2 and engine 4 are powered from DC BUS 2. When just one main DC busbar fails, two of
the engines will have their engine ice protection automatically switched on. At the
emergency and essential power levels, all the engine ice protection will be automatically
switched on.
Engine Valve Not Shut Annunciators
There is a white ENG VLV NOT SHUT annunciator for each engine on the engine ice
protection panel. The indication is shown schematically in Figure 3.2.
There is a 5 psi pressure switch downstream of the engine ant-ice valve. When the
pressure is above 5 psi, the associated ENG VL V NOT SHUT annunciator illuminates.
The ENG VLV NOT SHUT annunciator indicates that the valve is not shut.
The ENG VLV NOT SHUT annunciators are the only indication that the engine ant ice
valves have opened when the ENG ANT-ICE switches are selected ON. There is no
warning that an engine valve has failed to open when the engine ant-ice is selected to on.
The pressure rises to 5 psi at about 35% N2 . An engine's ENG VLV NOT SHUT
annunciator illuminates during a flight or ground start at about 35% N2 . The annunciator
extinguishes when the start is cancelled if the ENG ANT-ICE switch is OFF. If the ENG
ANT-ICE switch is ON for the start, the annunciator remains illuminated when the start is
cancelled.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 3
Page 4
Figure 3.2 - Engine Valve Not Shut Schematic

ENG ... VLV
NOT SHUT
Pressure above 5 psi
Ground start.
OR
Splitter lip
Flight start.
Engine ant-ice valve:
An ON/OFF valve.
LP compressor
inlet guide vanes
01
Centrifugal
compressor
Axial
compressor
i-v1-15-00020
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 3
Page 5
INTAKE LO PRESS Annunciators
There is an amber INTAKE LO PRESS annunciator for each engine on the engine ice
There is a low pressure switch downstream of each engine's intake anteice valve. The
switch goes to the low pressure state when the pressure falls below 12 psi. The switch
remains in the low pressure state until the pressure rises above 15 psi.
The pressure switch signals some electronic logic. The engine's ENG ANT-ICE switch
position goes to the logic circuit. The logic circuit drives the engine's INTAKE LO PRESS
annunciator. The INTAKE LO PRESS annunciator illuminates when:
The ENG ANT-ICE switch is ON.
AND
The intake low pressure switch is in the low pressure state.
When the ENG ANT-ICE switch is OFF and the pressure is low, the INTAKE LO PRESS
annunciator does not illuminate.
The pressure rises above 15 psi at about 53% N2 . The pressure is normally less than 12
psi at ground idle.
During ground engine starting with the engine ant-ice switches on, the INTAKE LO PRESS
annunciators remain illuminated throughout the start and at ground idle because the
pressure does not rise above 15 psi.
The INTAKE LO PRESS annunciators are on the engine ice protection panel; so when an
INTAKE LO PRESS annunciator illuminates, the ICE PROT i caption illuminates, the
flashing amber glareshield lamps illuminate and a single chime sounds.
When taxiing with the engine ant-ice on, the INTAKE LO PRESS annunciators extinguish
when N2 rises above about 53% and re-illuminate when the thrust levers are retarded to
ground idle. To prevent nuisance MWS attention getting while taxiing, the input from the
INTAKE HI PRESS annunciators to the ICE PROT i caption is inhibited at low thrust lever
angles. If a valve has failed to open, a warning will be given when the thrust levers are
advanced for take off.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 3
Page6
Figure 3.3 - Intake Low Pressure Schematic
Centrifugal
compressor
Axial
compressor
Intake Ant-ice Valve:
)> ON/OFF valve.
AND
)> A pressure regulator.
and 30 psi.
Intake
12/15 psi
switch
Log ic
ENG ANT-ICE
switch position
Low pressure
AND
ENG ANT-ICE switch ON
INTAKE ...
LO PRESS
FCOM:V1-002
AVRO 146-RJ Series
iV1 15-00021
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 3
Page 7
INTAKE HI PRESS Annunciators
There is an amber INTAKE HI PRESS annunciator for each engine on the engine ice
The intake anteice valve should regulate the pressure in the intake to between 25 and 35
psi.
There is a pressure switch downstream of each engine's intake ant-ice valve. The switch
is set to 40 psi. The pressure switch signals the engine's INTAKE HI PRESS annunciator.
When the pressure is greater than 40 psi, the INTAKE HI PRESS annunciator illuminates.
The INTAKE HI PRESS annunciator indicates that the pressure regulator has failed.
An INTAKE HI PRESS annunciator illuminates when the pressure in its intake exceeds 40
psi regardless of the position of the associated ENG ANT-ICE switch.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 3
Pages
Figure 3.4 - Intake High Pressure Schematic

n
INTAKE ...
HI PRESS
Pressure above 40 psi
40 psi
switch
Centrifugal
compressor
Axial
compressor
Intake ant-ice valve:
> ON/OFF valve.
AND
}> A pressure regulator.
and 30 psi.
Intake
12115 psi
sw itch
Logic
ENG ANT-I CE
switch position
Low pressure
AND
ENG ANT-ICE switch ON
INTAKE ...
LO PRESS
FCOM:V1-002
AVRO 146-RJ Series
i-v1-15-00022
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 15 Topic 3
Page9
ENG A ICE ON Caption
There is a green ENG A ICE ON annunciator for each engine on the CSP. The indication
is shown schematically in Figure 3.5.
Electronic logic drives the ENG A ICE ON caption. The logic looks at the position of each
ENG ANT-ICE switch and at the state of each engine's intake low pressure switch. The
intake low pressure switches also drive the INTAKE LO PRESS annunciators.
An intake low pressure switch goes to the normal pressure state when the pressure rises
above 15 psi; a switch goes to the low pressure state when the pressure falls below 12 psi.
The ENG A ICE on caption illuminates if:
OR
An intake low pressure switch is in the normal pressure state when its ENG
ANT-ICE switch is OFF.
The ENG A ICE caption serves as a reminder that the engine ice protection is in use.
However the caption also indicates that a valve is open when its switch is OFF. This can
occur:
During a flight start.
When an intake valve has failed open.
During a flight start, the intake low pressure annunciator switch goes to the normal
pressure state shortly before flight idle is achieved. The ENG A ICE caption illuminates a
little before flight idle is achieved. The caption remains illuminated until the start is
cancelled.
The intake low pressure switches do not go to the normal pressure state until N2 is above
ground idle. The ENG A ICE on caption does not illuminate during a ground start with the
ENG ANT ICE switches OFF. However the ENG ANT-ICE switches are normally selected
on for ground starting; so the ENG A ICE caption is normally illuminated during a ground
start.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Engine Ice Protect ion
Chapter 15 Topic 3
Page 10
Figure 3.5 - Engine Ant-ice On Schematic
Position of each ENG ANT-ICE switch
Logic
Normal
pressure
Normal
pressure
Normal
pressure
Normal
pressure
12/15 psi
switch
12/15 psi
s witch
12/15psi
switch
12/15 psi
switch
Intake low pressure switches
,.
OR
An intake pressure switch indicates that pressure is

normal when the associated ENG ANT-ICE switch is OFF.
ENG A ICE
ON
FCOM:V1-002
AVRO 146-RJ Series
i-v1-15-00023
Nov 01 / 09
Overv iew
The windscreens are shown in Figure 4.1.
There are six windscreens:
Left A screen.
Right A screen.
Left B screen.
Right B screen.
Left C screen.
Right C screen.
The A and B screens are electrically heated. The C screens are not heated, but they are
de misted by the supply from the air conditioning packs to the flight deck.
On the ground, the C screens can be opened to ventilate the flight deck. The C screens
are also the flight deck emergency exits.
Windscreen Heat Flight Deck Controls and Indications

The airframe ice protection panel has:
Two switches L SCREEN HEAT and R SCREEN HEAT. The L SCREEN HEAT
switch turns the left A and B screen heaters on and off. The R SCREEN HEAT
switch turns the right A and B screen heaters on and off.
Two screen high temperature annunciators: L SCREEN HI TEMP and R SCREEN
HI TEMP. The L SCREEN HI TEMP annunciator illuminates if there is a high
temperature on either the left A screen or the left B screen. The R SCREEN HI
TEMP annunciator illuminates if there is a high temperature on either the right A
screen or the right B screen.
Whenever either or both of the SCREEN HEAT switches are at OFF, the SCREEN HEAT
SEL OFF caption illuminates on the CSP.
There is no warning of low temperature on a screen.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Windscreens
Chapter 15 Topic 4
Page 2
Figure 4.1 - The Windscreens

Left B screen
Right B screen
Right C screen
Right A screen
Left A screen
Right wiper
Right windscreen
wash nozzle
FCOM:V1-002
AVRO 146-RJ Series
Left C screen
Le ft wiper
Left windscreen
washnozz1o
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Windscreens
Chapter 15 Topic 4
Page3
Windscreen Heating
The control of the windscreen heating is shown schematically in Figure 4.2.

Whenever either or both of the SCREEN HEAT switches are at OFF, the SCREEN HEAT
SEL OFF caption illuminates on the CWP.
Electrical power for the windscreens is supplied by the AC busbars. ESS AC supplies the
left A screen. AC BUS 1 supplies the left B screen. AC BUS 2 supplies the right A screen
and the right B screen. The power to each screen comes through a normal control relay
and an overheat control relay.
Each windscreen has a controller. The power for the controllers is supplied by the DC
busbars. ESS DC supplies the left A screen controller. DC BUS 1 supplies the left B
screen controller. DC BUS 2 supplies the right A screen controller and the right B screen
controller.
If DC power is lost to a controller, the AC power supply is disconnected from the heater.
The power to the two left controllers comes via the L SCREEN HEAT switch. The power to
the two right controllers comes via the R SCREEN HEAT switch.
Each windscreen has a normal temperature sensor and two overheat temperature
sensors. The sensors send the screen temperature to the controller. The controller has
two circuits: a normal control circuit and an overheat circuit.
The normal circuit senses temperature from the normal temperature sensor. The control
regulates the temperature of the screen by switching power on and off to the screen using
the normal control relay.
The overheat circuit monitors the temperature. If the temperature significantly exceeds the
normal value, the overheat circuit:
Illuminates the associated SCREEN HI TEMP annunciator.
Takes over temperature control of the screen by switching power on and off to the
screen using the overheat control relay. The overheat circuit control temperature is
higher than the normal circuit control temperature.
When a SCREEN HI TEMP annunciator illuminates, a screen is being controlled to a

higher temperature than normal.
The power to the A screen heaters is reduced to one third power when the aircraft is on the
ground. The power to the B screens is the same on the ground as in the air.
At the emergency power level, none of the windscreens is heated.
At the essential power level, the only screen heater available is the left A screen.
However, the power to the left A screen heater is reduced to one third at the essential
power level.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Windscreens
Chapter 15 Topic 4
Page 4
Figure 4-2 - Windscreen Heat Control

Power for the oontroler.
Power for the heater.

AC busbar
Normal relay
Controller
Windscreen
SCREEN
HI TEMP
DC BUS1
ESSDC
DC BUS 2 1
I AC BUS 1
ESS AC
AC BUS
Left B screen
21
I DC BUS 2 I
AC BUS
21
Left A screen
i>v1 15 0002$
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Windscreens
Chapter 15 Topic 4
Page 5
Windscreen Wash
Windscreen wash control is shown schematically in Figure 4.3.

There are two windscreen-wash pushbuttons on the bottom of the overhead panel. One
for the left A screen and one for the right A screen.
There is a windscreen-wash nozzle on the aircraft nose just forward of each A screen.
A windscreen-wash reservoir is in the avionics bay. The reservoir holds two litres of
windscreen wash fluid.
An electrically powered pump takes fluid to two electrically operated valves. One valve
takes fluid to the left windscreen wash nozzle; the other valve takes fluid to the right
windscreen wash nozzle.
The pump is powered from AC BUS 1 via a pump relay. The relay has to be energised to
pass power to the pump. With both flight deck pushbuttons out, the relay is relaxed and
the pump does not run. When one or both pushbuttons are pressed and held, the relay is
energised and AC BUS 1 powers the pump.
The two valves are powered from DC BUS 1. When the left pushbutton is held in, the left
valve is opened. As soon as the left pushbutton is released, the left valve closes. When
the right pushbutton is held in, the right valve is opened. As soon as the right pushbutton
is released, the right valve closes.
Pressing a pushbutton starts the pump and opens the associated valve directing fluid to
the associated screen. The two pushbuttons may be used simultaneously.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Windscreens
Chapter 15 Topic 4
Page6
Figure 4.3 -Windscreen Wash Control

DC BUS 1
Power for the valves and

the pump control relay.
Left nozzte
Right nome
Reservoir
Power ror the pump.
FCOM:V1-002
AVRO 146-RJ Series
>-V1 15-00028
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Windscreens
Chapter 15 Topic 4
Page 7
Windscreen Wipers
The windscreen wipers are shown schematically in Figure 4.4.

Each A screen has a wiper driven by an electric motor. Each wiper has a brake operated
by a solenoid. When the solenoid is powered, the brake is released. When power is
removed from the solenoid the brake is applied.
The wipers have two speeds: fast and slow. Each wiper has a switch on the bottom of the
overhead panel. Each switch has three positions: OFF, SLOW and FAST. Each switch
controls its motor and brake through a relay operated control circuit.
At OFF, the wiper automatically parks at the slow speed. When the park position is
reached, power is removed from the motor and the brake solenoid; so the motor stops and
the brake is applied.
When SLOW is selected the brake solenoid is energised to remove the brake and the
motor is signalled to run continuously at the slow speed.
When FAST is selected the brake solenoid is energised to remove the brake and the motor
is signalled to run continuously at the fast speed.
The left motor and brake solenoid are powered from the essential/battery busbar. The right
motor and brake solenoid are powered from DC BUS 2.
At the essential power level, only the left wiper is available. At the emergency power level,
neither wiper is available.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Windscreens
Chapter 15 Topic 4
Pages
Figure 4.4 - Windscreen Wiper Control

Left wiper
Right wiper
'
It
II
Motor and brake
Motor and brake
Slow
Fast
Slow
Fast
Remove
brake
Remove
brake
Left wiper control circuit
Right wiper control circuit
Switch position
(!.
. -
Switch p osition
J
miil
I ESS/BATT BUS I
FCOM:V1-002
AVRO 146-RJ Series
DC BUS 2
i-v1 15 -00027
Nov 01 / 09
General
The aircraft has external sensors for determining pilot pressure, static air pressure, air
temperature and angle of airflow. They are described in Chapter 19, Topic 2. Some of
the sensors are heated; others are not. The sensors are shown pictorially in Figure 5.1.
The following sensors are heated:
The left pilot head (P1 ).

The right pitot head (P2).
The auxiliary pilot head (P3).

The left and right angle of airflow vanes.
The total air temperature (TAT) probes. TAT probe 1 on the right of the nose and
TAT probe 2 on the left of the nose.
The nose static plates (S1, S2 and S3).
The following sensors are not heated:

The indicated outside air temperature (IOAT) probe.
The mid static vents (S4 and S5).

The single static vent on the left side of the forward fuselage (S7).
The single static vent on the left side of the rear fuselage (S8).
The airframe ice protection panel contains heater fail annunciators for:
Each pilot head.
Each angle of airflow vane.

There are no fail warnings for the nose static vent heaters and the TAT probes.
There are three switches on the airframe ice protection panel for the air data sensor
heaters: AUX & L VANE, L PITOT HTR and R PITOT HTR & R VANE.
The heaters for the TAT probes, nose static plates and the Q-pot pressure head are
switched by the squat switches. On the ground the heaters are off. In the air the heaters
are on.
FCOM:Vt -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page 2
Figure 5.1 - Air Data Sensors

TAT1
The TAT probes are heated
but the'e art! no faol warn ngs.
TAT 2
TAT 3
The nose static vents are heated

but there are no fad warnmgs.
P1
P2
L PITOT
H rR FAIL
R PITOT
HTR FAIL
The three pilot heads are heated
The Opot pressure head 1S heated.
AUX PITOT
HTR FAIL
Q FEEL
HTR FAIL
The angle of a rflow vanes are heated.

L VANE
HTR FA IL
R VANE
HTR FA IL
The IOAT probe IS not heated
S4 and 5
The md static vents are nol heated
S7
The forward stngle static vont 1s not heated
S$
The rear single slattc vent ts not healed
FCOM:V1-002
AVRO 146-RJ Series
S4and 5
Nov 01/09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page3
Heater Failure Warnings
The heater failure warnings are shown schematically in Figure 5.2.

The flight deck failure warnings are illuminated by low current detectors. For each heater
with a flight deck warning, there is a low current detector between the heater and its
busbar.
When a pitot head low current detector or a vane low current detector detects a low
current, the associated heater fail annunciator illuminates.
On the ground the 0-pot pressure head heater is turned off by a squat switch. To prevent
a nuisance warning, the Q-pot pressure head low current detector only illuminates the Q
FEEL HTR FAIL annunciator if there is a low current through the heater and the aircraft is
in the air.
Heater Power Supplies
The left pitot heater is powered from ESS AC.

The right pitot heater is powered from AC BUS 2.
The auxiliary pitot head is powered from EMERG DC.
The static plate heaters are powered from AC BUS 1.
The Q-pot pressure head is powered from ESS AC.
TAT probe 1 is powered from AC BUS 1. TAT probe 2 is powered from AC BUS 2.
The two stall vane heaters are powered from ESS AC.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page 4
Figure 5_2 - Heater Failure Warnings
Busbar
Switch
....
Low current
detector
HTR FAIL
,,
Air data sensor
ESS AC
L PITOT
HTR FAIL
II
ESS AC
Q FEEL
HTR FAIL
FCOM:V1-002
II
ESS AC
L VANE
ltTR FAIL
ESS AC
R VANE
HTR FAIL
AVRO 146-RJ Series
II
EM ERG DC
AUX PITOT
IHR FAIL
II
AC BUS 2
R PITOT
HTRFAIL
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

A ir Data Sensors
Chapter 15 Topic 5
Page 5
Q-pot Pressure Head

The Q-pot pressure head is on the left side of the nose. It is shown in Figure 5.3. The
Q-pot pressure head supplies pilot pressure and static pressure to the elevator Q-pot and
the rudder Q-pot. The pressure head is heated in the air but not on the ground. A
schematic of the heater circuit is shown in Figure 5.4.
The heater is supplied from the ESS AC BUS. A Q FEEL HTR FAIL annunciator on the
overhead ICE PROTECTION panel illuminates when current through the heater is low.
The annunciator is inhibited on the ground. The squat switch system provides the signals
to turn the heater on and off and to inhibit the annunciator.
Electrical power from the ESS AC BUS is routed to the Q-feel heater via a Q-feel heater
relay and a low current detector. When the relay is open, the Q-feel heater is not powered;
when the relay is closed, the ESS AC BUS is connected to the heater. The low current
detector illuminates the Q FEEL HTR FAIL annunciator when the aircraft is airborne and
current through the heater is low. The warning circuit requires power from the ESS DC
BUS.
The Q-feel heater relay is open on the ground. The relay is normally closed in the air. The
relay is open in the air when:
The standby generator is delivering power.
AND
The left landing or left taxi light is on.

Figure 5.3 - Q-pot Pressure Head
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page6
Figure 5.4 - Q-feel Heater Schematic
The squat switctt rela~s are closed

when the aircraft Is airborne
The squa t switch relays are open
Squat switch relay

'
.
ESS DC BUS
Squat switch relay
ESSAC BUS
Relay control
Q-f"l heater
Current detector
STBYGEN ON
STBY GEN
ON
Q FEEL
HTR FA IL
Low current through the heater when the aircraft is airborne.
The Q-feel heater relay is open on the ground

The Q-feel heater relay is normally closed In the a1r.
The Qfeel heater relay is open in the air if:
,. The standby generator is deli vering power.
AND
,. The left landing or taxi hghl is on.
l-vHHJ0045
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page 7
Pitot Heaters
The power supply and warnings for the pitot heaters are shown in Figure 5.5.
The L PITOT HTR switch controls the power to the left pitot heater. The switch has two
positions: OFF and ON. The switch controls the power from ESS AC to the left pitot
heater. The left pitot heater is a 28 V service. A transformer reduces the 115 V from the
ESS AC BUS to 28 V.
The low current detector for the left pitot heater and the L PITOT HTR FAIL annunciator
are powered from ESS DC.
The R & R. VANE switch controls the power to the right vane heater and the right pitot
heater. The switch has two positions: OFF and ON. The switch controls the power from
AC BUS 2 to the right pitot heater.
The low current detector for the right pitot heater and the R PITOT HTR FAIL annunciator
The AUX & L. VANE switch controls the power to the left vane heater and the auxiliary pitot
heater. The switch has two positions: OFF and ON. The switch controls the power from
EMERG DC to the auxiliary pitot heater.
The low current detector for the auxiliary pitot heater and the AUX PITOT HTR FAIL
annunciator are powered from EMERG DC.
At the emergency power level the auxiliary pitot heater and its warning are available. The
auxiliary pitot supplies the standby ASI: the only speed indicator available at the
emergency power level. If the aircraft is out of icing conditions, the auxiliary pitot heater
may be switched off to conserve battery life. The gain in time available from the battery is
significant.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Air Data Sensors
Chapter 15 Topic 5
Pages
Figure 5_5 - Pitot Heater Power and Warning Schematic

r-E_M
_E
_R
_G
_ D_C,
Power for the heaters.

~
,..-A-C_B_U
_S_' -2-,
115 v
28
AUX PITOl
HTR FAIL
Low current
detector
Auxiliary
pltot
EMERG DC
FCOM:V1-002
R PITOT
HTR FA IL
L PITO 1
HTR FA IL
Low current
detector
Left
pi tot
Power for the
detect.ors and
annunctators
Low current
detector
Right
pitot
ESSDC
AVRO 146-RJ Series
1-Yt I ~Ol
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page9
Vane Heaters
The power supply and warnings for the vane heaters are shown in Figure 5.6.
The AUX & L. VANE switch controls the ESS AC power to the left vane heater and the
auxiliary pitot heater. The switch has two positions: OFF and ON.
The low current detector for the left vane heater and the L VANE HTR FAIL annunciator
The R & R. VANE switch controls the ESS AC power to the right vane heater and the right
pitot heater. The switch has two positions: OFF and ON.
The low current detector for the right vane heater and the R VANE HTR FAIL annunciator
The vane heaters are powered at the essential power level as are both channels of the
stall protection system. The stall protection system is completely serviceable at the
essential power level. The stall protection system is not available at the emergency power
level.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page 10
Figure 5.6 - Vane Heater Power and Warning Schematic

ESSAC
Power tor
lhe healets.
R VANE
L VANE
H rR
~AIL
HTR FAIL
Low current
detector
Low current
detector
Lef1 vane
Right vane
ESS DC
Power for the detectors and annunQSiors

i-v 1-15-00036
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page 11
Static Plate and TAT Probe Heaters
The power supplies for the nose static plates and TAT probe heaters are shown in Figure
5.7.
The nose static plate heaters are supplied by AC BUS 1 through squat switch 1. The
heaters are off on the ground and on in the air.
TAT probe 1 is supplied by AC BUS 1 through squat switch 1. The heater is off on the
ground and on in the air. TAT probe 1 supplies ADC 1.
TAT probe 2 is supplied by AC BUS 2 through squat switch 2. The heater is off on the
ground and on in the air. TAT probe 2 supplies ADC 2 and the optional engine life
computer.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Air Data Sensors
Chapter 15 Topic 5
Page 12
Figure 5.7- Static Plate and TAT Probe Heater Power Schematic
AC BUS2
AC BUS 1
Squat swltclh 1
TAT 2
FCOM:V1-002
51 , 52 and 53
AVRO 146-RJ Series
TAT 1
Nov 01 / 09
General
The water waste system is described in the FCOM Volume 1, Chapter 21 .

The water from the potable water tank in the hydraulic bay is distributed via pipes. The
pipes are provided with heaters to prevent the water freezing.
The water from the toilet basins and the galley sinks is drained overboard via drain masts
mounted on the lower fuselage. The drain masts are heated to prevent the drains being
blocked by frozen water. One, two or three drain masts are fitted.
Drain Mast Heaters
The drain mast heaters are shown schematically in Figure 6.1.

There are two standards:
The drain masts are powered via squat switch 1. The squat switch switches the
power supply between a 28 V supply from DC BUS 1 and a 115 V AC supply from
AC BUS 1. DC BUS 1 is used on the ground and AC BUS 1 is used in the air. The
mast heater power is reduced on the ground.
There is no switching by the squat switches. The drain masts are supplied from 115
V AC from AC BUS 1 on the ground and in the air. The temperature of the drain
masts is thermostatically controlled. This arrangement gives better protection from
freezing in very cold temperatures on the ground.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Water and Waste
Chapter 15 Topic 6
Page 2
Figure 6.1 -Drain Mast Heaters

Standard with squat s witching
AC BUS 1
DC BUS 1
115 v
28V
115 V in t he air.
28 Von the ground.
,r
~orward
drain mast
,,
,,.
Mid
drain mast
drain mast
Aft
The drain masts hav e thermostats to

prevent excessive temperatures.
Standard without s quat switc hing

AC BUS 1
115 v
,r
Forward
drain mast
Mid
drain mast
,,.
Aft
drain mast
The drain masts have imp roved thermostats to

prevent excessive tempe ratures on the (:lround.
FCOM:V1-002
AVRO 146-RJ Series
i-v1-15-00039
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Water and Waste
Chapter 15 Topic 6
Page3
Pipe Heaters
The water pipe heaters are shown schematically in Figure 6.2.

The pipe heaters are supplied from the 115 V ground services busbar. The ground service
busbar is supplied by AC BUS 2 when the flight deck is powered. If the flight deck is not
powered by EXT AC, the ground service busbar may be powered directly from EXT AC by
selecting the GND SERVICE switch to ON. The switch is on the cabin attendant's panel in
the forward vestibule.
The power to the heaters is supplied by one or two circuit breakers on the cabin
attendant's panel in the forward vestibule. Each circuit breaker has an indicator lamp close
to it. When an indicator lamp is lit, power is available to the group of heaters supplied by
the associated circuit breakers.
There are no switches for the pipe heaters. They can only be switched off by pulling the
circuit breakers.
The rating of a circuit breaker depends on the number of heaters the circuit breaker
supplies. The rating varies between 1 and 7.5 amps.
Valve Heaters
The water valve heaters are shown schematically in Figure 6.2.

There are three standards of heating for the potable water valves:
No heating for any of the valves.
Heating for just the rear drain valve.
Heating for all three valves.
If any of the valves are heated, the power comes from the 28 V ground service busbar.
The 28 V ground services busbar is supplied by the 115 V ground services busbar via a
transformer.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Water and Waste
Chapter 15 Topic 6
Page 4
Figure 6_2- Water Pipe and Valve Heaters

POWER
EXT AC
A C BUS2
OFF
ON
GND SERVICE
Grou nd services 115 V bus
115 v
Circuit breakers
Transformer
28 V'
Indicator lamps
Ground services 28 V bus
Fill and drain

valve
he-ater
Pipe
heaters
Overflow
valve
heater
Drain
valve
heater
Pipe
heaters
....., 15-000<10
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Powe-r Supply
Heaters are provided for elements of the pitch and yaw control circuits. The heating is
shown schematically in Figure 7.1 .
The power for all the flight controls heaters comes from the 28 V ground service busbar.
The 28 V ground services busbar is supplied by the 115 V ground services busbar via a
transformer.
The 115 V ground services busbar is supplied by AC BUS 2 when the flight deck is
powered. If the flight deck is not powered by EXT AC, the 115 V ground service busbar
may be powered directly from EXT AC by selecting the GND SERVICE switch to ON. The
switch is on the cabin attendant's panel in the forward vestibule.
Heated Items
The following items are heated:
The g weight damper. The g weight incr-eases column force as normal "g .. is
increased. The damper reduces any tendency for oscillation.
The elevator trim damper. The damper minimises the change in elevator trim if a
trim cable disconnects.
The trim jacks. Each trim tab is driven by a screw jack.

The rudder trim damper. The damper prevents excessive rudder movement if a
trim cable disconnects.
The heaters for the g weight damper, elevator trim damper and rudder trim damper are
thermostatically controlled.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Flight Controls
Chapter 15 Topic 7
Page 2
Figure 7.1 -Flig ht Controls Heaters

POWER
OFF
AC BUS 2
I
.;:\
~
EXT AC
>
ON
G NO SERVICE
Ground services 115 V bus
I
I
115 v
Transformer
28 v
Ground serrvlces 28 V bus
,r
,,
g-welght
"damper
heater
Elevator trim
damper
heater
Left eleva tor

trim jack
heater
!
1
,,
,r
Rl ght elevator
trim jack
heater
Rudder trim
damper
heater
l v1 15--00041
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Air Temperature Indication

An outside air temperature (OAT) indicator is on the bottom left of the right instrument
panel. The OAT indicator is shown in Figure 8.1. The indicator displays indicated air
temperature as sensed by the indicated outside air temperature (IOAT) probe on the left of
the nose. The probe has a recovery factor of 0.7. The indicator does not indicate total
head air temperature (TAT). The indicator is powered from ESS DC.
The occurrence of icing depends on TAT. When the atmosphere contains visible moisture
and the TAT is 10.,C or below, icing conditions exist.
However, there is no indication of TAT on the flight deck. It is assumed that icing
conditions exist when the atmosphere contains visi ble moisture and the IOAT is 1o<> C or
below. This is a conservative estimate as, in the air, IOAT is always less than TAT.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Ice Detection
Chapter 15 Topic 8
Page 2
Figure 8-1 - OAT Indicator
ESSDC
-JL .
~"
IOAT Probe
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1

Ice Det ection
Chapter 15 Topic 8
Page3
Ice Detector
The ice detector is shown schematically in Figure 8.2.
The ice detector is mounted on the left side of the aircraft's nose. It is turned on by the ICE
DETECTOR switch on the airframe ice protection panel. When ice is detected, the amber
ICE DETECTED caption on the CWP illuminates. The caption remains illuminated for 60
seconds after the detector ceases to detect icing conditions.
The detector consists of a serrated rotor and a knife edge cutter. The rotor rotates
anti-clockwise when viewed from the left. The rotor is driven by an AC motor powered from
ESS AC. The motor is switched on by the ICE DETECT switch on the airframe ice
protection panel. The motor can rotate in its housing against a spring. When the motor
rotates against the spring, a micro switch is made. The micro switch signals the ICE
DETECTED caption.
The cutter is quite close to the rotor. When there is no ice on the rotor, the cutter does not
impede the rotation of the rotor and the motor does not rotate relative to its housing.
In icing conditions, the cutter shaves off ice that has formed on the rotor. The torque
applied by the motor to the rotor increases. The torque reaction causes the motor to rotate
in its housing. The rotation of the motor in its housing makes the micro switch; the micro
switch completes the circuit to the ice detected caption via a time delay circuit. The time
delay circuit keeps the caption illuminated for 60 seconds after the detector ceases to
detect icing conditions.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Ice Detection
Chapter 15 Topic 8
Page 4
Figure 8.2 - Ice Detector

Ice detector
Direction
of rotation
..
Serrated
rotor
Cutler
ESS AC
ESSDC
Power for the

rnd rca bon Circuit
Power to tum
the rotor
.-------------.,
ICE
DETECTED
60 second
time delay
to off.
v i I S.OOD44
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1

Ice Det ection
Chapter 15 Topic 8
Page 5
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
Scope ...................................... ......................................................... .............................

Master Warning System................................................................................................
Audible Warning System ...............................................................................................
Non-MWS Annunciators................................................................................................
Clocks ...........................................................................................................................
Flight Data Recorder ...................................... .................................. .............................
Cockpit Voice Recorder ............................................. ...................................................
Maintenance Panel . .................. ... ........ .. ........... ....................... ........ .. ........... ................
Circuit Breakers.. ....................... ............. ........ ....................... ........... .. ...........................
1
1
2
3
3
3
3
4
Topic 2- Master Warning System
Overview .... ............................... ............. ........ ....................... ........... .. .......................... .

Central Warning Panel .............. ............. ............................................ ............. ..............
CSP...............................................................................................................................
CWP Variations .. ............................................ .................................. .............................
Dimming Circuits ...........................................................................................................
Bright-up......................................................... .................................. .............................
MWS Fault ................................ ............. .......................................... .. ........ ...................
MWS Control Panel.......................................................................................................
MWSTest ............................... ....................... .................................. .............................
Overhead Annunciator Control Panel .. ... ......... ... .......... ......... .......... ... ............. ......... ....
Overhead Annunciator Test............................. .............................................................
Summary of Attention Getting .......................................................................................
MWS Take-off Inhibit.....................................................................................................
Multiple Annunciations on an Overhe ad Systems Panel ..............................................
Nuisance Attention Getting .............................................................. .............................
Power Supplies ... ........... .. ................... .... ..................... .................... ... ......... .......... .. .....
3
5
5
7
7
7
9
11
11
11
13
13
14
14
14
Topic 3 - Audible Warning System
Overview ......................................................................................... ........... ...................

Audible Warning Unit ....................................................................... .............................
Channels ........... ............................................................................................................
Audible Warning Schematic................... ............................................ ..................... ......
Topic 4 - Non-MWS Annunciators
Annunciator Dimming Panel. ................ ............................................ .............................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
1
1
1
3
AVRO 146-RJ FCOM

Volume 1
INDICATING AND RECORDING

Contents
Chapter 16 TOC
Page2
Topic 5- Clock
General.........................................................................................................................
Time of Day...................................................................................................................
Elapsed Time ................................. .......................................... ................... ..................
Flight Time ... ..... ...... ..... .... ... ... .. .. ....... ... ....... ... . .......... ..... ...... ...... ... .. .. .... .. ... ...... . .... ...... ..
1
1
2
2
Topic 6- Cockpit Voice Recorder
Overview.......................................................................................................................
Channels.......................................................................................................................
Underwater Locator Beacon.............................................................. ...........................
CVR Types and Panels.................................................................................................
CVR Test.......................................................................................................................
CVR Erase....................................................................................................................
1
1
1
3
3
5
Topic 7- Flight Data Recorder
Overview.......................................................................................................................
Underwater Locator Beacon .. .... ........ .. ....... ...... .. ..... .. .... .. ..... ... ... .. ... . ..... . .... ...... ........... .
Power On Logic.............................................................................................................
FOR Panel.....................................................................................................................
Quick Access Recorder.................................................................................................
1
1
3
3
5
Topic 8- Maintenance Panel
Location.............................................................................................. ...........................
Main Panel Indicators................................ ........................................ ............................
Main Panel System Test Switches................................................................................
Maintenance Sub-panel ................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
1
1
3
5
Scope
This chapter covers the following subjects:
The master warning system (MWS).
Annunciators not linked to the MWS. These annunciators are on the consoles and
the instrument panels. They split into two types: the flight annunciators and system
annunciators.
The flight deck clock.
The cockpit voice recorder (CVR).
The flight data recorder (FOR).
The maintenance panel.

The master warning system consists of:
A central warning panel (CWP) on the centre instrument panel.
A central status panel (CSP) below the CWP.

An MWS control panel on the right instrument panel.
Audio warning tones.
Red and amber attention getting flashing lamps on the glareshield. The lamps are
also used to cancel the flashing lamps and the audio tones.
System annunciators on the overhead panel.
An overhead annunciator control panel on the overhead panel
The CWP contains warning, caution and fault captions. Some captions indicate an
individual failure; others direct the crew to the overhead panel. The CSP contains status
and fault captions.
If an annunciator or caption is not used, it has two horizontal white lines in place of a
legend. The lines only illuminate when the annunciator or caption filaments are tested.
To provide some duplication, the MWS is split into two channels: channel A and channel B.
Audible Warning System
There is an audible w arning unit in the avionics bay. The unit:
Generates audio warnings for the MWS.
Generates audio alerts for other aircraft systems.
Controls the fire bell.
Directs windshear calls, EGPWS calls and TCAS calls to the flight deck speakers
and headsets.
To provide some duplication, the audible warning system is split into two channels: channel
A and channel B.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Overview
Chapter 16 Topic 1
Page2
Non-MWS Annunciators
There is a flight annunciator panel on the inboard side of each PFD. The flight
annunciators are associated with the following:
The flight guidance system (FGS).
The navigation systems.
The flight controls.
To the right of each PFD is a group of FGS status annunciators.

There is a strip of FGS advisory annunciators below the PED.
There are FGS, EGPWS and lift spoiler annunciators on the left and right glareshields.
The centre glareshield contains FGS annunciators.
The following system annunciators are fitted to the instrument panels:
Landing gear position annunciators.
Stall system annunciators.
EGPWS terrain fail and inhibit annunciators.
EFIS fan fail annunciators.
IRS fan fail annunciators.
Optional steep approach annunciators.
Optional landing flap annunciators.
The following system annunciators are fitted to the consoles:
AP controller annunciators.
EGPWS terrain display ON annunciator.
Brake selector annunciators on those aircraft with a pushbutton brake selector.
Optional SELCAL annunciators.
FOR and optional OAR annunciators.
Optional oxygen drop out annunciators.
Most of the annunciators above are dimmed and tested from an annunciators dimming
panel on the left instrument panel.
If an annunciator is not used, it has two horizontal white lines in place of a legend. The
white lines only illuminate when the annunciator filaments are tested.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Overview
Chapter 16 Topic 1
Page3
Clocks
Two electronic clocks are fitted; one on the left instrument panel and one on the right
instrument panel.
The clocks display time of day and have an elapsed timer. The elapsed timer is a
stopwatch and has a control that allows the stopwatch timer:
To run.
To be held and then to continue to run from the held time.
To be reset to zero.
The clocks record flight time based on squat switch position.

Flight Data Recorder
An FDR is fitted behind the rear cargo bay. The data is recorded digitally in solid state
memory.
An FDR control panel is fitted to the centre console.
The FDR requires a test once per day.
Some aircraft also have a quick access recorder (QAR). The QAR records the same data
as the FDR. However the data is recorded on a card, tape or disk that can be easily
removed and read by a PC.
A CVR is fitted behind the rear cargo bay. Early models record data on a magnetic tape.
Later models record data in solid state electronic memory.
A CVR test panel is fitted to the left console. There are various types.
Each CVR requires a test once per day. The test depends on the type of CVR and the
type of panel fitted. The test for each of the available combinations is given in the Flight
Deck Handbook. Each test is identified by a letter. The letter appropriate to an aircraft's
CVR is given on the flight deck placard.
Maintenance Panel
A maintenance panel is in the avionics bay. The panel is checked in the external checks.
The panel contains magnetic indicators that indicate system failures. The indicators have
two states: black and white. Black indicates that a failure has not been detected. White
indicates that a failure has been detected.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Overview
Chapter 16 Topic 1
Page4
Circuit Breakers
The flight deck circuit breakers for the indicating and recording systems are on the
ELECTRIC circuit breaker panel and the COMMUNICATION circuit breaker panel.
There are two indicating and recording system circuit breakers on the ELECTRIC panel :
MWS A (85) provides the power for MWS channel A.
MWS 8 (A5) provides the power for MWS channel B.
There are four indicating and recording system circuit breakers on the COMMUNICATION
panel.
FLT OAT REC (826) supplies power to the FOR.
VOICE REC (827) supplies power to the CVR.
AURAL WARN A (A29) provides power for channel A of the audible warning
system.
AURAL WARN 8 (829) provides power for channel 8 of the audible warning
system.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Overview
Chapter 16 Topic 1
Page 5
Figure 1-1 - Circuit Breakers
Indicating and recording

circuit breakers
Indicating and recording circuit breakers

i-v1-16 -00002
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overv iew
The elements of the master warning system (MWS) are shown in Figure 2.1.
A central warning panel (CWP) is on the centre instrument panel. The panel contains:
Red warning captions.
Amber caution captions.

White fault captions.
A central status panel (CSP) is immediately below the CWP. The CSP contains white fault
captions, white status captions and green status captions.
The MWS is controlled from an MWS panel on the right instrument panel.
The MWS has attention getting lamps on the glare shield: two red and two amber lamps.
The red lamps flash to provide attention getting for a red warning on the MWP. The amber
lamps flash to provide attention getting for an amber caution on the MWP.
The MWS also provides attention getting audio warnings:
A single chime.
A triple chime.
A fire bell.
A take-off configuration intermittent horn.
All the amber annunciators on the overhead panel are part of the MWS. Whenever an
amber annunciator illuminates on the overhead panel:
The amber attention getting lamps flash.

A single chime sounds.
A "collector" caption illuminates on the CWP indicating which overhead panel
contains the amber annunciator that has illuminated.
There are also collector captions for engine indications on the centre instrument panel.
Collector captions have an arrow pointing to the overhead panel or to the engine
instruments.
A control panel for the overhead annunciators is on the bottom right corner of the overhead
panel.
The attention getting lights on the glareshield are also switches. Pressing any one of the
attention getters cancels the MWS attention getting with two exceptions:

getters.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 2
Page 2
Figure 2.1 -The Elements of the Master Warning System
Left attention
getting lamps
D
All the amber system
annunciators on the
overhead panel.
Overlhead annunciator
control panel
r--....L..-
..,..
MWS control panel
Audio warnings
, . Triple chimo
;. Fire bell
:r Configuration waming hom
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 2
Page3
The captions on a CWP depend on the aircraft modification state. A typical CWP is shown
in Figure 2.2.
There are four columns and nineteen rows of captions. Rows 1 to 7 are dedicated to the
engines. In these rows, a caption in column 1 applies to engine 1, a caption in column 2
applies to engine 2, a caption in column 3 applies to engine 3 and a caption in column 4
applies to engine 4.
The CWP captions are hidden legend captions. The background of each caption legend is
black. A legend is black when there is no fault. A legend is illuminated when the
associated fault condition occurs.
There are two engine captions in row 12: ENG VIBN in column 1 and ENG OVSPD in
column 2. The ENG VIBN caption does not necessarily apply to engine 1. The ENG VIBN
caption illuminates if any one of the engines has a high level of vibration; the
malfunctioning engine is determined by inspecting the engine vibration indicators. The
ENG OVSPD caption illuminates if any one of the engines suffers an overspeed; the
malfunctioning engine is determined by inspecting the engine instruments.
The captions fall into four categories: red, high category amber, normal category amber,
and white fault.
Red indicates a hazardous category that requires immediate action. Red captions are
highlighted by truncated tri angles ("ears") on the left and the right. A red caption is
accompanied by the red attention getting lamps and an audio warning. There are three
audio warnings for red captions:
i captions.
A bell for an engine fire or an APU fire: the ENG FIRE and APU FIRE
An intermittent horn for an unsafe configuration for take-off: the CONFIG caption.
A triple chime for all the other red captions. The triple chime is repeated every five
seconds.
High category amber captions are highlighted by one "ear" on the left side. A high
category amber caption indicates that the failure requires action as soon as practicable. All
high category amber captions are accompanied by the amber attention getting lamps and a
single chime. The chime is not repeated. All the collector captions are high category
amber captions. Illumination of an annunciator on the overhead panel will always be
accompanied by the amber attention getting lamps and a single chime.
Normal category amber captions are not highlighted. A normal category amber caption
denotes a condition that is not immediately hazardous but requires attention subject to
crew workload. Normal category amber captions are accompanied by the amber attention
getting lamps. Normal category amber captions are not accompanied by audio warnings.
A white fault caption indicates a minor fault. White captions do not have highlights and are
not accompanied by audio warnings.
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Chapter 16 Topic 2
Page 4
Figure 2.2 - The Central Warning Panel
Engine captions b y column .
..
....
ENG 1 FIRE
HANDLE
ENG 2 FIRE
HANDLE
ENG 3 FIRE
HANDLE
ENG 4 FIRE
HANDLE
LOOP 1
LOO P 2
LOO P 3
LOOP 4
FA ULT
FAU LT
FAULT
FA ULT
FUEL 1
LO PRESS
FUE L 2
LO PRESS
FUEL 3
LO P RESS
FUEL 4
LO P RESS
FILTER 1
CLOGGED
FILTER 2
CLOGGED
FILTER 3
CLOGGED
FILTER 4
CLOGGED
....
....
Red category c aption : - - - -

A red category caption has a
highlight on each side of the caption.
High category amber caption : -
A high category amber caption

has a single highlight on the left.
1+--
I
I
I
Normal category amber caption

A normal category amber caption
does not have highlights.
ENG
VIBN
A NTI
SKID
HYD
i
i
RUDDER
LMTR
I
I
I
I
FLAP
INO P
ENG
OVSPD
SPLR
FUEL
. CAB DO OR
NOT SHUT
R UDDER
VALVE
LIFT SPLR
SEL O FF
F LAP
FAULT
LWR DOOR
NOT SHUT
+-- F ADEC
CAB DOOR
FAULT
IRS DC
BACKUP
PARK BRK
ON
FMS/GPS
C MPRTR
I
I
I
I
I
AP U
ICE
PROT
ELECT
j
j
j
STALL
IDNT
AIR
COND
A IR
SUPPLY
WING NOT
DE-ICED
ICE
DETECTED
RUD/EL
Q FA IL
A ILIEL
UNCPLD
EME RG LTS
NOT A RMED
I
I
I
i
1
PRESSN
ELT
I
I
OVHD DIM
F AIL
MWS DIM
FAIL
MWS
FAULT
PRESSN
White fau lt caption:

White fault captions do not have highlights.
i-v1-16-00006
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Volume 1

Chapter 16 Topic 2
Page 5
CSP
The CSP is shown in Figure 2.3. The CSP contains white fault, white status and green
status captions. The bulk of the captions are status captions.
The WATER PNL NOT SHUT caption is only fitted if an external water servicing panel is
fitted. The AC PUMP ON caption is an optional caption ; it indicates that the AC pump is
running.
Fig ure 2.3 - The Central Status Pane1
White fault caption
If external water
panel not fitted.
AUTO SPLR
OFF
White status caption
GPWS
INOP
WINDSHR
INOP
FLT REC
OFF
FUEL FEED
OPEN
FUEL
TRANSFER
SCRN HEAT
SEL OFF
EMERG LTS
ON
WATER PNL
AC PUMP
NOT SHUT
ON
AIR SEL
ON GRNO
NOT SHUT
BRK FANS
SEL ON
ENG IGN
ON
ENG A ICE
ON
EXT PWR
WING TA IL
A ICE ON
Green status capt ion

If AC pump on option not fitted.
i-v1-16-00008
CWP Variations
All the possible CWP captions are shown in Figure 2 .4.
If a caption is not used it has two parallel white lines on it. The white lines only illuminate
when the CWP is tested.
The caption in row 9 column 3 can be CARGO SMOKE, ANIMAL SMOKE or two white
lines . The CARGO SMOKE caption is fitted if a cargo bay smoke detection system is
fitted. The ANIMAL BAY SMOKE caption is fitted if a cargo bay smoke detection system is
not fitted but an animal bay is fitted. If neither a cargo bay smoke detection system nor an
animal bay is fitted, the caption is two white lines.
The amber and white pressurization captions are only fitted if a fully automatic
pressurization system is fitted.
The ELT caption is only fitted if attention getting is required if the ELT starts transmitting
inadvertently.
The FMS/GPS CMPRTR caption is only required if a Collins FMS is fitted.
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Volume 1

Chapter 16 Topic 2
Page6
Figure 2.4 - CWP Variations
OR
is not fitted.
If ELT attention getting

not required.
If fully automatic pressurisation

system not fitted.
i-v1 -16-00010
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Volume 1

Chapter 16 Topic 2
Page 7
Dimming Circuits
There are three dimming circuits: one for the CWP captions, one for the CSP captions and
one for the all the overhead annunciators. The dimming controls for the CWP and CSP are
on the MWS control panel. The dimming controls for the overhead panel are on the
overhead annunciator control panel. Failure of the dimming circuits is indicated by two
captions on the CWP: MWS DIM FAIL and OVHD DIM FAIL. The captions are shown in
Figure 2.5.
If the CWP dimming circuit fails, the MWS DIM FAIL caption illuminates. If the overhead
panel dimming circuit fails, the OVHD DIM FAIL caption illuminates. The MWS DIM FAIL
caption and the OVHD DIM FAIL caption are not dimmed.
The MWS DIM FAIL caption means that a caption on the CWP has been signalled to
illuminate, but the CWP dimming circuit is preventing the caption from illuminating. A
switch on the MWS control panel allows the dimming circuit to be overridden.
The OVHD DIM FAIL caption means that an annunciator on the overhead panel has been
signalled to illuminate, but the overhead panel dimming circuit is preventing the caption
from illuminating. A switch on the overhead annunciator control panel allows the dimming
circuit to be overridden.
Bright-up
When a CWP red or amber caption first illuminates, it does so at full brilliance regardless of
the setting of the MWS dim control; any other captions that are lit on the CWP will also be
driven to full brilliance regardless of their colour. This condition is known as bright-up.
Bright-up is maintained until any one of the four attention getting lights on the glareshield is
pressed.
Bright-up is not initiated when a white or green caption illuminates.
MWS Fault
There is a white MWS FAULT caption on the CWP. The caption is shown in Figure 2.5.
The FAULT caption indicates that there is a fault with the MWS attention getting. Attention
getting is given by the glareshield attention getters, the audio attention getters and the
bright-up function.
If the FAULT caption illuminates, the CWP and the overhead panels should be monitored
more frequently than normal.
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Volume 1

Chapter 16 Topic 2
Pages
Figure 2.5 - Dim Fail Captions
OVHD DIM FAIL: -
- - - - - - - - - ----,
The overhead dimming circuit has fai led so

that an annunciator on the overhead panel
is being prevented from illuminating..
MWS DIM FAIL:- - - - - - - - - - '

The MWS dimming circuit has failed so that a caption
on the CWP is being prevented from illuminating.
MWSFAULT : -------------~
There is a f.ault with the MWS attention getting.
FCOM:V1-002
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Chapter 16 Topic 2
Page9
MWS Control Panel
The MWS control panel is shown in Figure 2.6.

There are three controls on the MWS dimming panel :
A rotary dimmer control labelled DIM.
A switch to override the dimming circuit. It is labelled CTRL and has two positions:
NORM and 0 /RIDE.
A test and ground operation push/pull switch. There is a PUSH TEST label above
the switch and a PULL GND OP label below the switch. It has three positions: in
(TEST), centre and out (GND OP). The switch is spring loaded from the TEST
position to the centre position. If the switch is pulled to GND OP, it remains in the
GND OP position until it is pressed to return to the centre or TEST position. The
switch has an integral red lamp.
When the MWS CTRL switch is at NORM and the test and ground operation switch is in
the centre position, the DIM control varies the brightness of all the illuminated CWP and
CSP captions except the MWS DIM FAIL caption and the OVHD DIM FAIL caption.
The MWS DIM FAIL caption and the OVHD DIM FAIL caption are not dimmed because
their function is to detect failures of the dimming circuits.
When the MWS CTRL switch is at 0 /RIDE, all the illuminated CWP and CSP captions will
be at full brightness.
On the ground, when the test and ground operation switch is at GND OP:
The integral red lamp illuminates.
The illuminated CWP and CSP captions are dimmed, provided the CTRL switch is
at NORM.
The bright-up function is inhibited.
The red and amber attention getting lights on the glareshield are inhibited.
The single and triple chime are inhibited.
The fire bell and the take-off configuration warning horn are not inhibited.
The integral red light warns that the GND INOP function is active. If the aircraft takes off
with the test and ground operation switch in the GND OP position, the inhibit is removed
and the red light goes out. If the aircraft lands with the switch in the GND OP position, the
inhibit is reinstated and the red light illuminates. The ground/air status is determined by
squat switch 1.
When the test and ground operation switch is pressed and held at the TEST position, the
MWS is tested.
FCOM:V1-002
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Volume 1

Chapter 16 Topic 2
Page 10
Figure 2.6 - MWS Control Panel
CWP and CSP dimming circuit control switch

At NORM, the drmming circuits are hmctional
provided GND OP is not selectoo.
At 0 /RIOE:
The DIM con trol has no effect.
All the captions are at full bnght:ness.
CWP and CSP d imming control
The control varies the bnghtness of all the CWP and CSP captions except the
MWS DIM
FAIL
and
OVt-<D Dill
r All
captions.
Test and ground operation switch

The system is tested when the SWitch Is held ln.
In the centre position, the MWS functions normally.
If the swttch is pulled out;
, The red lamp m the switch muminates.
, The CWP and CSP caphons are dimmed provtded the CTRL switch Is at NORM.
, The bnght-op function ts lnhlblted
,. Tile red and amoer attenl!on getting lights are intlbited.

,
,
The single and triple chimes are ,inhibited.

The fire bell and the configuration warning hom are not inhibited.
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Volume 1

Chapter 16 Topic 2
Page 11
MWS Test
When the test and ground operation switch is held to TEST:
All the CWP and CSP captions illuminate at full brilliance.
All four attention getters flash ~
The triple chime sounds at five second intervals.
When any one of the four attention getters is pressed:
The CWP captions return to the brilliance set on the DIM control.
The attentions getters stop flashing.
The triple chime ceases.
The captions have two filaments. When they are tested, each caption should be checked
for even illumination over the whole surface. If one side of a caption is darker than the
other side, then the filament has failed on the darker side.
Overhead Annunciator Control Panel
The overhead annunciator control panel is shown in Figure 2.7.

There are three controls on the overhead dimming panel :
A rotary dimmer control labelled DIM.
A switch to override the dimming circuit. It is labelled CTRL and has two positions:
NORM and 0 /RIDE.
A push to test switch.
When the overhead panel CTRL switch is at NORM, the DIM control varies the brightness
of all the illuminated overhead annunciators.
When the overhead CTRL switch is at 0 /RIDE, all the illuminated annunciators will be at
full brightness regardless of the setting of the DIM control.
Overhead Annunciator Test
When the TEST button is held in, all the annunciators on the overhead panel should
illuminate at fu ll brilliance.
The annunciators have two filaments. When they are tested, each annunciator should be
checked for even illumination over the whole surface. If one side of an annunciator is
darker than the other side, then the filament has failed on the darker side.
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Volume 1

Chapter 16 Topic 2
Page 12
Figure 2.7- Overhead Annunciator Control Panel
Test switch
When held pressed, all the overhead panel
annunciators illuminate at full brightness.
Overhead annunciator dimming circu it control switch

At NORM, the dimming circuit is functional.
At 0/RIDE, all the illuminated annunciators are a1
full brightness and the DIM control has no effect.
Overhead annunciator dimm ing control

The control varies the brightne.ss of all
the ovemead panel annunciators.
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i-'it-1B.(J()013
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Volume 1

Chapter 16 Topic 2
Page 13
Summary of Attention Getting
When a red caption illuminates on the CWP:
All the illuminated captions on the CWP are at maximum brilliance (bright-up).
The red attention getting lights flash t
An audio warning is given: a fire bell for an engine fire or an APU fire, an
intermittent horn for a configuration warning, a triple chime for any other red
caption.
When a high category amber caption illuminates on the CWP:
The amber attention getting lights flash.
A single chime is given.
When a normal category amber caption illuminates on the CWP:
The amber attention getting lights flash.
No additional audio warning is given.
Pressing any one of the attention getters cancels the MWS attention getting with two
exceptions:

getters.
There is no attention getting associated with the white CWP captions.

There is no attention getting associated with the CSP captions.
MWS Take-off Inhibit
There is an optional MWS attention getting inhibit on take-off. The inhibit circuit is active
from 75 kt on take-off until the first of:
The aircraft pressure altitude increases by 1 200ft.
One minute after take-off.
The pressure altitude change comes from the ADCs.

The inhibit applies to just the following:
The glareshield amber attention getters.
The single chime.
The bright-up associated with illumination of the amber captions.
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Volume 1

Chapter 16 Topic 2
Page 14
Multiple Annunciations on an Overhead Systems Panel
When the first annunciator on an overhead panel illuminates, the associated collector
caption will illuminate, the amber attention getting lamps will flash , the single chime will
sound and the CWP will go to full brilliance. When an attention getting lamp is pressed,
the flashing will stop and the panel will revert to the brilliance set on the DIM control.
If another annunciator subsequently illuminates on the same panel, the amber attention
getting lamps will flash, the single chime will sound and the CWP will go to full brilliance.
When an attention getting lamp is pressed, the flashing will stop and the panel will revert to
the set brilliance.
Nuisance Attention Getting
To prevent nuisance attention getting, the illumination of a collector is delayed for some
overhead annunciators. For example, valve NIPS annunciators are typically delayed by 10
seconds. As the valve travels from one position to another, the NIPS annunciator
illuminates but the associated collector caption does not; so there is no attention getting.
However, this feature sometimes produces nuisance attention-getting: for example, the air
supply system warnings. If there is a duct leak, the engine air valves on that side are
automatically shut and the associated ZONE HI TEMP and the two ENG AIR VALVE NIPS
annunciators illuminate altogether. All of these annunciators are on the air supply panel.
There is no delay on the ZONE HI TEMP input to the AIR SUPPLYi collector caption and
attention getting is given immediately. This stops as soon as the attention getting lamp is
pressed. However, there is a 10 second delay between the ENG AIR VALVE NIPS
annunciation and the AIR SUPPLYi caption. This means that the attention getting is
initiated a second time, but no new annunciators have illuminated.
Power Supplies
The MWS has two power supplies: one from EM ERG DC and the other from ESS DC.
If ESS DC is lost, the following aspects of the MWS are lost:
Attention getting from the two right attention getters. However, the cancel function
of the two right attention getters is not lost.
The MWS attention getting fault monitoring; the FAULT caption is unavailable.
Both DIM fail captions.
The collector captions for hydraulics (HYD i), air conditioning (AIR COND i) and
air supply (AIR SUPPLY i).
If EMERG DC is lost, the following aspects of the MWS are lost:
Attention getting from the two left attention getters. However, the cancel function of
the two left attention getters is not lost.
Attention getting rrom the right amber allenlion getter. However, lhe cancel
function of the attention getter is not lost.
All the collector captions.
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Overview
The audio warnings are elect ronically synthesised tones, electronically synthesised speech
and an electro mechanical fire bell. The fire bell is in the flight deck roof. The tones are
generated by an audible warning unit in the avionics bay. The speech is generated by the
FGS, the EGPWS computer and the TCAS computer.
The synthesised speech and tones are transmitted to the flight deck speakers and
headsets.
The volume of the synthesised speech and tones is not affected by
controls on the audio selector panel.
any of the volume
The synthesised speech and tones are always live to the speakers regardless of the
position of the speaker switches.
The synthesised speech and tones are always live to the headsets regardless of the
position of the intercom receive pushbuttons.
Audible Warning Unit
The heart of the audible warning system is an audible warning unit in the avionics bay.
The functions of the audible warning unit are shown in Figure 3. 1.
The audible warning unit:
Takes inputs from the MWS.
Takes inputs from the aircraft systems.

Takes inputs from the aircraft avionics.
Controls the fire bell.
Receives the Windshear, GPWS and TCAS speech.
Generates the MWS audio tones.

Generates the audio warnings for the aircraft systems.
Generates the cabin to flight deck call tone.
Generates the SELCAL tone.

Transmits the tones and the speech to the flight deck speakers and headsets.
Channels
The system has two channels: channel A and channel B. Channel A is powered from
EMERG DC; channel B is powered from DC BUS 2.
Channel A supplies the left seat headset and the left speaker; channel B supplies the right
seat headset, the third crew headset and the right speaker.
FCOM:V1 -002
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Nov 01 /09
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Volume 1

Chapter 16 Topic 3
Page 2
Figure 3.1 - Audible Warning Unit Functions

r=e:MERG
oCJ
DC BUS
2""]
Channel B
Channel A
Audible warning unit
MWS inputs
Fire belli control
Avionics inputs
Aircraft system inputs
Generates the cabin to pilot call tone
Generates the SELCAL tone
Transmits the wi ndshear audio
Transmits the GPWS audio
Transmits the: TCAS audio
Transmits the audio to tho flight

deck speakers and crew headsets
,.yt-18.00015
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Volume 1

Chapter 16 Topic 3
Page3
Audible Warning Schematic
A schematic of the audible warning system is shown in Figure 3.2. Schematically, the
audible warning unit may be divided into four parts:
A fire bell control circuit.
A tone generator. The tone generator produces synthesised audio tones.
A channel A summing amplifier.
A channel 8 summing amplifier.
The tone generator produces the following synthesised tones:
The MWS single and triple chimes.
The take-off configuration warning and overspeed warning intermittent horn. These
audio warnings are identical.
The gear not locked down horn.
The FGS tones: the AP disconnect warning and the altitude alert "C" chord.
The cabin to pilot call single chime and the SELCAL double chime.
The audible warning unit takes inputs from the engine and APU fire warning systems.
When a fire warning is given, the audible warning unit turns the bell on. The audible
warning unit turns the bell off when either of the red attention getters is pressed. The bell
is powered from EMERG DC.
All the generated tones are fed to the two summing amplifiers. The channel A summing
amplifier delivers the audio tones to the left speaker and the left headset. The channel B
summing amplifier delivers audio tones to the right speaker, the right headset and the 3rd
crew member's headset. There is no priority to these tones. Whatever is signalled is
generated, and all generated tones are transmitted by the summing amplifiers.
The tone generator will function provided one of the DC power supplies is available.
Channel A summing amplifier is only powered by EMERG DC and channel B summing
amplifier is only powered by DC BUS 2. If EMERG DC is lost, the audio tones are only
available through the right speaker, the right headset and the third crew member's
headset. If DC BUS 2 is lost, the audio tones are only available through the left speaker
and the left headset.
The windshear speech, EGPWS speech and the TCAS speech are generated externally.
They pass through some priority logic to both summing amplifiers. The priority is:
First, the windshear speech.
Second, the EGPWS speech.
Third, the TCAS speech.
To pass the speech to the left speaker and the left headset, channel A summing amplifier
must be serviceable. To pass the speech to the right speaker, the right headset and the
3rd crew member's headset, channel B summing amplifier must be serviceable.
FCOM:V1-002
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Volume 1

Chapter 16 Topic 3
Page 4
Figure 3.2 - Audible Warning Schematic

EMERG DC
DC BUS 2
Engme and APU
fire warnings
Audible warning unit
Channel A
summing
amplifier
Channel B
summing
amplifier
Altitude alert
Cabin to p Uot single chime
SELCAL do uble chime
Right seat
audio
Left seat
EGPWS audio (second)
TCAS .audio (third)
3rd crew member's audio
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Annunciator Dimming Pane l
The overhead panel amber annunciators form part of the MWS. The other panel
annunciators are not part of the MWS.
Any green or white annunciators on the overhead panel are controlled by the dimmer
controls that control the amber overhead annunciators.
The bulk of the annunciators that are not on the overhead panel are controlled by an
annunciator dimming panel on the left instrument panel. The panel is shown in Figure 4.1 .
The panel has two annunciator controls:
A fixed level dimming switch. The switch is labelled ANNUNCIATORS and has two
positions: BRT and DIM. The group of annunciators controlled by this switch have
just two levels of brilliance: bright for day and dim for night.
A push to test switch. The switch is labelled TEST.
The panel also contains a marker beacon sensitivity switch. The switch is labelled MKR
and has two positions: HI and LO.
The fixed level dimming switch dims the following:
The glareshield annunciators except the w arning EGPWS annunciators and the
AUTO LAND FAIL annunciators.
The amber attention getters.
All the annunciators on the instrument panels.

All the annunciators on the consoles apart from the annunciators on a numeric BTl.
These annunciators are dimmed by a control on the BTl panel.
The test switch tests:

All the glareshield annunciators except the EGPWS annunciators.
All the annunciators on the instrument panels except the green gear annunciators.
All the annunciators on the consoles apart from the annunciators on a numeric BTl.
These annunciators are dimmed by a control on the BTl panel.
The EFIS comparator warnings.
Some FGS functions.
The ADFs.
Most of the LCD displays.
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Volume 1

Non-MWS Annunciators
Chapter 16 Topic 4
Page 2
Figure 4.1 - Dimming Panel
Annunciator dimming panel
Test swit ch:

Pressing and holding the swrtch t,ests all the annunciators.
The switch also tests:
;... Most LCD d1spiays
,. The EFtS comparator system.
;.. Some FGS functions.
;.- TheADFs.
Fixed level dimming switch:

The annunciators controlled by this switch have
only two levels of brilliance.
,. Bright (BRT) for day.
r
Dim (DIM) for night.
Mar1<~r
receiVer sensitivity switch
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General
The electronic clock is shown in Figure 5.1 . The clock has two electronic numerical
displays: upper and lower. The upper display shows hours and minutes; the lower display
shows seconds.
The clock has its own battery to keep the clock running, but it needs aircraft power to light
the display. The battery lasts for approximately three years. The left clock is supplied by
ESS DC and the right by DC 2.
The clock display shows one of three times:
Time of day; just an ordinary clock.
Flight time; a clock that accumulates airborne time determined from squat switch
position.
Elapsed time; a stopwatch.
A mode switch is at the bottom left of the instrument has three positions: TIME, FT and
ET. The position of the switch determines which time is displayed. At TIME, time of day is
displayed. At FT, flight time is displayed. At ET, stopwatch time is displayed.
Both the flight timer and the elapsed timer can accumulate time up to 24 hours.
The clock panel does not have integral lighting; it is illuminated by the panel flood lighting.
The controls are difficult to see at night if the flood lighting is too dimly.
Time of Day
With the mode switch at TIME, time of day is displayed in the 24 hour format. The clock
can be set to any time zone. Two switches above the top display are used to adjust the
time: a left switch and a right switch.
The left switch is used to make minor adjustments. It has three positions: UP, SET and D.
The switch is spring loaded to SET from both UP and D. At UP the time is put on by one
second for every second that the control is at UP. At D the time is put back by one second
for every second that the control is at D.
The right switch is used to change the hours. It is also used to control the display
brilliance. The switch has three positions: B, DIM and 1 hr up. The switch is spring loaded
from 1 hr up to DIM. At B, the display brilliance is set for day use; at DIM, the display
brilliance is set for night use. Each time the switch is moved to 1 hr up and released, the
time of day is put on one hour.
Elapsed time and flight time continue to operate normally while the time of day is being
adjusted.
It is not necessary to set the mode switch to TIME to adjust time of day. The ET may be
used to time the change while the left switch is held to UP or D.
Changing hours and changing a few seconds are straight forward operations. However,
changing minutes is a laborious process. The left switch must be held for 60 seconds for a
change of one minute.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Clock
Chapter 16 Topic 5
Page 2
Figure 5.1 - Davtron Electric Clock

Flight time resot swttch
Used In conjunction With
the ZERO position of the
elapsed time control
switch.
TIME RESET
Seconds
adjustment
switch
+-- -t- Dimmer and hour
adjustment switch
Hours and m inutes

display
Mode switch
Elapsed time
4---1-- control switch
--~~
Seconds display --tr----1
Elapsed Time
Elapsed time is controlled by a three position switch on the bottom right of the clock. The
positions are: ZERO, stop and RUN. The switch is spring loaded from ZERO to stop.
At ZERO, ET is set to zero. At stop, the accumulation of elapsed time is stopped. At RUN,
ET accumulates time.
Time is accumulated from the held time when RUN is selected. The held time will be zero
if ZERO has been selected prior to selecting stop. The held time will be the ET existing
when stop is selected if stop has been selected from RUN.
ET continues to operate when the aircraft electrical power is off.
Flight Time
The flight timer accumulates time when the aircraft is airborne. Ground/air status is
determined by the squat switches: squat switch 1 for the left clock and squat switch 2 for
the right clock. Flight time can be used to record airborne time for a single flight or a series
of flights.
Flight time can only be reset to zero if aircraft power is removed from the clock. A
pushbutton switch close to the clock removes aircraft power from the clock when the
aircraft busbars are powered: the button is labelled TIME RESET. To reset flight time to
zero, the TIME RESET button is pressed and held and then the ET control switch is
momentarily held to ZERO; the TIME RESET button can then be released; resetting the
flight time to zero also sets the elapsed time to zero.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overv iew
An ov-erview schematic of the CVR is given in Figure 6. 1.
The CVR is fined behind the rear cargo bay. Early models record data on a magnetic
tape. Later models record data in solid state electronic memory. All recorders hold the last
30 minutes of data. Most solid state recorders hold the last 2 hours of data.
The CVR is powered from ESS AC via AVIONICS MASTER A. The control panel receives
electrical power from the CVR.
An area microphone is fitted beneath the centre glare shield.
A CVR test panel is fitted to the left console. There are various types. Each CVR control
panel has:
An erase pushbutton switch. The data can only be erased when the aircraft is on
the ground and at least one of the four cabin doors is open.
A test switch. The result of the test is shown on an indicator on the panel. The
indicator is meter with a needle or an LED.
A headphone socket. The audio being recorded can be heard via this socket.
A preamplifier for the area microphone.
The CVR records data from the area microphone, ihe three crew members' microphones
and the audio selected to the three crew members' headphones. The microphone input
from the crew member's microphones is recorded regardless of the position of the RT/ INT
switches on the control handwheels and the audio selector panels.
The CVR cannot be played back in the aircraft. The CVR must be removed from the
aircraft to playback the data.
Channels
The CVR records data on four channels:
Channel 1 records the audio from the third crew member's microphone and
headphones.
Channel 2 records the audio from the first officer's microphone and headphones.
Channel 3 records the audio from the captain's microphone and headphones.
Channel 4 records the audio from the area microphone.
A crew member's microphone input is that selected on the audio selector panel: boom or
mask. The audio warnings are also recorded because they are always sent to all three
headsets and the flight deck speakers.
Underwater Locator Beacon

An underwater locator beacon is attached to the CVR. The beacon is a sonar transmitter
beacon with a range of two to three miles. The beacon is designed to survive a severe
crash and starts transmitting as soon as it enters the water. The beacon has a self
contained power supply that will operate the beacon continuously for 30 days.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 6
Page 2
Figure 6.1 - CVR Schematic
The underwater lo-cator beac on:

,. Is a sonar transmitter.
,. Has a range of 2 to 3 miles.
Is designed to survive a severe crash.
,. Operates automatically on entenng water
ESS AC
,.
,.
Has a self contained power supply.
,.
Operates continuously for 30 days.
Undei!Water
locator beac on
,..---- Electncai
power
CVR:
,.
,.
In the rear of the aircraft beh.nd the rear cargo bay.

Early types record data on tape.
,.
,
Later types record data in solid :state memory

All recorders store the last 30 minutes of data.
,
,.
Most solid state recorders store the last 2 hours of data

To play back tile data, the recorder must be removed
from the aircraft
- --1
Any cabin
door open
Channel 11
Channell
Th1rd
crew members
Squat
switch 2
on ground
F~rst
aUdiO
oft1cer's
aud10
Channel4
Captain's
audio
Central audio unit
.... ,..
'"*" ......
Test
Indicator
Area
microphone
preamplifier
.......................
lllltlt
Area microphone
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 6
Page3
CVR Types and Panels
There are two types of tape CVR:
The Sundstrand tape CVR.
The Fairchild tape
CVR ~
The control panel for both these controllers is a Fairchild panel; it is shown in Figure 6.2.
There are three basic types of solid state recorder:
The Allied Signal solid state recorder. There are two versions; one records the last
30 minutes of data; the other records the last 2 hours of data.
The L3 solid state recorder. It records the last 2 hours of data.
The BASE solid state recorder. It records the last 2 hours of data.
Each of the solid state recorders has a control panel produced by its manufacturer.
However, the Allied Signal and L3 solid state recorders can also be installed with the
Fairchild panel used for the older tape recorders.
All the control panels are shown in Figure 6.2.
Each panel has:
A test pushbutton .
A test indicator.
An erase pushbutton .
A headphone socket.
CVRTest
Each CVR requires a test once per day. The test depends on the type of CVR and the
type of panel fitted. The test for each of the available combinations is given in FCOM,
Volume 3 Part 4, Flight Deck Handbook, Chapter 9, Systems. Each test is identified by
a letter. The letter appropriate to an aircraft's CVR is given on the flight deck placard.
The test indicator on the Fairchild panel is a meter. The test indicator on the other panels
is an LED. The LED is:
Labelled STATUS on the Allied Signal panel.
To the right of the TEST button on the L3 panel.
Labelled CVR on the BASE panel.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 6
Page 4
Figure 6.2 - Control Panels
Fairchild
panel
'
Allied
Signal
panel
LJ
panel
BASE
panel
..vl-1&-00024
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 6
Page 5
CVR Erase
To completely erase the tape of the Sundstrand CVR, the ERASE button must be pressed
for at least 14 seconds.
To initiate the ERASE sequence on the Fairchild CVR, the ERASE button must be held for
at least 2 seconds. When the button is released, the erase sequence starts. The erase
sequence takes at least 5 seconds.
To initiate the erase sequence of the Allied Signal solid state CVR, the ERASE button must
be held in for at least half a second. If a headset is connected to the CVR panel , a 400Hz
tone will be heard when erasure is complete.
To initiate the erase sequence of the L3 solid state CVR, the ERASE button must be held
in for at least 2 seconds. If a headset is connected to the CVR panel, a 400Hz tone will be
heard when erasure is complete.
To initiate the erase sequence of the BASE solid state CVR, the ERASE button must be
held in for at least 2 seconds. If a headset is connected to the CVR panel, a short
sequence of three 2 kHz tones will be heard when erasure is complete.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 6
Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Overv iew
An ov-erview schematic of the FDR is given in Figure 7.1.
The FDR is fitted behind the rear cargo bay. The data is recorded digitally in solid state
memory.
A separate flight data acquisition unit (FDAU) takes data from the aircraft systems, both
digital and analogue, and from a three axis accelerometer. The FDAU converts the aircraft
data into digital data in the correct format for the FDR. The formatted data is passed to the
FDR. The FDR holds the last 54.4 hours of data in its solid state memory.
Some aircraft also have a quick access recorder (OAR). The OAR records the same data
as the FDR. However, the data is recorded on a card, tape or disk that can be easily
removed and read by a PC. The OAR acquires the data from the FDAU.
The FDR is powered from ESS AC via AVIONICS MASTER 1 and an ON/OFF logic
circuit. The FDAU is powered from ESS DC via AVIONICS MASTER 1.
There is a white FLT REC OFF caption on the CSP. The caption is illuminated whenever
the ON/OFF logic is in the OFF state, the FDR fails or the FDAU fails.
The FDR control panel is fitted to the centre console. The panel has:
An event button. Pressing the button enters a marker on the recording.
A ground test switch ; the switch is a two position toggle switch. It is spring loaded
to the rear position. When it is held to the forward position, it forces power to be
applied to the FDR .
An amber FDR FAIL annunciator.
An amber FDAU FAIL annunciator.

Two white annunciators for the optional OARs.
There is no method of erasing data held in the FDR. Data can be downloaded from the
FDR via a connection in the rear cargo bay.
Underwater Locator Beacon

An underwater locator beacon is attached to the FDR. The beacon is a sonar transmitter
beacon with a range of two to three miles. The beacon is designed to survive a severe
crash and starts transmitting as soon as it enters the water. The beacon has a self
contained power supply that will operat e the beacon continuously for 30 days.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 7
Page 2
Figure 7.1 - FOR Schematic

ESS DC
ESS AC
Three axis
accelerometer
Aircraft
systems
ON/OFF logic
FOR:
FOAU
~;.-
QA R
Download
connection
,.
In the rear of the aircraft behind the

rear cargo bay.
,. Receives data from ttle aircraft
systems via the FDAU.
,. Stores data In solid s tate memory.
,. Stores the last 54.4 hours of data
,. There is no method of erasing data.
Underwater
locator beacon
-The underwater locator beacon:

FLT REC
OFF
FCOM:V1-002
Is a sonar transmlttef with a range of 2 to 3 miles.
,
,
,
,.
Is des1gned to survive a severe crash.

Operates automatically on entering water.
Has a self contained power su pply.
Operates continuously for 30 days.
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 7
Page3
Power On Logic
The ON/OFF logic is affected by the wheel spin test switch on the maintenance panel. The
switch is described in FCOM Volume 1, Chapter 16, Topic 8, Maintenance Panel.
The power to the FOR comes through avionics master A and the ON/OFF logic.
The ON/OFF logic will be forced to ON:
If the GRNO TEST button is held to the aft position.
OR
If the parking brake is off and the wheel spin switch is at NORM.
OR
The N 1 of any engine is above 20%.
OR
Either squat switch 1 or squat switch 2 indicates that the aircraft is airborne.
FOR Panel
The FOR flight deck panel is shown in Figure 7.2.

The panel has an event pushbutton. The button is labelled EVENT. The EVENT button is
used to insert a marker on the tape to call attention to a flight event.
There are four annunciators on the panel:
An amber FOR FAIL caption.
An amber FOAU fail caption.
Two QAR white captions.
The FOR FAIL annunciator illuminates if the FDR loses power or detects a fault. If the
FOR FAIL annunciator illuminates, so does the FLT REC OFF caption.
The FDAU FAIL annunciator illuminates if the FDAU loses power or detects a fault. If the
FOAU FAIL annunciator illuminates, so does the FLT REC OFF caption. A fault in the
FOAU implies that the FOR might not function correctly.
The ground test switch is a two-position toggle switch labelled GNO TEST. It is
spring-loaded to the aft position. When it is held to the forward position, it forces power to
be applied to the FOR.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 7
Page 4
Figure 7.2 - FOR Panel

Quick acc.ess recorder annunci ators - - , - - - - - ,
Annunciators for optional QARs.
Shown without a OAR fitted
Event button
The EVENT button inserts a marker on
the tape to draw attemtlon to a Otghl event.
Ground test switch
The switctlls spring loaded to the aft position.
When held forward, the ONJOFF logtc is forced
to the ON state.
FDAU FAIL annunciator
The FDAU has lost power.
OR
Failed.
FOR FAIL annuncia tor
The FOR has lost power.
OR
Failed
... t 1 8-0002!
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 7
Page 5
Quick Access Recorder

The optional quick access recorder (QAR) records the same data as the FOR, though this
recorded data is easier to remove or transfer from the aircraft to a PC-based data analysis
tool.
There are five types of QAR on the AVRO-RJ : an optical disk QAR (OQAR), a cartridge
tape OAR (TQAR), a card QAR (CQAR) and two types of "mini" or "micro" QAR (mQAR).
The OQAR and TQAR are located in the avionics bay, the CQAR is mounted on the third
crew member's console and the mQAR is located on the left side when looking into the
rear cargo compartment.
One type of mQAR records data on a PC memory card. The other type records data on
internal memory and is connected to a wireless router located in the roof of the rear
passenger cabin. When the aircraft park brake is applied, the data is automatically
transferred to a local computer network via a ground wireless access point. The wireless
router has its own antenna on the port side of the upper fuselage.
The QAR is powered whenever AVIONICS MASTER A is ON and does not record when
the FOR is switched off. The OAR takes its data from the FOR.
If installed with the mQAR, the wireless router is powered whenever AVIONICS MASTER
A is ON and the park brake is on.
Either one or two white QAR annunciators are fitted on the OQAR, TQAR and CQAR
installation. The QAR annunciators are on the FOR panel. If a CQAR is fitted, just one
annunciator is fitted: QAR FAIL. If a TQAR is fitted there are two annunciators: QAR FAIL
and QAR TAPE LOW. If an OQAR is fitted, there are two annunciators: QAR FAIL and
QAR DISK LOW. The annunciators are shown in Figure 7.3.
The QAR TAPE LOW annunciator indicates that the available tape storage space is less
than 20% of the total tape capacity. The QAR DISK LOW annunciator indicates that the
available disk storage space is less than 20% of the total disk capacity.
There is a row of four LEOs behind a panel on the CQAR. The panel is spring-loaded to
the closed position. The LEOs are for use by ground engineers. The extreme right LED is
marked LOW and indicates that the available card storage space is less then 20% of the
total card capacity.
The QAR FAIL annunciator illuminates if the QAR detects a fault. If an OQAR is fitted, the
QAR FAIL annunciator does not illuminate when the FOR is OFF. If a CQAR is fitted, the
QAR FAIL annunciator illuminates when the FOR is off- with one exception. If the FOR is
off when CQAR is first powered, the QAR FAIL annunciator does not illuminate until the
FOR is turned on then off. For example:
Making an FOR GRND TEST.
Taking the parking brake off and re-applying it.
The QAR is tested when the FOR test switch is moved to FOR GRND TEST. If the test
passes, the QAR FAIL annunciator is out while the switch is at FOR GRNO TEST.
There are no flight deck annunciators associated with either type of mQAR. LEOs on the
mQAR itself provide engineers on the ground with an indication of mQAR results.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Chapter 16 Topic 7
Page6
Figure 7.3 - QAR Annunciators

FOR panel without a QAR
FOR panel w ith a card QAR
FOR panel with a tape QAR
FOR panel with a disk QAR
....... , 6.00030
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Location
A maintenance panel is in the avionics bay above the avionics bay door. It has a main
panel and a sub-panel. The main panel is shown in Figure 8.1. The sub-panel is shown in
Figure 8.3.
Main Panel Indicators
The indicators are magnetic indicators (Mis). An Ml displays either a black circle or a white
circle. The black circle indicates that a fault has not been detected. A white circle
indicates that a fault has been detected. The Ml remains white when the fault is no longer
present. The Mls "remember" fault conditions.
There is a three-position test and reset switch on the right of the main panel. The positions
are TEST, centre neutral and RESET. The switch is spring loaded to the centre neutral
position. A momentary selection to RESET, resets any white indicator on the main panel to
black provided the fault condition no longer exists. A momentary selection to TEST causes
all the Mls on the main panel , except the six spoiler indicators, to go white.
The main panel test switch also tests the sub-panel magnetic indicators. A separate
pushbutton reset switch is provided for the sub-panel Mls.

The main panel shown in Figure 8.1 is for an RJ85 or RJ1 00 with a Garrett 150 APU. The
exact configuration depends on the aircraft series and the standard of APU _
An RJ70 does not have the RSTRCTR VALVE MI. The RSTRCTR VALVE Ml provides a
NIPS indication on the stall system restrictor valve. The valve is not fitted to the RJ70.
The APU GEN OIL HIT Ml is removed if a Sundstrand APU is fitted. The Ml monitors the
temperature in the Garrett adapter gearbox. The Sundstrand APU does not have an
adapter gearbox.
All the indicators on the main panel are checked in the external checks; they should all be
black.
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
Chapter 16 Topic 8
Page 2
Maintenance Panel
Figure 8.1 -Maintenance Panel Mls
z
....0
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Q.
0
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'.....
0
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(I)
r::::
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FCOM:V1-002
AVRO 146-RJ Series
...,,. 1 ~0033
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Maintenance Panel
Chapter 16 Topic 8
Page3
Main Panel System Test Switches
There are system test switches on the left side of the main panel and along the top edge of
the main panel. They are shown in Figure 8.2.
There is a three position Qepot pressure monitoring test switch on the top left of panel. The
positions are Q FEEL STATIC, centre neutral and Q FEEL PRESS. The switch is spring
loaded to the centre neutral position. At Q FEEL STATIC, the pressure switch circuit that
monitors the static pressure from the Q-pot pressure head is tested. At Q FEEL PRESS,
the pressure switch circuit that monitors the pitot pressure from the Q-pot pressure head is
tested. The RUD/EL Q FAIL caption on the CWP should illuminate when either test is
made.
Beneath the Q-pot test switch is a spoiler check pushbutton. The spoiler check button
tests the spoiler jack microswitches. When the button is pressed, all six spoiler Mls should
go white.
Beneath the spoiler check button there is a pushbutton switch to check the flap lever baulk
operating circuit. When the switch is pressed, the flap lever baulk should move to the
baulked position.
On the left side of the top edge there are three IRS pushbutton test switches.
To the right of the IRS test switches are two stall vane heater switches: one for the left and
one for the right. Each vane has two heaters: one for the vane itself and one for the case
containing the vane. A test switch tests the case heater of the associated vane.
To the right of the stall vane heater test switches are two stall reset pushbutton switches:
one for channel 1 and one for channel 2.
On the right of the top edge is a wheel spin test switch. It is a two position toggle switch
with a guard. The positions are NORM and TEST.
When the guard is down, the switch is forced to NORM. At NORM:
The Land R squat switch test is enabled when the parking brake is on and disabled
when the parking brake is off.
The anti-skid test is enabled when the parking brake is on and disabled when the
parking brake is off.
When wheel spin test switch is at TEST:
The Land R squat switch test is enabled when the parking brake is on and when
the parking brake is off.
The anti-skid test is enabled when the parking brake is on and when the parking
brake is off.
In the external checks, the switch is checked. The guard should be down.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Maintenance Panel
Chapter 16 Topic 8
Page 4
Figure 8_2 - Maintenance Panel System Test Switches
~-
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FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1

Maintenance Panel
Chapter 16 Topic 8
Page 5
Maintenance Sub-panel
The maintenance sub-panel is shown in Figure 8.3. The sub-panel contains Mls to
indicate:
Which engine starter motor was at fault if the STARTER OPERATING annunciator
illuminated in flight.
Which oleo squat swit ch has caused the MAN SPLR FAULT caption to illuminate.
The sub-panel does not have a test switch. The Mls are tested by the te-st switch on the
main maintenance panel. The sub-panel has its own reset pushbutton switch.
Figure 8.3 - Maintenance Sub-panel
Lift spoiler Mls
Engine starter Mls

Reset switch
FCOM:V1-002
AVRO 146-RJ Series
IVI-16-00035
Nov 01 /09
Topic 1 - Overview
Landing Gear ... ..... ....... ........ ............. ..... ... .. ... ... .. ... .............. .. .... ... ... ..... .. ........... ... ........
Brakes ........................................................... ............................................... .................
1
2

Normal Gear Selection and Indication .. ........................................................................
Standby Gear Indicators and Emergency Lowering Lever............................................
Gear Warning Horn ............................. ..........................................................................
Nosewheel Steering ... .......... ............. ........ ............. ............. ............. ..... ............. ...........
Brake Selection ....... ... ....................... ........ ....................................... ..... ............. ...........
Brake Pedals....................................... ..........................................................................
Operating the Parking Brake..... ............ ............. ................... ........................................
Anti-Skid .... ...... .......................... ........ .... ......... ....................... ........ ... .. ........ .... ...............
Brake Fans.............................. .. ............. ........ ....................... ..................... ...................
Brake Temperature Indication ................... ....................................... .............................
Numeric BTl .. ... ..... ....... ........ ............. ..... ... .. ... ... .. ... ....... ... .... .. .... ... ... ..... .. ........... ...........
Strip BTl .. .. .. .. .. .. .. .... .. . .. ... ... .. ..... ..... .. .. ... ... .. .. .. .. ..... .. .. .. .... .. .... ..... .. .... .. .. .. .. .. .... .. .. ..... .... ..
Squat Switches ....... ...... ........... ..... .. .... ..... .... ............. ...... ..... ...... . .... . ..... ... ... ..... .... ....... ..
Circuit Breakers......................... ....................................................................................
1
5
9
11
13
15
17
19
21
23
23
25
27
28
Topic 3 - Landing Gear

Main Landing Gear........................................................................................................
Nose Gear.....................................................................................................................
Gear Normal Control Schematic ............................ .......... ................ .......... ........ ...........
Nosewheel Steering .................. ....................................................... ............... ..............
Emergency Lowering ................ ... ... .. .... ....... .. .... ...... ................ ... ..... ........ ...... ...... .........
17
19
21
Topic 4 - Brakes
Brake Pedals and Brake Control Valves ........ .................................... ........ .................. .
Brake Selection .. .. ... .. .. .. .. .... .. .. .. .. .. .. .. .. ... .... .. .. .. ... .. .. .. .. .. .. .. .. .. .. ... .. .... .. .... .. .... ... .. .. .... .. .. ..
Shuttle Valves... .............................................................................. ..............................
Skid Control Valves........................................ .... .............................. .............................
Parking Brake Valves....................................................................................................
Yellow Braking System .................................................................................................
Green Braking System..................................................................................................
Wheel Speed..... .............................................................................. ..............................
Wheel Spin-up.... ............................................ .... .................. .........................................
Anti-Skid Function.......................................... .... ................... ........... .............................
Locked Wheel Protection .... .. .... ...... .. .... .. .. .. . ... ... .. .. .. .. .. ... .. .. .. ...... .. ... .. .... .. ... ... .... .. .. .. ... ..
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
3
5
5
7
9
11
11
11
11
11
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Contents
Chapter 17 TOC
Page2
Topic 4- Brakes (continued)
Touch down Protection .. ... ... ... .... .. .. ..... . ...... ....... ... .... .. ..... ...... ..... ... ... . .... .. .... ...... ..... ...... .
Wheel-spin Test Switch.................................................................................................
Squat Switch System Failures ... .. .. ...... ....... .. .. ......... ............. ... ... .. ... . ... .. .. .. .. .. .... .. .... .. .. .
Hydraulic Fluid Transfer................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
13
13
14
15
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Contents
Chapter 17 TOC
Page3
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Landing Gear
A tricycle-type retractable landing gear is fitted. The main landing gear legs retract
sideways into the fuselage. The nose gear leg retracts forwards into a nose gear bay.
When the gear is retracted, doors enclose the three landing gear bays.
The flight deck controls are a normal selector and an emergency lowering lever. Normal
position indication is given by two annunciators for each leg: a green annunciator to
indicate that the leg is down and locked and a red annunciator to indicate that the leg is
unlocked. A green standby annunciator is fitted for each leg. The annunciator indicates
that the leg is down and locked. There are no standby unlocked indicators.
Normal lowering and raising of the gear is electrically signalled and hydraulically powered.
Normal operation requires electrical power from DC BUS 2 and hydraulic power from the
Nosewheel steering is provided. On most aircraft, a steering tiller is provided for the
Captain and the First Officer. On some aircraft, a tiller is provided only for the Captain.
The nosewheel steering is powered by the green hydraulic system.
Emergency lowering is initiated mechanically by pulling a handle on the flight deck.
Emergency extension of the nose gear leg does not require hydraulic power. Emergency
extension of the main gear legs is assisted by hydraulic power from the yellow system.
Emergency extension of the landing gear does not require electrical power. There is no
emergency raising system.
Each leg has an oleo pneumatic shock absorber. Each shock absorber operates squat
switches. The squat switches indicate whether the leg is on the ground or not The squat
switches signal on ground and airborne status to the aircraft systems and avionics. There
are three systems: the nose system, system 1 and system 2. System 1 uses a switch on
each main gear; system 2 uses a different switch on each main gear. Each system
controls a set of relays.
When the gear is up, mechanical locks hold all three legs and the main gear doors in the
up position. If hydraulic pressure is lost, the gear remains up. The up-locks are normally
removed hydraulically. The up-locks are removed mechanically by the emergency
lowering lever.
When the gear is down, mechanical locks hold all three legs in the down position. If
hydraulic pressure is lost, the gear remains in the down position. The down locks can only
be removed hydraulically.
A gear warning horn sounds if the gear is not down and locked on the final approach.
Each leg has two wheels. The wheels are fitted wi th high pressure tubeless lyres. Wheel
brakes are fitted to the four wheels on the main gear legs.
Each wheel has a fusible plug that will deflate the tyre if the temperature of the wheel
exceeds 199C.
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LANDING GEAR
Overview
Chapter 17 Topic 1
Page2
Brakes
The four main wheels have hydraulically operated, multi disc, carbon brakes.
The brakes can be operated by either the yellow or the green hydraulic system. A selector
on the centre console selects the hydraulic system to be used for braking. Brake pedals
are on each pilot's rudder pedals.
pressure indicators: one for the left brakes and one for the right brakes.
A parking brake lever on the centre console applies the brakes using yellow hydraulic
pressure. Green hydraulic pressure cannot be used to apply the parking brake. When the
parking brake is applied, a PARK BRK ON annunciator illuminates on the CWP.
An accumulator maintains brake pressure for a minimum of 2.5 hours.
An electronic anti-skid system is fitted. The heart of the system is an electronic control unit
in the avionics bay. The system uses wheel speed transducers on the four main wheels.
Hydraulic pressure to the brakes is routed via anti-skid control valves. The anti-skid
electronic control unit controls the anti-skid control valves. The valves are commanded to
reduce pressure to the wheels while still maintaining optimum braking efficiency. Pressure
is reduced to the wheels by passing hydraulic fluid from the skid control valves back to the
hydraulic reservoir.
The anti-skid system has a switch and two annunciators on the overhead panel.
An emergency brake selection is available on the centre console. When emergency is
selected, the brakes are forced to the yellow hydraulic system, the anti-skid is turned off
and the DC pump is forced to run.
The brake pressure accumulator also provides a limited brake pressure supply.
The main wheel brakes are automatically applied on gear retraction by pressure from the
The brakes are cooled by electrically powered brake fans. The fans are controlled by a
switch on the overhead panel. A caption on the CSP illuminates whenever the brake fans
are selected on.
A brake temperature indicator is fitted; it is normally on the centre console.
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Normal Gear Selection and Indication
The normal landing gear selector and indicators are shown in Figure 2.1.
The normal selector is on the right side of the cent re instrument panel. T he normal gear
position indicators are just to the left of the selector.
The normal position indicator has a red annunciator and a green annunciator for each of
the three gear legs. The green annunciator means that the leg is down and locked. The
red annunciator means that the leg is unlocked. When the leg is locked up, both
annunciators are out. On most aircraft, the indicators are powered from DC BUS 2. On
some early aircraft, the indicators are powered from ESS DC.
The normal selector is a two-position lever with an illuminated handle. The positions are
UP and DN. The lever electrically signals a motorised valve. At UP, the valve is set to
direct hydraulic pressure to raise the gear. At DN, the valve is set to direct hydraulic
pressure to lower the gear. Electrical power from DC 2 is required to operate the valve.
The UP and DN positions have a gate. The lever has a cup that is spring-loaded into the
gate associated with the selection. The cup must be pulled out of the gate before the lever
can be moved to a new position. Operation of the cup is shown in Figure 2.2.
When the aircraft is on the ground, a mechanical lock in the selector prevents the lever
being moved away from the DN position. The mechanical lock is electrically removed by a
relay in squat switch system 2. The mechanical lock should be withdrawn automatically
immediately after take-off. If the lock is not withdrawn automatically, it can be manually
withdrawn using an override lever on the selector. Operation of the override lever is shown
in Figure 2.3.
A lamp is in the handle of the lever. The lamp has a translucent cover. There are two
standards of lamp. One has a red translucent cover; the cover glows red when the lamp is
on. The other has a white translucent cover containing two red filaments. The lamp
illuminates when any of the following occur:
Any one of the red unlocked indicators is illuminated.
The selector valve is not in the same position as the selector.
The gear not locked down warning horn is sounding.
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 2
Figure 2.1 - Normal Gear Selector and Indicators
OR
Gear locked down
L GEAR
f\OSE
R GEAR
Gear unlocked
Goar loekod up
Spring-loaded cup
Lamp wlth red

translucent cover
Override lever
Lamp w ith while

translucent cover
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Flight Deck
Chapter 17 Topic 2
Page 3
Figure 2.2 - Normal Gear Operation
The lever
Spring-loaded cup pulled back
Spring-loaded cup In the up gat
Hand I bei ng moved towards down
The down gate

Spring-loaded cup In th down gate
The up gate
The spring
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 4
Figure 2.3 - Override Lever Operation
Override lever In its normal position

Override lever held to the override position
,_vl -17-00003
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LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 5
Standby Gear Indicators and Emergency Lowering Lever
The standby gear indicators and the emergency lowering lever are on the floor immediately
aft of the centre console. The handle and the indicators are covered by a flap. The flap
must be raised to view the indicators and to operate the handle. The handle and indicators
are shown in Figure 2.4.
There are three indicators: one for each gear leg. Each indicator is a push switch with a
green annunciator. The switch is spring-loaded to the out position. The annunciator
indicates that the gear is down and locked. There is no standby unlocked indicator. If a
leg is down and locked, the associated green annunciator will only illuminate when the
indicator is pressed and held in. As soon as the indicator is released, it springs out and the
annunciator extinguishes. The indicators are powered from EMERG DC.
Operation of the emergency lowering lever is shown in Figure 2.5. To lower the gear, the
handle is pulled up. A latch holds the handle in the up position. Pulling the handle up:
Mechanically removes all three leg up locks and both main door up locks.
Connects the down and up sides of the selector valve to the hydraulic return lines.
Thus hydraulic locks are avoided.
Opens a valve to direct yellow system hydraulic pressure to the main gear
emergency assister jack.
The nose leg is assisted in its initial downwards motion by two assister springs; it then falls
assisted by gravity and aerodynamic loads. The main gear moves to the down position
under the influence of gravity and the emergency assister jack. Under some conditions,
the main gear will lock down without the help of the assister jack.
When the emergency lowering system is used, nosewheel steering will be unavailable.
The handle can be reset. Resetting the handle is shown in Figure 2.6. To reset the
handle, the latch must be removed. A small lever must be pressed down to remove the
latch. As soon as the latch is removed, a strong spring pushes the handle back to the
stowed position. It is important to hold the handle firmly, press down on the latch lever,
lower the handle slightly and then release the latch lever before lowering the handle to the
stowed position.
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page6
Figure 2.4 - Emergency Lowering Lever and Standby Indicators
Flap down
Flap raised
-r"-~-
are no unlocked Indicators
n Indicator must be pressed to

the locked indication
The Indicators are powered from
,EMERG OC
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LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 7
Figure 2.5 - Pulling the Emergency Lowering Lever
Release the handle

The handle Is latched up
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Volume 1
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Pages
Figure 2.6- Resetting the Emergency Lowering Lever
Lower the handle while

keeping the lever pressed
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Flight Deck
Chapter 17 Topic 2
Page9
Gear Warning Horn
The gear not locked down warning is steady horn. A test button for the horn is on the
overhead GRND TEST panel. The test button is shown in Figure 2. 7.
Whenever the gear horn sounds, the red lamp in the normal gear selector handle
illuminates.
A gear horn cancel pushbutton is on the centre console. The button is shown in Figure
2.7. The button label is HORN CANCEL.
An optional landing flap datum switch may be fitted to the right instrument panel. The
switch is shown in Figure 2. 7. If the switch is not fitted, there is only one normal flap angle
for landing: 33 . If the landing flap switch is fitted , there are two normal flap angles for
landing: 24 and 33. The switch sends the selected landing flap datum to the gear not
locked down warning system.
The landing flap switch has two green annunciators: 24 o and 33 . The legend indicates the
flap setting datum for the GPWS and the gear not down warning. In the air, successive
presses of the switch change the datum between 24 o and 33 . On the ground the datum is
forced to 33 .
The gear not locked down warning sounds when any leg is not locked down and:
Any thrust lever is below the cruise thrust setting and the lAS is less than 148 kt.
The gear horn can be cancelled in this case by a single press on the HORN
CANCEL button.
OR
The landing flap is selected. The horn cannot be cancelled in this case. Some
aircraft have 33 as a take-off flap setting. On these aircraft the horn will not sound
in the initial take-off climb. The warning is enabled for the rest of the flight once the
inboard thrust levers are retarded below the take-off range.
OR
The test button is held pressed.
For a normal landing flap of 33 , the gear not down warning system considers that the
landing flap has been selected as soon as the lever position is greater than 30. For a
normal landing flap of 24 , the gear not down warning system considers that the landing
flap has been selected as soon as the lever position is greater than 18.
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 10
Figure 2.7 - Gear Warning Horn Flight Deck Items
LAND FLAP
Landing flap selection switc h
14 +- Gear hom cancel switch

Gear hom t.est switc h
Bottom row of
GRND TEST panel
~1-17-!10007
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Flight Deck
Chapter 17 Topic 2
Page 11
Nosewheel Steering
There is a nosewheel steering tiller on the Captain's side console. Most aircraft have a
nosewheel steering tiller on the First Officer's side console. A few aircraft do not have a
nosewheel steering tiller on the First Officer's side console.
The nose wheel steering tillers are shown in Figure 2.8.
The tillers are connected to a hydraulic steering mechanism on the nose leg. The
mechanism is powered by the green system.
The tillers can move the nose leg from 70 to the left through to 70 to the right. If
differential braking or asymmetric thrust is used to decrease the turn radius, the nosewheel
can become disconnected and will castor freely. When the nosewheel has castored back
to within the steering range, the steering mechanism will re-engage with the nosewheel.
The nosewheel is free to castor through 360.
Nosewheel steering is only available when the gear has been selected down using the
normal selector and green pressure is available at the down side of the selector valve. If
an emergency lowering is made, the down side of the selector valve is selected to return.
The nosewheel steering is inoperative when the gear is lowered using the emergency
lowering system. However, the nosewheel freely castors; so directional control can be
maintained using differential braking.
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 12
Figure 2.8 - Nosewheel Steering Tillers
l-v 1-17.00008
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LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 13
Brake Selection
There is one set of wheel brakes. They are two hydraulic braking systems:
Yellow system with anti-skid.
Green system with anti-skid,
An emergency yellow selection is available. When emergency yellow is selected, the

yellow braking system is used, but the anti-skid system is turned off; additionally, the DC
pump is forced to run to provide an additional source of hydraulic power for the yellow
brakes.
A brake accumulator in the yellow system stores hydraulic power for the braking system.
The brake accumulator does not supply any other services. A BRK ACC LO PRESS
annunciator is on the overhead HYDRAULIC panel. The annunciator indicates that the
pressure in the accumulator is less than 2 500 psi.
The yellow braking system can be used provided a yellow system pump is providing
pressure: engine 2 pump, the AC pump or the DC pump. The yellow system can also be
used if no yellow system pump is on provided the yellow brake accumulator is charged.
The normal green system can be used provided DC 1 is available and either engine 3
pump or the PTU is providing pressure. If green is selected, but DC BUS 1 fails, the
brakes will automatically change to yellow.
The required braking system is selected on the centre console. The controls are shown in
Figure 2.9. They are: a pushbutton, a lock toggle switch and a separate parking brake
lever. The pushbutton is used to change between the normal yellow and the normal green
braking systems. It has two annunciators: YELLOW and GREEN. The button has two
positions: in and out. When the button is in, the green system is selected and GREEN
illuminates. When the button is out, the yellow system is selected and YELLOW
illuminates.
The lock toggle switch has two positions: EMERG YEL and NORM. At NORM, the brake
selection is via the pushbutton; at EMERG YEL the pushbutton selection is overridden and
the yellow system is selected. If the parking brake is put on, the pushbutton selection is
overridden and the yellow system is selected.
If the pushbutton is in and either the parking brake is on or the toggle switch has been set
to EMERG YEL, both the GREEN and the YELLOW annunciators will be lit: GREEN
because the button is in, YELLOW because the yellow hydraulic system is being used for
braking. If DC BUS 2 is lost, the power supply to the GREEN and YELLOW annunciators
is lost.
When the parking brake is on, two parking brake valves are closed. When both valves are
closed, the yellow anti-skid valves cannot pass fluid back to the reservoir. If either valve
does not close and the yellow system pumps are off, the brake accumulator pressure
reduces quite quickly. When the parking brake is selected on and both the valves are
closed, the PARK BRK ON caption illuminates on the CWP. If either valve does not open
when the park brake is selected off, the caption remains illuminated. With the pumps off,
the parking brake valves closed and the brake accumulator initially fully charged, the
parking brake pressure should be adequate for 150 minutes.
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LANDING GEAR
Chapter 17 Topic 2
Page 14
Right Deck
Figure 2.9 - Brake Selection
E3
PARK:
Yallow brakes Stlloctod
Park brake vatves closed.
BRAKE SELECT switch out:
Yellow selected
YI:LLOW Illuminates
EMERGYEL:
Yellow braking system selected
SRAKE SElECT swlt~h In;

Green selected
GREEN illum1nates
DC pump runs
Anti-skid turned off
NORM:
I Brakes on green system

I Brakes on yellow system
Brakes controlled by BRAKE SELECT

SWitch 8 park brake
Button in and either PARK BRAKE on or EMERG VEL selected.

Brakes on yellow system.
DC 21ost
If DC 1 also lost. brakes on yellow system as selected by lhe loggle switch
tr DC 1 available, brakes as the positions of the three seleclors
-vt-17-00010
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LANDING GEAR
Flight Dec k
Chapter 17 Topic 2
Page 15
Brake Pedals
wheel brakes. The rudder pedals are shown in Figure 2.11.
Either pair of brake pedals operates the brake system selected on the -centre console.
When the left pedals are applied, the right pedals do not move. When the right pedals are
applied the left pedals do not move.
pressure indicators: one for the left brakes and one for the right brakes. The brake
pressure gauges are shown in Figure 2.10.
The pressure on the indicators is the hydraulic pressure applied by the pedals. The
pressure on the indicator is not necessarily the pressure at the wheel brakes. The anti-skid
system modifies the applied pressure to stop the wheels skidding.
Figure 2.10 - Brake Pressure Gauges
1-otl-17-00011
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 16
Figure 2.11 - Brake Pedal s
Right ru dder pedal
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LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 17
Operating the Parking Brake
The parking brake can only be operated from the left seat.
To apply the parking brake:
Press the left seat brake pedals fully on.
THEN
Pull the parking brake lever fully up.
The left seat brake pedals will then be held on mechanically by the parking brake system.
Check that the PARK BRK ON caption illuminates. The caption confirms that the parking
brake valves have closed.
The parking brake will only actually be on if yellow system pressure is available at the
brake accumulator. If the brake accumulator is fully charged and all the yellow pumps are
off, the parking brake pressure will be adequate for 150 minutes.
To take off the parking brake:
Support the parking brake lever.
THEN
Press the left seat pedals .
The lock on the pedals will be removed. Gently lower the parking brake lever. If the
parking brake is taken off by just pressing the toe brakes, spring pressure will force the
parking brake lever rapidly to the down position, thus putting unnecessary stress on the
mechanical components of the selection system.
The PARK BRK ON caption and the BRK ACC LO PRESS annunciator are shown in
Figure 2.12.
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 18
Figure 2-12- BRK ACC LO PRESS Annunciator and PARK BRK ON Caption
BRK ACC LO PRESS annunciator
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Flight Deck
Chapter 17 Topic 2
Page 19
Anti-Skid
The anti-skid flight deck items are shown in Figure 2.13.

The anti-skid control panel is on the overhead panel. The anti-skid control panel contains a
three position switch and two amber annunciators.
The switch is labelled ANTI SKID. The three positions are ON , OFF and BATT. The BATT
position is protected by a baulk. At ON, the anti-skid system is powered from DC BUS 2.
At OFF, the anti-skid system is completely de-powered. At BATT, the anti-skid system is
powered from the EMERG BATT BUS.
The two annunciators are ANTI SKID FAULT and ANTI SKID INOP The FAULT
annunciator indicates that there is a fault within the anti-skid system. The INOP
annunciator indicates that the anti-skid system is inoperative. When either annunciator
illuminates, an ANTI SKID i caption illuminates on the CWP.
The anti-skid system has two power supplies when the switch is at ON and DC BUS 2 is
powered. When the switch is at BATT, the anti-skid has only one power supply. Because
there is only one power supply, the FAULT annunciator illuminates. However, the anti-skid
system is still fully operational.
The anti-skid system has two test buttons on the overhead panel ANTI SKID FAULT YEL
and GRN.
The YEL and GRN channels are tested in the same way. The relevant test switch is held
pressed; both amber annunciators should illuminate; after four seconds, the FAULT
annunciator should extinguish. As soon as the FAULT annunciator extinguishes, the test
switch must be released; after a further ten seconds, the INOP annunciator should go out.
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LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 20
Figure 2.13- Anti-skid Right Deck Items

Anti-skid annunciators
Antl-s1Cid CWP caption
An1i-skld te:s1 switche:s

IYl-1700049
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Flight Deck
Chapter 17 Topic 2
Page 21
Brake Fans
The flight deck brake fans items are shown in Figure 2.14.
A thee-position BRK FANS switch is on the overhead panel just to the left of the ANTI
SKID switch. The positions are OFF, ON and AUTO.
At OFF the brake fans are off. At ON the brake fans are signalled to run.
The AUTO position allows the fans to be controlled by the nose leg position. With AUTO
selected, the brake fans are signalled to run whenever the nose gear is down and locked.
There is a green BRK FANS SEL ON caption on the CSP. The caption illuminates when:
The switch is at ON.
OR
The switch is at AUTO and the nose leg is locked down.
The caption only indicates that power is applied to the fans. There is no fan failure
indicator on the flight deck.
Failure of a fan will be indicated by an abnormally high temperature on the associated
brakes temperature indicator. However, an abnormally high indicated temperature can be
caused by other faults: for example, a binding brake.
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Right Deck
Chapter 17 Topic 2
Page 22
Figure 2-14- Brake Fans Right Deck Items
BRK FANS SEL ON caption
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Chapter 17 Topic 2
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Brake Temperature Indication
A brake temperature indicator (BTl) is fitted. The BTl is normally on the rear centre
console. The BTl is supplied with brake temperature from sensors on the brake units.
If the temperature of a brake exceeds 750"C, maintenance action is required.
There are two types of brake temperature indicator: one with a numeric indication of brake
temperature and the other with strip temperature indicators.
Numeric BTl
The numeric BTl is shown in Figure 2.15. The numeric BTl has:
An OVHT annunciator for each wheel.
A single numeric display of brake temperature.
A pushbutton for each wheel to select any one of wheelbrakes to the numeric
display.
Each pushbutton contains an OVHT annunciator for the associated brake.
A push button to allow the display to show the hottest brake temperature. The
button is labelled MAX.
A three-position combined power and test switch. The positions are ON, OFF and
TEST.
A dimmer control labelled DIM.
There are two standards of numeric indicator.

An OVHT annunciator illuminates if the associated brake temperature exceeds 750C.
Once an OVHT annunciator has illuminated, the warning is latched on. The latch can only
be reset when the temperature is below 7500C. To reset the latch, the switch must be at
OFF for at least 5 seconds.
When the switch is selected to TEST, all four OVHT annunciators illuminate and the
numeric display indicates about 7600C. If an individual brake temperature has been
selected for the test, the system indicates the hottest brake temperature when the switch is
released to ON.
The dimmer dims the white annunciators and the numeric display. The red annunciators
are not dimmed.
When the switch is first selected to ON, the numeric display indicates the temperature of
the hottest brake and the white MAX annunciator is lit.
The BTl is powered from DC BUS 1.
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LANDING GEAR
Chapter 17 Topic 2
Page 24
Right Deck
Figure 2.15 - Numeric BTl
Combined power and test switch

Numeric display
Dimmer
OC1CiCJ
u. u . u.
I_!
MAX
OUTE~
INNER
INNER
Display sei~H:tors
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Flight Deck
Chapter 17 Topic 2
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Strip BTl
The strip BTl is shown in Figure 2.16.

The strip BTl has a multi coloured LCD strip temperature indicator for each brake.
Each strip indicator has sixteen LEOs. The bottom LED is a blue circle it is only lit when
the temperature is below 500C.
The range 50 to 2000C is covered by four green LEOs. The range 250 to 650 degrees is
covered by eight amber LEOs. When the temperature reaches 7500C, three red LEOs
illuminate. The red LEOs indicate an overheat condition.
The temperature at which an LED illuminates is indicated by a scale between each pair of
strips.
Up to 5500C, the indication changes in steps of 500C. Above 5500C, the indication
changes in steps of 1oooc.
The LED associated with the highest reached temperature is latched on as the brakes
cool. The latch is removed by testing the indicator.
The BTl is tested by pressing a TEST button. The successful test sequence is:
Any lit red LEOs go out.
THEN
Each strip shows increasing temperature until all the red LEOs are lit.
THEN
The amber and green LEOs show decreasing temperature, but the red LEOs
remain lit.
When the LEOs show the actual brake temperature, the red LEOs go out.
A light sensor on the BTl panel automatically adjusts the brilliance of the strip indicators.
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Volume 1
LANDING GEAR
Chapter 17 Topic 2
Page 26
Right Deck
Figure 2-16 - Strip BTl
Light sensor
Test button
LEO strip displays
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t
1-vl-1700017
Nov 01 / 09
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Volume 1
LANDING GEAR
Flight Deck
Chapter 17 Topic 2
Page 27
Squat Switches
There are four squat switch test switches on the GRND TEST panel: NOSE SQUAT SW 1,
NOSE SQUAT SW 2, SQUAT SW L and SQUAT SW R. The L and R switches test both
squat switch system 1 and squat switch system 2. The switches are for maintenance use
only; they are shown in Figure 2.17.
Figure 2.17 - Squat Switch Test Switches
N1ose squat switch test switches
System 1 and 2 squat

.__ _ _ _ _ _ _ _ switch test swltchas
i-vl -170005:1
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AVRO 146-RJ Series
Nov 01/09
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Volume 1
LANDING GEAR
Right Deck
Chapter 17 Topic 2
Page 28
Circuit Breakers
The flight deck circuit breakers (CBs) are on the GEAR & BRAKES section of the overhead
circuit breaker panel. The circuit breakers are shown in Figure 2.1 8.
There are four anti-skid CBs:
A SKID 1 (A 1) and A SKID 2 (A4) supply the normal power to the anti-skid system
when the ANTI SKID switch is at ON.
A SKID BAIT is the supply used when the ANTI SKID switch is at BAIT.
A SKID WARN supplies the power for the FAULT and INOP warnings.
There are three gear CBs:
GEAR CTRL (B2) supplies the power for the normal gear selector valve.
STBY GEAR IND (B3) supplies the power for the standby gear indication. It also
affects squat switch system 1.
GEAR IND + WARN (B3) supplies the power for the normal gear indication and
warning. It also affects squat switch system 2 .
Figure 2.18 - Circuit Breakers
1-VII7-G0019
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AVRO 146-RJ Series
Nov 01 / 09
Main Landing Gear
The elements of the main gear are shown in Figure 3 .1 to Figure 3.7.
Each main gear leg incorporates an oleo-pneumatic shock absorber.
Each main gear has an extension and retraction jack. The jack is powered by the green
hydraulic system.
The gear leg is attached to the fuselage by a hinge. The gear retracts into the fuselage. A
door is attached to the gear and moves with the gear. The door is open when the gear is
down and closed when the gear is up.
The gear has to be shortened and folded to fit into the gear bay. The retraction sequence
Each main gear has two down-locks. A side stay mechanically locks the gear in the down
position. A mechanism shortens the gear as the gear is retracted. The shortening
mechanism is mechanically locked when the gear is down. Once the gear is down and
locked, these locks will hold the gear down if hydraulic pressure is lost. Each lock can only
be unlocked by hydraulic pre.ssure.
There are two small hydraulic down-lock unlock jacks. One unlocks the side stay and the
other unlocks the shortening mechanism. The jacks are hydraulically powered to the
unlock position when the gear is selected up. The jacks are operated by green hydraulic
pressure. The down-locks cannot be manually unlocked.
A ground lock pin can be inserted in the side stay. When the pin is in, the gear cannot be
retracted.
Each main gear has two up-locks. One lock mechanically locks the gear leg in the up
position. The other lock locks the door in the closed position. Once the gear is up and
locked, these locks will hold the gear up and the door closed if hydraulic pressure is lost.
There are two small hydraulic up-lock unlock jacks. One unlocks the gear up-lock and the
other unlocks the door up-lock. The jacks are hydraulically powered to the unlock position
when the gear is selected down. The jacks are operated by green hydraulic pressure. The
up-locks can be manually unlocked by pulling the emergency lowering lever.
Normally, the gear door is close to the outboard wheel. The door can be moved further
away from the wheel to give better access for maintenance action: for example, changing a
wheel . The door is connected to the gear by a release mechanism. The release
mechanism is shown in Figure 3.6. When the release mechanism is in its normal position,
the door is close to the outboard wheel. If a pin is removed from the release mechanism,
the door can be moved to the maintenance position. When the release mechanism is not
properly in the normal position, a red witness mark is shown. When the release pin is in, it
is locked in position with a locking pin. In the external checks, the release mechanism is
check.ed. The checks are:
The pin must be in and locked.
No part of the red witness mark must be present.
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 2
Figure 3-1 - Left Main Gear from the rear

The door is attached to t he gear by this linkage
Gear hinged to th e fuse lage here
Gear door
Extension and
t4ltraellon jaek
Door up lock attachment point
FCOM:V1-002
Shock absorber
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1-vl-17-00020
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 3
Figure 3.2 - Left Main Gear from the front
,----~--
Shortening mechanism
unlock jack
I.YI 17.00021
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 4
Figure 3.3 - Forward Part of the Left Gear Bay

Extension and ret raction jack
Emergency lowering asslster jack

Side-stay
Side-stay unlock jack
Ground loci( pin

l-v117-oo022
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Nov 01 / 09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 5
Figure 3.4 - Left Gear Up-lock
Gear up-lock manual

unlock mech anism
Gear up-lock unlock jack

Gear lag up-lock
Front of Inboard whttl
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
Chapter 17 Topic 3
Page6
LANDING GEAR
Landing Gear
Figure 3-5 - Left Gear Door Up-lock
Gear bay light
Door up-lock unlock jack
Up-lock attachmen1 point
The door up-lock manual unlock

mechanism Is behind this falling
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 7
Figure 3.6- Door Release Mechanism

Door release mechanism
Door release mechanism securing pin
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Pages
Figure 3.7- Gear Retraction
The gear has to retrad

Into this space
Gear 111tra<:tlng
and shortening
Gear retracted and compre&s.ed

to fit Into the gear bay
1-117..00026
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page9
Nose Gear
The nose gear is shown in Figure 3.8 to Figure 3.13. The nose gear leg incorporates an
oleo-pneumatic shock absorber
The nose gear retracts forwards into the nose gear bay. It is operated by an extension and
retraction jack. The jack is powered by the green hydraulic system. There are three nose
gear bay doors: two forward doors and one aft door.
The aft door is fixed to the gear. The aft door is open when the gear is down and closed
when the gear is up.
The two forward doors are linked to the gear by a door operating mechanism. The
mechanism has three connecting rods: one large rod and two small rods. The mechanism
opens the doors for the gear to be lowered or raised; the mechanism then closes the doors
once the gear is clear of the doors. The forward doors are closed when the gear is down
and locked and when the gear is up and locked.
The large rod is connected to the gear by a quick release pin. When the pin is removed,
the nose doors fall open to allow easy access to the nose gear bay for maintenance
action. The pin has a locking pin. The release pin and its locking pin are checked in the
external checks.
There is an up-lock and down-lock plunger on top of the gear leg. When the gear is down
and locked, the plunger is engaged in a down-lock. When the gear is up and locked, the
plunger is engaged in an up-lock. The hydraulic jack operates a lever to remove the
plunger from the up-lock when the jack starts to move to the down position. The hydraulic
jack operates the same lever to remove the plunger from the down-lock when the jack
starts to move to the up position.
A ground lock pin can be inserted in nose gear. When the pin is in, the gear cannot be
retracted.
When the emergency lowering handle is pulled up, the up-lock is removed mechanically
from the plunger.
There are two assister struts in the forward part of the nose gear bay. The struts have two
functions:
To stop the wheels rotating as the gear is retracted.
To assist the gear to the down position when an emergency lowering of the gear is
made.
When the gear is raised, the wheels hit the struts and friction between the wheels and the
struts stop the wheels rotating. As the gear continues upwards, springs in the struts are
compressed to store energy. The stored energy is used to assist an emergency lowering
of the gear. When the emergency lowering lever is pulled up, the nose leg is assisted in its
initial downwards motion by the two assister springs; it then falls assisted by gravity and
aerodynamic loads.
A nosewheel steering mechanism is on the nose gear. The mechanism is connected to the
nosewheel by torque links. The steering mechanism is connected to the flight deck tillers.
The steering is hydraulically powered by the green system.
FCOM:V1-002
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Volume 1
LANDING GEA R
Landing Gear
Chapter 17 Topic 3
Page 10
Figure 3.8 - Nose Gear

Up-lock and down-lock plunger
Asslster strut
Extension and retraction Jack
Aft door
Gear rotates about this axis

Forward doors
Door operating mechanism
sma'll rods
Door operating mechahlsm largo rod
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AVRO 146-RJ Series
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 11
Figure 3.9 - Looking into the Nose Gear Bay
Asslster struts
--~-
Extension and retraction jack
Gear bay light
Quick release pin
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 12
Figure 3-10 - Nose Gear from the Left

Nos. gear plnln place
Nose gear pin fits here
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AVRO 146-RJ Series
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 13
Figure 3.11 - Nose Gear Doors Open Looking Aft

Large connecting rod
Extension and retraction j ack
Steering actuator
Shock absorber
Rlglht door
Large rod attachment point
Ground lock pin
Left door
~YI-17..00030
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 14
Figure 3.12 - Quick release Pin

Door operating mechanism disconnected
Door operating mechanism ConnKted
~v1-17-D003t
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 15
Figure 3.13 - Assister Struts
Door operating mechanism small rods
i-V1 17.00032
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 16
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Nov 01/09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 17
Gear Normal Control Schematic
A normal operating schematic is shown in Figure 3.14.

Each extension and retraction jack has a down side and an up side. The main door
upelocks and the main gear upelocks have a lock side and an unlock side. The oleo
shortening mechanism unlock jacks and the side stay unlock jacks have one hydraulic
input each. The jacks are pressurised to the unlock position when hydraulic power is
supplied to the jacks.
There are two auxiliary braking pistons. They are used to apply the brakes during
retraction. The pistons have one hydraulic input each. The pistons are pressurised to the
brakes on position when hydraulic power is supplied to the pistons.
An electrically operated retraction brake valve is fitted. The valve moves to a position to
apply hydraulic power to the shortening mechanism unlock jacks and the auxiliary braking
pistons when the gear is selected up. The valve moves to a position to connect the
shortening mechanism unlock jacks and the auxiliary braking pistons to the hydraulic return
pipes 24 seconds after the gear has been selected up. The auxiliary brakes are taken off
and the shortening mechanism unlock jacks move to the locked position.
The normal selector valve is a rotary motorised valve. Electrical power is provided from DC
BUS 2. The power comes via the normal selector. When the selector is put to the ON
position, the valve is motored to the down position. When the selector is put to UP, the
valve is motored to the up position.
When the gear is selected to down:
Hydraulic pressure is supplied to the unlock side of each up-lock jack and the lock
side of each up-lock jack is connected to return.
Hydraulic pressure is supplied to the down side of each extension and retraction
jack and the up side of each extension and retraction jack is connected to return.
When the gear is selected to up:
Hydraulic pressure is supplied to the side stay unlock jacks, the shortening
mechanism unlock jacks and the auxiliary braking pistons.
Hydraulic power is supplied to all the up-lock jacks to move them to the locked
position.
Hydraulic pressure is supplied to the up side of each extension and retraction jack
and the down side of each extension and retraction jack is connected to return.
After 24 seconds, the auxiliary brake pistons and the shortening mechanism unlock
jacks are connected to return.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 18
Figure 3.14 - Gear Normal Operating Schematic

DCBUS2
Supply
Normal selector valve:

Shown at down.
Rotate go for up.
Gear
uplock
jacks
Retraction
b:rake valve
Door uplock
jacks
Shortening
mechanism
unlock jacks
Nos.e
Auxiliary
brake
pistons
Side-stay
unlock jacks
Left
main
gear
j ack
Right
main
gear
jack
i-v1-17-00033
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 19
Nosewheel Steering
The nosewheel steering is shown schematically in Figure 3.15.

The nosewheel steering tillers are mechanically linked to a steering valve. The steering
valve hydraulically positions the nosewheel.
Hydraulic power is only available to the steering valve when the normal selector valve is in
the down position and hydraulic pressure is supplied to the selector valve.
Hydraulic pressure is routed to the steering valve via a shut off valve The shut off valve is
only open when the nose wheel is within 70 of the straight ahead position.
The supply pipe to the selector valve is vented to return when the emergency lowering
handle is up. The nosewheel steering is not available when the gear is lowered using the
emergency system.
When the nose oleo extends after take off, the nose wheel is automatically centred by a
centring cam.
When the gear is up, the nosewheel steering is mechanically locked at the neutral position.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 20
Figure 3.1 5 - Nosewheel Steering Schematic

DC BUS 2
Closed when
steering >70
Supply
Shut-off
Nose wheel
valve steering valve
Gear
uplock
fach
Retraction
brake valve
Door uplock
jacks
Shortening
mechanism
unlock jacks
Nose
Auxiliary
brake
pistons
Side-stay
unlock jacks
Left
main
Right
main
g.ar
jack
jack
1-Vt 1Hl0DJ4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 21
Emergency Lowering
Emergency lowering is shown schematically in Figure 3.1 6.

A two-position dump valve is between the hydraulic supply pipe and the selector valve.
The positions are normal and dump. When the valve is at its normal position, hydraulic
pressure is supplied to the normal selector valve. When the valve is at its dump position,
the supply of pressurised hydraulic fluid is removed from the normal selector valve inlet
and the inlet is connected to the hydraulic return pipes.
The main gear emergency assister jack is a double acting jack. One jack pushes the left
gear down and the other jack pushes the right gear down.
A two-position assister jack selector valve is between the yellow hydraulic supply and the
assister jack. The two positions are normal and emergency. At the normal position,
hydraulic pressure is not connected to the jack and the jack is connected to the hydraulic
return pipes. At the emergency position, yellow hydraulic pressure is connected to the
assister jack.
When the emergency lowering handle is up:
All three gear leg up-locks are mechanically removed.
The dump valve is mechanically moved to the dump position.
The assister jack selector valve is mechanically moved to the emergency position.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
LANDING GEAR
Landing Gear
Chapter 17 Topic 3
Page 22
Figure 3.16- Emergency Lowering Schematic

Selector valve:
Shown in normal position.
Move to left to connect supply to the jack.
Supply
Selector
valve
Main gear
Down
assister jack . - - - - - - - ' '-----..-...,
DC BUS2
Return
Supply
Return 1---IMech<mical unlock
Dump
valve
linkage~ ---.
Clo$e<t when
Down
Return
Dump valve:
Shown in normal position.
Move to right to dump (connect
selector valve to return).
Normal selector valve:

Shown at down.
Rotate go for up.
,
i-v1-1 7-00035
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Brake Pedals and Brake Control Valves
The brake pedals are shown schematically in Figure 4.1.

There are two pairs of brake control valves: yellow and green. One valve of a pair supplies
pressure to the left wheel brakes; the other valve of a pair supplies pressure to the right
wheel brakes. The yellow brake control valves receive hydraulic pressure when the yellow
braking system is in control. The green brake control valves receive hydraulic pressure
when the green braking system is in control. The yellow and green control valves cannot
receive hydraulic pressure at the same time.

The left yellow control valve and the left green control valve are connected together by a
spring strut. The right yellow control valve and the right green control valve are connected
together by another spring strut. The Captain's brake pedals are mechanically linked to the
yellow brake control valves. The First Officer's brake pedals are mechanically linked to the
green brake control valves.
When either pair of brake pedals is deflected, both pairs of brake control valves move.
However, operation of the Captain's brake pedals does not move the First Officer's brake
pedals; operation of the First Officer's brake pedals does not move the Captain's brake
pedals.
When the parking brake is applied, the Captain's brake pedals are mechanically held in the
fully on position.
The pressure demanded from the brake control valves depends on the ped al position. The
pressure increases smoothly from zero to 3 000 psi as the pedals are deflected from fully
off to fully on.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 2
Figure 4.1 -Brake Pedals

Yellow brake control valv&s
Green brake control valves
!
Spring struts
Fil'$t Of&er's brake pedals
Captain's brake pedals
FCOM:V1-002
AVRO 146-RJ Series
i-1 -17-00038
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 3
Brake Selection
The brake selectors are shown in Figure 4.2. The yellow system selected is shown in
Figure 4.3. The green system selected is shown in Figure 4.4. There are lWo brake
selector valves: yellow and green. When the yellow valve is open, it passes yellow
hydraulic system pressure to the yellow brake control valves. When the green valve is
open it passes green hydraulic system pressure to the green brake control valves.
The selector valves are electrically operated by solenoids. The power comes from DC
BUS 1. When the yellow selector valve is electrically powered, it is closed. When
electrical power is removed from the yellow selector valve, it opens. When the green
selector valve is electrically powered, it is open. When electrical power is removed from
the green selector valve, it closes.
Electrical power to the solenoid valves comes via a brake selection relay operated by the
brake selection circuit. The lWo selector valves cannot be open at the same time.
Whenever one valve is open the other is closed. Only one brake system can be operative
at a time.
The relay is set to remove power from both valves (so yellow is selected) when either: the
pushbutton is set to the yellow position, or the parking brake lever is set to on, or the lock
toggle switch is set to EMERG YEL, or DC BUS 1 is lost.
Power is only applied to both valves when: DC BUS 1 is powered, the pushbutton is set to
the green position, the parki ng brake lever is set to off, and the lock toggle switch is at
NORM.
If the pushbutton is in and either the parking brake is on or the toggle switch has been set
to EMERG YEL, both the GREEN and the YELLOW annunciators will be lit: GREEN
because the button is in, YELLOW because the yellow hydraulic system is being used for
braking. If DC BUS 2 is lost, the power supply to the GREEN and YELLOW annunciators
is lost. If DC BUS 1 is lost, the yellow braking system is automatically selected because
power is removed from both selector valves. At the essential and emergency power levels,
the green braking system is not available.
Figure 4.2 - Brake Selector
Green
Selected
Yellow
Sel&eled
~v1- t 7.()()O.t()
FCOM:V1 -002
AVRO 146-RJ Series
Oct 31 /13
AVRO 146-RJ FCOM

Volume 1
LANDING GEA R
Brakes
Chapter 17 Topic 4
Page 4
Figure 4.3 - Yellow Brakes Selected

DC BUS 1
Brake select relay
----- ~
Coil
r-B-r-a-k e- s-el-e-ct- io
_n
_ c-ir_c_
u....,
itl
Yellowd
Green
Yellow system
pressure
Yellow
selector
valve
cv
Solenoid
Left yellow brake

control valve
Green system
pressure
I Solenoid
V'\
I(
Right yelloW' brake

control valve
Left green brake

control valve
Green
selector
valve
Right green brake

control valve
..v1-1 7-0 0041
Figure 4.4 - Green Brakes Selected
DC BUS 1
0
Yellow
Brake select relay
\---i H
Coil
Green
Yellow system
pressure
Yellow
selector
valve
Green system
pressure
Solenoid
I Solenoid
'lr
Left yellow brake

control valve
Brake selection circuit!
v
\....
Right yellow brake

control valve
Left green brake

control valve
G<ee"
selector
valve
Right green brake

control valve
IV117-00042
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 5
Shuttle Valves
The output from the two braking systems goes to the wheelbrakes via a shuttle valve. The
highest pressure at the shuttle valves applies pressure to the brakes. The shuttle valve is
Figure 4.5 - Shuttle Valve
Yellow braking '"===~
system
r
Shuttle valve
L...__ _
t-::===:
t-
- -- - '
Green braking
system
i-v1- 17-00043
Skid Control Valves

The skid control valves are shown schematically in Figure 4.6.
From the yellow brake control valves, hydraulic pressure is passed to four yellow skid
control valves: one for each wheel. The skid control valves are electrically controlled by
the antiskid control unit.
From the green brake control valves hydraulic pressure is passed to four green skid control
valves: one for each wheel . The skid control valves are electrically controlled by the
anti-skid control unit.
Each anti-skid valve has an output to the associated wheel brake and an output to the
hydraulic return lines to the reservoir. The anti-skid unit prevents a wheel skidding by
returning fluid from the skid control valve to the hydraulic reservoir.
Each wheel has a wheel speed transducer. The wheel speed transducers send wheel
speed to the anti-skid control unit. There is a control circuit for each wheel. The circuit
controls both the yellow skid control valve and the green skid control valve for the
associated wheel. Both valves are controlled at the same time. A changeover can be
made from one braking system to the other with the newly selected system being instantly
available with anti-skid protection.
For some failures of a wheel control circuit, the circuit of the adjacent wheel will
automatically take control of the failed circuit's wheel. In these cases, the ANTI SKID
FAULT annunciator will illuminate.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
LANDING GEAR
Chapter 17 Topic 4
Page 6
Brakes
Figure 4.6 - Skid Control Valves
Selector valve
Left brake
co ntrol valve
Control
circuit
Skid
control
valve
Rig ht brake
control valve
Control
circuit
circuit
Skid
control
valve
Skid
contro l
valve
Control
circuit
Skid
control
valve
~
Shuttle
v alve
i-v 1-1 7 -0004 4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 7
Parking Brake VaJves

The parking brake valves are shown schematically in Figure 4. 7.
The skid control valves have a natural leak rate; they return some fluid to the reservoir
when antieskid action is not required. To prevent the parking brake accumulator being
quickly depleted when the parking brake is on and all the yellow hydraulic pumps are off,
the return from the skid control valves is blocked whenever the parking brake is on.
There are two parking brake valves in the return lines from the skid control valves to the
reservoir. The valves are motorised valves. The valves are operated by switches
controlled by the parking brake lever. When the parking brake lever is put to on, the
parking brake valves are motored to closed. When the parking brake lever is put to off, the
parking brake valves are motored to open.
Power to move the parking brake valves comes from the EMERG BATT BUS.
The PARK BRK ON caption illuminates when the parking brake lever is on and both the
parking brake valves are closed. The PARK BRK ON caption remains on until the parking
brake lever is off and both the valves have opened. If both the valves do not open when
the parking brake is off, the anti-skid system cannot function because the return path from
the skid control valves to the reservoir is blocked.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
LANDING GEAR
Brakes
Chapter 17 Topic 4
Pages
Figure 4_7- Parking Brake Valves

EM ERG
BATT BUS
Return
from skid
control
valves
PARK BRK
ON
PARK
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Brakes
Chapter 17 Topic 4
Page9
Yellow Braking System
The yellow braking system is shown in Figure 4.8

The yellow brake control valves are mechanically connected to the Captain's brake pedals
and the green brake control valves. The output from the left yellow brake control valve
goes to the two left yellow skid control valves. The output from the right yellow brake
control valve goes to the two right yellow skid control valves. The pressure immediately
downstream of the brake controls valves is indicated on the YELLOW brake pressure
gauge.
The anti-skid control unit controls the skid control valves electrically. The skid control
valves reduce the pressure at their output by returning hydraulic fluid back to the yellow
reservoir.
The pressure at the output of the skid control valves applies the brakes via the shuttle
valves.
The skid control valves have a natural leak rate. They return some fluid to the reservoir
when anti-skid action is not required. To prevent the parking brake accumulator being
quickly depleted when the parking brake is on and all the yellow hydraulic pumps are off,
the return from the skid control valves is blocked. Two parking brake valves are fitted.
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LANDING GEA R
Brakes
Chapter 17 Topic 4
Page 10
Figure 4.8- Yell ow B raking System

C.aptaln' s brake pedals
Pressure at the brake accumulator.

Any yellow pump can supply this point.
Park brake
valve{s)
Yellow
selector
valve
Right
brake
Left
b rake
Return
from skid
control
valves
PARK BRK
ON
To the right
green brake
control valve.
Skid
control
valve
Gl
>
fti
>
Skld
control
valve
The skid control

valves are
electronically
controlled,
They prevent
skidding by
dumping fluid
to the reservoir.
.,>
Gl
>
= =
II
:s
r.
:s
r.
f1J
CD
'E:s
r.
f1J
f1J
From the green

braking system.
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control
valve
>
fti
>
fti
Gl
Skid
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valve
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LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 11
Green Braking System
The green braking system is shown in Figure 4.9.

The green brake control valves are mechanically connected to the First Officer's brake
pedals and the yellow brake control valves. The output from the left green brake control
valve goes to the two green left skid control valves. The output from the right green brake
control valve goes to the two right green skid control valves. The pressure immediately
downstream of the brake controls valves is indicated on the GREEN brake pressure gauge.
The anti-skid control unit controls the skid control valves electrically. The skid control
valves reduce the pressure at their output by returning hydraulic fluid back to the green
reservoir.
The pressure at the output of the skid control valves applies the brakes via the shuttle
valves.
There are no parking brake valves in the return lines from the green skid control valves to
the reservoir because the green system is not used by the parking brake.
Wheel Speed
Wheel speeds are quoted as the groundspeed equivalent to the wheel rotational speed.
Wheel Spin-up
The anti-skid control unit generates a spin-up signal. The spin-up signal is generated once
a wheel on each main leg accelerates through 33 kt. The spin-up signal is retained until
the wheels decelerate through 15 kt.
Anti-Skid Function
i he anti-skid function does not become active until the wheel spin-up signal is present.
When pressure in excess of that required to cause the wheels to skid is applied by he
brake control valves, the anti-skid computer modulates the pressure through the anti-skid
valves so that there is a small amount of slip between the ground and the wheels. This
produces the best retardation force on the aircraft.
When the spin-up signal drops out (at 15 kt), the anti-skid signal to the skid control valves
is gradually reduced so that the pressure applied through the brake control valves is sent
directly to the brakes.
Locked Wheel Protection

Above 40 kt wheel speed, the two inboard wheels monitor each other for a locked wheel
condition. If one wheel sees that the other is locked, the rotati ng wheel control circuit
signals the locked wheel circuit to dump pressure to the locked wheel.
The two outboard wheels monitor each other in the same way.
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LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 12
Figure 4.9 - Green Braking System

First Officer's brake pedals
Green system pressure
Green
selector
valve
Return
from skid
control
valves
Left
brake
Right
brake
To the left
yellow brake
control valve
To the right
yellow brake
control valve
The skid control
valves are
electronically
controlled
Skid
control
valve
Skid
control
valve
They prevent
skidding by
dumping fluid
to the reservoir
Skid
control
valve
Skid
control
valve
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LANDING GEAR
Brakes
Chapter 17 Topic 4
Page 13
Touchdown Protection
To prevent the brakes being inadvertently applied on touchdown, pressure from the skid
control valves to the wheels is dumped when the aircraft is in the air and there is no
spin-up signal. The air ground status comes from the squat switch system.
For the inboard wheels, the air ground status comes from squat switch system 1 ; for the
outboard wheels, the air ground status comes from squat switch system 2.
If the aircraft is landing on a low friction surface, the wheels may take a few seconds to
spin up. If the brakes were available as soon as the squat switches sense the on ground
condition and the brakes were applied too soon, the wheels may lock. To overcome this
problem, wheel braking on a pair of wheels is not available until the first of:
The associated squat switch system has been on the ground for five seconds.
The spin -up signal is present.
Wheel-spin Test Switch
A wheel-spin test switch is on the top right edge of the maintenance panel in the avionics
bay. The switch is a two-position toggle switch with a guard. The positions are NORM and
TEST.
When the guard is down, the switch is forced to NORM. At NORM:
The Land R squat switch test is enabled when the parking brake is on and disabled
when the parking brake is off.
The anti-skid test is enabled when the parking brake is on and disabled when the
parking brake is off.
When wheel spin test switch is at TEST:
The Land R squat switch test is enabled when the parking brake is on and when
the parking brake is off.
The anti-skid test is enabled when the parking brake is on and when the parking
brake is off.
In the external checks, the switch is checked. The guard should be down.
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Brakes
Chapter 17 Topic 4
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Squat Switch System Failures
The squat switch system 1 signal to the anti-skid control unit fails to the airborne state:
If EMERG DC is lost.
OR
For some failures in the standby gear indication system: for example, the STBY
GEAR IND circuit breaker is tripped or pulled out.
The squat switch system 2 signal to the anti-skid control unit fails to the airborne state:
If DC 2 is lost.
OR
For some failures in the normal gear indication system: for example, the GEAR IND
+WARN circuit breaker is tripped or pulled out.
For fai lures resulting in the loss of the squat switch 1 on ground input, the inboard wheel
brakes will be lost below 15 kt because:
The airborne condition has been sensed by the inner wheel control circuits.
AND
The wheel spin-up signal is not present.
For failures resulting in the loss of the squat switch 2 on ground input, the outboard wheel
brakes will be lost below 15 kt because:
The airborne condition has been sensed by the outer wheel control circuits.
AND
The wheel spin-up signal is not present.
If the squat switch 1 and the squat switch 2 on ground signals are lost, there will be a total
loss of braking below 15 kt if the anti-skid system is powered. To recover braking, EMERG
YEL should be selected. A failure in the emergency yellow selection circuit could result in
the anti-skid system remaining powered when EMERG YEL is selected. If a selection to
EMERG YEL does not restore braking, the ANTI SKID switch must be selected OFF.
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Brakes
Chapter 17 Topic 4
Page 15
Hydraulic Fluid Transfer
If the yellow braking system is selected and the brakes are applied, fluid from the yellow
system enters the brakes:
If the brakes are released with the yellow braking system still selected, the fluid
returns to the yellow reservoir.
If the green system is selected before the brakes are released, the fluid goes to the
green reservoir when the brakes are released, resulting in fluid being transferred
from the yellow reservoir to the green reservoir.
If the green braking system is selected and the brakes are applied, fluid from the green
system enters the brakes:
If the brakes are released with the green braking system still selected, the fluid
returns to the green reservoir.
If the yellow system is selected before the brakes are released, the fluid goes to the
yellow reservoir when the brakes are released, resulting in fluid being transferred
from the green reservoir to the yellow reservoir.
To avoid transfer of fluid from one reservoir to the other in normal operations, normal
transfer from one system to the other must be made with the brakes off.
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Topic 1 - Overview
Scope ...................................... ......................................................... .............................
Flight Deck Lighting.......................................................................................................
Cabin Lighting .................................................................................. ........... .......... ... .....
Bay Lighting ...... .. .......... ... .......... ......... ............................................ . ... ...................... ....
External Lights ..... ... ...... ... .......... ............ .......... ............. ......... .......... ... ......... ............. ....
VIP Cabin Lighting ......................................... .... ................... ........... ....... ......................
1
2
2
2
3

Left and Right Dimming Panels........................................................ .............................
Centre Console Controls ...............................................................................................
Glareshield Lighting Dimmer..... ............ ............. ................... ............ ............................
Standby Compass and Eye Locator Lights Switch .......................... ............... ..............
Overhead Panel Dimmers ...................... ............................................ ............. ..............
Lights and Notices Panel .......................... ....................................... .................. ...........
Overhead Panel Extension .. ... .. ..... ... ... ..... .. . ...... .... ... .......... ....... ... ... ........ ....... ... ... ..... .. .
Entry Light Switches......................................................................................................
Instrument Panel Flood and Storm Lights.....................................................................
Centre Console Floodlight...................... ............................................ ............. ........ ......
Instrument Panel and Console Lights.............. ................................ .............................
Glareshield and Overhead Lights......... ...................................... ...... .............................
Sill and Lap Lights .........................................................................................................
Flight Kit Lights................................................................................ ............. .................
Flight Deck Entry Lights ... ................................................................ ..................... ... .....
Flight Deck Emergency Lights ... ............. ......... ............. ............ ....... ... ......... ............. ....
3
5
5
5
7
9
11
13
15
17
19
21
23
25
27
29
Topic 3 - Passenger Cabin

Cabin Attendant's Panel Light Switches and Circuit Breakers .................................... ..
Centre, Side and Reading Lights ..................................... ................ .......... ........ ...........
Side Lights .... .. ... ... .. .. ... .. .. ... .. .... .. .. .. .. .. .. .... .. . .. ... .. .. .. .. ... ... .. .... ..... .. .. .. .. ... .. .. .... .... .. .. .. ..... .
Centre Lights.................................................................................... .............................
Reading Lights..............................................................................................................
Vestibule Lighting ...................... ......................................................... ...........................
Cabin Emergency Lights Switches and Annunciators...................................................
Cabin Emergency Lighting........ ....................................................................................
Normal Operation of the Cabin Emergency Lighting.....................................................
Turning the Cabin Emergency Lights off with Battery Power........................................
Toilet Lights ............................... ............. .......................................... .......... ...................
Cabin Signs ..................................................................................... ..............................
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LIGHTS
Contents
Chapter 18 TOC
Page2
Topic 4- Lower Bays
Overview.......................................................................................................................
Cargo Bay Lighting........................................................................................................
Avionics Bay Lighting ..................... .......................................... ................... ..................
Hydraulics Bay Lighting..................................................................... ............................
Air Conditioning Bay Lighting (Rear).............................................................................
Gear Bay Lights ...... ...... ... ... ... .. .. ... . ...... .... . ..... . ..... ..... ...... ..... ...... ... .. .. .... .. .... ..... . ..... ..... ..
1
1
3
7
7
9
Topic 5 - External
Overview............................................................................................ ...........................
Navigation Lights...........................................................................................................
Strobe Lights.................................................................................................................
Anti-collision Beacons...................................................................................................
Landing and Taxi Lights................................................................................................
Runway Exit Lights............................................................................ ............................
Wing Inspection Lights..................................................................................................
Logo Lights......................................................................................... ...........................
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LIGHTS
Contents
Chapter 18 TOC
Page3
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Scope
This chapter describes the aircraft lighting and is split into the following topics:
The flight deck lighting.
The passenger cabin lighting.
The lighting in the lower bays.

The extemallights.
VIP cabin lighting.
Flight Deck Lighting
The area lighting in the flight deck has the following -elements:
Flight deck entry lights.
Flood lights for the instrument panels and the centre console.
Storm lights.
Emergency lights.
The panels have white legends and lines engraved on them. These engravings are
illuminated by lights within the panels. This lighting is known as panel lighting. The panel
lights also illuminate the selected end of each rocker switch.
Panel lighting is provided for the overhead panels, the glareshield, the instrument panels
and the panels on the centre and side consoles.
Instrument lighting is provided for the instruments on the overhead panels, on the
instrument panels, on the centre console and on the side consoles.
The standby compass has an integral light. Another light behind the standby compass
illuminates the eye locator. A switch on the overhead panel controls both lights.
Two reading lights are provided for each pilot: a sill light and a lap light. The sill light,
illuminates the on-side notepad holder on the window sill; the lap light, illuminates the
pilot's lap.
Each pilot has a dimming panel on the side console. The left dimming panel controls the
lighting for the left side console, left instrument panel and the centre instrument panel. The
right dimming panel controls the lighting for the right side console and the right instrument
panel.
A dimming panel on the centre console controls the centre console lighting.
Dimmers for the overhead panels and instruments are on the overhead panel. A dimmer
for the glareshield is on the overhead panel.
Some electronic displays have individual dimmers.
Switches for the external lights, cabin emergency lights and cabin signs are on the
overhead panel.
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LIGHTS
Overview
Chapter 18 Topic 1
Page2
Cabin Lighting
All the cabin lights are controlled from the forward cabin attendant's panel. The panel is
above the forward service door.
Main cabin lighting is provided by fluorescent centre aisle lights and side lights.
Toilet lighting is provided by fluorescent lights and standby incandescent lights.
Fluorescent lighting is provided for each vestibule. The forward vestibule fluorescent lights
are forced to on whenever the flight deck entry lights are on. When the flight deck entry
lights are off, the forward vestibule fluorescent lights are controlled by a switch on the
forward cabin attendant's panel.
Dim incandescent lighting is also provided for the forward vestibule. The dim lights are
powered directly from external AC when external AC is connected to the aircraft but is not
connected to the main busbars or the ground service busbar.
Emergency aisle lights and exit lights are fitted to all aircraft. Some aircraft have floor
proximity escape path marking. The emergency lights are controlled from a switch in the
flight deck and a switch in the forward vestibule.
No smoking signs and seat belt signs are fitted strategically through the cabin. A switch for
the no smoking signs and a switch for the seat belt signs are in the flight deck.
Bay Lighting
Lighting is provided for the following bays:
The avionics bay.
The hydraulic bay.
The main gear bays and the nose gear bay.
The aft cargo bay.
External Lights
Upper and lower red anti-collision beacons.
Runway exit lights.
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Overview
Chapter 18 Topic 1
Page3
VIP Cabin Lighting
Some aircraft have a VIP cabin. The individual VIP lighting schemes may differ between
aircraft.
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Overview
Chapter 18 Topic 1
Page4
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Left and Right Dimming Panels
Each pilot has a dimming panel. The dimming panels are shown in Figure 2.1 .
The left dimming panel contains the following:
A FLT KIT dimmer. The FLT KIT dimmer controls the brightness of a light in a
stowage in the left side console.
A SILL light pushbutton switch. The SILL switch turns the left sill light on and off.
A LAP light pushbutton switch. The LAP swit ch turns the left lap light on and off.
A dimmer above the SILL and LAP light switches. The dimmer controls the
brightness of both the left sill light and the left lap light.
A PANEL FLOOD dimmer. The PANEL FLOOD dimmer controls the brightness of
the left instrument panel and centre instrument panel flood lighting. When the
dimmer is turned fully clockwise to a STORM position, a switch is made that turns
on the storm lights above the left and centre instrument panels.
A PANEL INSTS dimmer. The PANEL INSTS dimmer controls the brightness of
the panel lights and instrument lights on the left side console, on the left instrument
panel and on the centre instrument panel.
The right dimming panel contains the following :

A FLT KIT dimmer. The FLT KIT dimmer controls the brightness of a light in a
stowage compartment in the right side console.
A SILL light pushbutton switch. The SILL switch turns the right sill light on and off.
A LAP light pushbutton switch. The LAP switch turns the right lap light on and off.
A dimmer above the SILL and LAP light switches. The dimmer controls the
brightness of both the right sill light and the right lap light.
A PANEL FLOOD dimmer. The PANEL FLOOD dimmer controls the brightness of
the right instrument panel flood lighting. When the dimmer is turned fully clockwise
to a STORM position. a switch is made that turns on the storm light above the right
instrument panel.
A PANEL INSTS dimmer. The PANEL INSTS dimmer controls the brightness of
the panel lights and instrument lights on the right side console and on the right
instrument panel.
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Volume 1
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 2
Figure 2.1 - Left and Right Dimming Panels
Left side console

stowage light di /mer
Left sill and tap
lights dimmer
, . - - - - - - - Floodlight dimmer for:

~
Left Instrument panel
;. Centre instrument panel
Panel and instrument light

dimmer for:
,.
Left side console
Left instrument panel
Centre i!lftn!mtnt pantl
Left stonn light switch
Left sill light switch
Left lap light switch
Right side console

s1owage light dimmer
Right sill and lap
lights dimmer
Flood light dimmer for the

right instrument panel
Panel and Instrument light

dimmer for:
~
Rlght side console
).
Right instrument panel
Right stollJil Ught switch

Right lap light switch
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LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 3
Centre Console Cont ro ls

The centre console has a dimming panel and a separate fixed level dimming switch. They
are shown in Figure 2.3.
The forward console is divided into a forward section and an aft section. The division is
shown in Figure 2 .3.
The centre console dimming panel contains:
A FWD CONSOLE dimmer. The FWD CONSOLE dimmer controls the brightness
of the panel lights on the forward section of the centre console.
An AFT CONSOLE dimmer. The AFT CONSOLE dimmer controls the brightness
of the panel lights on the aft section of the centre console.
A CONSOLE FLOOD dimmer. The dimmer controls the brightness of the centre
console floodlighting.
On aircraft with an enhanced security door, the panel also includes the remote
locking control tor the door.
The aft part of the forward console contains flying controls: trimmers, flap lever and
airbrake/lift spoiler lever. An extra level of dimming can be applied to this area by pressing
the fixed level dimming switch. The switch label is PANEL LT PUSH ON/DIM.
Some enhanced flight deck doors have a keypad entry facility. The centre console dimmer
panel shown in Figure 2.3 is for an enhanced door w ithout a keypad facility. The panels tor
aircraft without an enhanced flight deck door and for an enhanced door with the keypad
entry facility are shown in Figure 2.2.
Figure 2.2 - A lternative Centre Console Dimming Panels
Panel for aircraft wl1hout an onhancod flight dock door
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LIGHTS
Chapter 18 Topic 2
Page 4
Right Deck
Figure 2.3 - Centre Console Controls
Centre console f lying control area

rixed level dimming switch
Centre console floodlight dimmer

Aft console panel tights dimmer
Forward console panel lights d lmmer
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LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 5
Glareshield Lighting Dimmer
A dimmer for the glareshield panel lights is on the bottom left corner of the overhead
panel. The dimmer is shown in Figure 2.4. The dimmer's label is DIM GLARESHIELD.
Standby Compass and Eye Locator Lights Switch
A push switch, on the bottom left of the overhead panel, turns both the standby compass
light and the eye locator light on and off. The switch is shown in Figure 2.4. The switch
legend is STBY COMP & EYE LOCATOR PUSH ON/OFF.
Overhead Panel Dimmers
There are two overhead panel dimmers on the bottom right of the overhead panel: DIM
INSTS and DIM PANEL. They are shown in Figure 2.4.
The DIM INSTS dimmer dims the lights in all the instruments on the overhead panel.
The DIM PANEL dimmer dims the overhead panel lights.
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Right Deck
Chapter 18 Topic 2
Page6
Figure 2.4- Overhead Panel and Glareshield Dimmers
On/off sw itch for:
Dimmer for a lithe panel lights on the glaroshlold
The standby compass llgh'l
:;.
The eye locator light
AN NUN
Dimmer for all the Instrument

lights o n the overhaad panel
Dimmer for all the panel lights

on the overhead panel
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Flight Deck
Chapter 18 Topic 2
Page 7
Lights and Notices Panel
A LIGHTS & NOTICES panel is on the top right of the overhead systems panel. The panel
The panel contains:
An ENTRY switch. The ENTRY switch turns the flight deck entry lights on and off.
Another entry light switch is on the right side of the flight deck entry aisle. The aisle
entry light switch is shown in Figure 2.7.
A WING LTS switch. The WING LTS switch turns the left and right wing inspection
lights on and off.
A LOGO LTS switch. The LOGO LTS switch turns the logo lights on and off. If
logo lights are not fitted, the switch is either not fitted or is fitted but contains an
INOP legend.
A NO SMKG switch. The NO SMKG switch controls the no smoking signs in the
cabin. The switch can be used to turn the signs on and off or be set so that the no
smoking signs are automatically turned on and off based on the nose gear position.
A CABIN EMERG switch. The CABIN EMERG switch controls the cabin
emergency lights. The switch can be used to turn the lights on and off or be set so
that the cabin emergency lights are automatically turned on when the ESS DC BUS
is lost.
A BEACON switch. The BEACON switch turns the upper and lower anti-collision
red beacons on and off.
A STROBE switch. The strobe switch turns the wing tip and tail white strobe lights
on and off.
A NAV switch. The NAV switch controls the wing tip and tail navigation lights. The
switch has two positions, ON and OFF.
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Right Deck
Chapter 18 Topic 2
Page8
Figure 2.5 - Lights Panel
+ -+-
Flight deck entry --1-11

lights switch
Logo lights switch
Win g inspection
lights switch
No smoking
signs swi tch
-t- Cabin emergency
lights switch
Red rotating
beacons switch
Wing tip and tall wh lto strobo lights sw itch
Wing tip and tall navigation lights $wftc11

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Chapter 18 Topic 2
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Overhead Panel Extension
A panel below the main overhead panel contains light switches and windscreen controls.
The panel is shown in Figure 2.6. The light controls on the panel are:
A FLT DECK EM ERG LTS switch. The FLT DECK EMERG LTS switch controls
the flight deck emergency lights. The switch can be used to turn the emergency
lights on and off or to arm the lights. When the lights are armed, the flight deck
emergency lights are automatically turned on when the ESS DC BUS is lost.
A RWY EXIT LTS switch. The RWY EXIT LTS switch turns the left and right
runway exit lights on and off.
Two combined landing and taxi lights switches: L and R. The switch marked L
controls the left landing light and the left taxi light. The switch marked R controls
the right landing light and the right taxi light.
A FASTEN BELTS switch. The FASTEN BELTS switch switches the fasten belt
and return to seats signs on and off.
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Chapter 18 Topic 2
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Right Deck
Figure 2.6 - Overhead Panel Extension
Right landing and tax i light s witch

left tan ding and ta:xlllg ht switch
Left and right runway exit lights sowiteh
Flighl deck emergency lights sw ilch
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Flight Deck
Chapter 18 Topic 2
Page 11
Entry Light Switches
There are two entry lights on the roof panel either side of the circuit breaker panel.
Two-way switching is provided for the lights. One switch is on the LIGHTS & NOTICES
panel. The LIGHTS & NOTICES panel is shown in Figure 2.5. The other switch is on the
right side of the flight deck entrance aisle; the switch is shown in Figure 2.7.
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Volume 1
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 12
Figure 2.7- Entrance Aisle Entry Lights Switch

Aisle emtry light switch
j i!NIRY
Right entry light
LIGHTS panel entry light switch
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Nov 01 / 09
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Volume 1
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 13
Instrument Panel Flood and Storm Lights
The instrument panel floodlights and storm lights are shown schematically in Figure 2.8.
There are six incandescent floodlights under the glareshield: two under the left glareshield,
two under the centre glareshield and two under the right glareshield. All six floodlights are
powered from the ESS DC busbar.
The brilliance of the left and centre floodlights is controlled by the PANEL FLOOD dimmer
on the left dimming panel. The brilliance of the right floodlight is controlled by the
PANEL FLOOD dimmer on the right dimming panel.
There are three fluorescent storm lights under the glareshield: one under the left
glareshield, one under the centre glareshield and one under the right glareshield. The
storm lights under the left and centre glareshield are powered from AC BUS 1. The storm
lights under the right glareshield are powered from AC BUS 2.
When a PANEL FLOOD dimmer is rotated fully clockwise to the STORM position, a switch
is made. The switch on the left PANEL FLOOD dimmer turns on the storm lights under the
left and centre glareshield. The switch on the right PANEL FLOOD dimmer turns on the
storm light under the right glareshield.
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Nov 01 /09
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Volume 1
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 14
Figure 2.8 - Instrument Panel Floodlights and Storm Lights

ESS DC
AC BUS 1
AC BUS 2
nn~
left
left
Flood!
Storm
Llghts
Light
FCOM:V1-002
~
Centne Centre
Storm
llghl
Flood
lights
AVRO 146-RJ Series
Right
Flood
Ughts
Right
Storm
Light
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 15
Centre Console Floodlight
The centre console floodlight is in the roof panel. It is shown in Figure 2.9.
The centre console floodlight is on a ball and socket joint. The joint allows the direction of
the light beam to be adjusted. The ball of the joint gets hot when the light has been on at
high brilliance for some time. The direction of the light should be adjusted holding the rim
of the light not the ball of the ball and socket joint.
The floodlight is powered from the ESS DC busbar. The brilliance of the light is adjusted
using the CONSOLE FLOOD dimmer on the centre console dimming panel.
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Nov 01 /09
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Volume 1
LIGHTS
Chapter 18 Topic 2
Page 16
Right Deck
Figure 2.9 - Centre Console Floodlight
ESSDC
Ball of the ball and socket joint
~Yt 1 11-00010
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Nov 01 / 09
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Volume 1
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 17
Instrument Panel and Console Lights
The instrument panel and side console lights are shown schematically in Figure 2.1 o.
The instrument and panel lights on the left-side console and on the left instrument panel
are powered from AC BUS 1 via the PANEL INSTS dimmer on the left dimming panel.
The instrument and panel lights on the right-side console and on the centre instrument
panel are powered from AC BUS 2 via the PANEL INSTS dimmer on the right dimming
panel.
The instrument and panel lights on the aft-centre console are powered from AC BUS 2 via
the AFT CONSOLE dimmer on the centre console dimming panel.
The instrument and panel lights on the forward-centre console are powered from
AC BUS 2 via the FWD CONSOLE dimmer on the centre console dimming panel.
An extra level of dimming can be put on the flying controls portion of the forward console
using the PANEL LT switch on the forward centre console.
FCOM:V1-002
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Nov 01 /09
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Volume 1
Chapter 18 Topic 2
Page 18
LIGHTS
Right Deck
Figure 2.10 - Instrument Panel and Console Lights
AC BUS 1
Left Instrument Panel

lnS1rument and panel lights
AC BUS 2
Right Instrument Panel

Instrument and panel lights
Centre Instrument Panel

Left Console
Instrument and paneJ lights
Right Console
Forward Console
Instrument. and panel lights
Aft Console
AC BUS 2
1-111- I8-000t1
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Nov 01 / 09
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Volume 1
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 19
Glareshield and Overhead Lights
The glareshield and overhead lights are shown schematically in Figure 2.11.
There are two sets of lights on the overhead panel : the lights for the instruments
themselves and the lights for the panels.
The instrument lights on the overhead panel are powered from AC BUS 1 via the
DIM INSTS dimmer on the bottom right of the overhead panel.
The overhead panel lights are powered from AC BUS 1 via the DIM PANEL dimmer on the
bottom right of the overhead panel.
The glareshield lights are powered from AC BUS 2 via the DIM GLARESHIELD dimmer on
the bottom left of the overhead panel.
The standby compass has an integral light. The eye locator is illuminated by a light
concealed behind the standby compass. The power supply for both lights is from
DC BUS 1. Both lights are switched on and off by the STBY COMP & EYE LOCATOR
pushbutton switch on the bottom left of the overhead panel.
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Volume 1
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 20
Figure 2.11 - Glareshield and Overhead Lights
DC BUS 1
Ove~hud
Instrument Lights
AC BUS 1
Glares~leld Panel Lfgllts
Overheadf'anel Llgltts
I-VI 1&-0001 2
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Volume 1
LIGHTS
Flight Dec k
Chapter 18 Topic 2
Page 21
Sill and Lap Lights

Two reading lights are provided for each pilot: a sill light and a lap light. The sill light,
illuminates the on-side notepad holder on the window sill; the lap light. illuminates the
pilot's lap. The sill and lap lights are shown schematically in Figure 2.13.
The si ll lights are on the ends of flexible stalks. Each sill light also rotates about the end of
its sta.lk. The left sill light is shown in Figure 2.12.
Each lap light is on a ball and socket joint. The joint allows the direction of the light beam
to be adjusted. The ball of the joint gets hot when the light has been on at high brilliance
for some time. The direction of the light should be adjusted holding the rim of the light not
the ball of the ball and socket joint. The lap lights are the same type as the console
floodlight shown in Figure 2.9 .
The left sill light and the left lap light are powered from DC BUS 1. The right sill light and
the right lap light are powered from DC BUS 2.
The SILL pushbutton on the left dimming panel turns the left sill light on and off. The LAP
pushbutton on the left dimming panel turns the left lap light on and off. The dimmer in front
of the left lap and sill light sw itches controls the brightness of the left sill light and the left
lap light.
The SILL pushbutton on the right dimming panel turns the right sill light on and off. The
LAP pushbutton on the right dimming panel turns the right lap light on and off. The dimmer
in front of the right lap and sill light switches controls the brightness of the right sill light and
the right lap light.
Figure 2.12 - Left Sill Light
Edge o f glareshlald
Flexible stalk
Sill light
Notepad holder
l-v1-18110013
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Volume 1
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 22
Figure 2-1 3 - Sill and Lap Lights
1-11'1 16-00014
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Volume 1
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 23
Flight Kit Lights

A stowage compartment is recessed into the sidewall of the left console and the right
console. They are shown in Figure 2.14. Each stowage compartment is illuminated by an
incandescent light. The lights are called flight kit lights.
The left flight kit light is powered from DC BUS 1. The right flight kit light is powered from
DC BUS 2.
The brilliance of the left flight kit light is controlled by the FLT KIT dimmer on the left
dimming panel. The brilliance of the right flight kit light is controlled by the FLT KIT dimmer
on the right dimming panel.
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Volume 1
LIGHTS
Chapter 18 Topic 2
Page 24
Right Deck
Figure 2-14 - Flight Kit Lights
Left flight k it light
DC BUS 1
Right flight kit light
DC BUS2
i-v1 \8.00015
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Volume 1
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 25
Flight Deck Entry Lights
There are two entry lights on the roof panel either side of the circuit breaker panel.
Two-way switching is provided for the lights. One switch is on the LIGHTS & NOTICES
panel. The LIGHTS & NOTICES panel is shown in Figure 2.5. The other switch is on the
right side of the flight deck entrance aisle; the switch is shown in Figure 2.7.
The flight deck entry lights are shown schematically in Figure 2.15.
The flight deck entry lights are powered from the ground service bus. When the flight deck
is not powered from external AC, the ground service busbar can be supplied directly from
external AC. A GRND SERVICE switch, on the cabin attendant's panel in the forward
vestibule, is used to connect the external AC directly to the ground service bus. When
AC BUS 2 is powered, the ground service busbar is normally powered directly from
AC BUS 2. If AC BUS 2 is lost in flight, the flight deck entry lights are lost.
There are fluorescent lights in the forward vestibule. Whenever the flight deck entry lights
are on, the forward vestibule fluorescent lights are on. When the flight deck entry lights are
off, the forward vestibule fluorescent lights are controlled by a FRONT ENTRY switch on
the cabin attendant's panel in the forward vestibule.
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Volume 1
LIGHTS
Chapter 18 Topic 2
Page 26
Right Deck
Figure 2.15 - Flight Deck Entry Lights
Emergency light
Left flight deck entry light
Righi flight deck entry light
1
Overhead circuit breaker panel
POWER
Off
AC BUS 2
EXTAC
,;
r
~-
ON
ORO SERVICE
I
I
ON
Ground Services Bus
"'
'Two w.ay -l>witching
FRONT
IINTRY I
ENTRY
Left flight deck
entry light
lf1
Forward vestibule
fluorescent ll,g hts
Right flight deck

entry light
.-vt- 18-00016
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
LIGHTS
Flight Dec k
Chapter 18 Topic 2
Page 27
Flight Deck Emergenc y Lig hts

There is an emergency light under each section of the glareshield: left, c-entre and right.
There is an emergency light on the roof just aft of the circuit breaker panel. There are four
flight deck emergency lights altogether. The light positions are shown in Figure 2.16. The
lights are shown schematically in Figure 2.17.
The four emergency lights are controlled by the FLT DECK EMERG LTS switch on the
overhead panel bottom extension. The switch has three positions: OFF, ARM and ON.
With the switch at OFF, the lights are off; with the switch at ARM, the emergency lights will
automatically illuminate when the essential DC busbar is lost; with the switch at ON, the
lights are on.
Figure 2.16 - Flight Deck Emergency Lights
Roof emergency light
Left night deck entry light
Right flight deek entry light
One emergency light under each section of the glareshield

Lelft
Centre
Right
wt-18-00017
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Nov 01/09
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Volume 1
LIGHTS
Right Deck
Chapter 18 Topic 2
Page 28
Figure 2.17 - Flight Deck Emergency Lights

ESSOC
EMERG BATT BUS
Arming power
Power for the lights
Power for the lights ----t

Aiming
circuit
1--
Arming powr - - - - t
The ftight dec:k emergency light will m:uminate if:

;.. The switch is selected to ON
Emrgency lights
OR
;..
The switch Is at ARM and ESS DC falls
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Nov 01 / 09
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Volume 1
LIGHTS
Flight Deck
Chapter 18 Topic 2
Page 29
Circuit Breakers
The flight deck circuit breakers (CBs) are on the LIGHTS section of the overhead circuit
breaker panel. Typical LIGHTS circuit breaker panels are shown in Figure 2.18.
Some antiecollision beacons are powered from ESS AC; others are powered from
ESS DC. If AC powered beacons are fitted, there are two CBs fitted. The CBS are at C33
and C34. If DC powered beacons are fitted, there is only on CB for both beacons. The CB
is at C34.
There is a CB for the left landing and left taxi light at C35.
There is a CB for one set of high intensity navigation lights at 035.
There is a CB for the instrument panel floodlights. The CB is at 033.
There is a CB for the centre console floodlight at E33.
There is a CB for the flight deck emergency lights at F33.
The remaining CBs are for the cabin emergency lights.
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Volume 1
LIGHTS
Chapter 18 Topic 2
Page 30
Right Deck
AC Bea<:ons Panel
FCOM:V1-002
DC Beacons Panel
AVRO 146-RJ Series
Nov 01 / 09
Cabin Attendant's Panel Light Switches and Circuit Breakers

The cabin attendant's panel light switches are shown in Figure 3.1. The panel contains the
following light switches:
A FRONT ENTRY switch. The FRONT ENTRY switch controls the front vestibule
fluorescent lights in conjunction with the flight deck entry lights switches.
A REAR ENTRY switch. The REAR ENTRY switch controls the rear vestibule
fluorescent lights.
Three CENTRE CABIN switches. The CENTRE CABIN switches control

fluorescent lights in the roof of the centre cabin above the centre aisle.
Three SIDE CABIN switches. The SIDE CABIN switches control fluorescent lights
that illuminate the sides of the cabin.
A FRONT TOILET switch. The switch controls fluorescent lighting in any toilets
installed in the front vestibule.
A REAR TOILET switch. The switch controls fluorescent lighting in any toilets
installed in the rear vestibule.
Each passenger service unit contains reading lights. The circuit breakers for the reading
lights are on the cabin attendant's panel. Each passenger reading light has a switch on the
associated PSU.
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AVRO 146-RJ Series
Nov 01 /09
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Volume 1
Chapter 18 Topic 3
Page 2
LIGHTS
Passenger Cabin
Figure 3-1 -Cabin Attendant's Panel Light Switches
Reading lights circuit breakers -
--1
r.u~oua
...
POW11!
D
...
C.. WCC
.........
-.... ..... .... =

lO;Jtllt;rJ ~ . . . . .lVII'I
,....,
:: :: :::.
. . .. ......
1.::. :::
~
)
'
'
. ..
- ........
N.4' ...~ ""
E)
.. .... .. ..
E)
....,..
IC&J .
, . . ._.. .....
_.
u"
Rear toilet fluor.escent lighting switch
Front toilet fluorescent l ighting switch

UOHTINO
0!1
ON
ON
OM
11M
OM
OM
8111'
DODD DDDDD
r r rc..J.....t . ,J.
RUN
OOlft'
c.rN1lW
0.
I:A.IIJ!j
II~
CJI.PI
0.
POttWIIa
tOII.1'
.......
TOUT
owitoh ..
Cabin aisle fluorescent lights switches
Rear vestibule fluorescent lights switch

Front vestibule fluor&seent lights switch
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 3
Centre, Side and Reading Lights
The centre, side and reading lights are shown in Figure 3.2. All the lights, except half of
the centre lights, are powered from the ground service busbar.
When the flight deck is not powered from external AC, the ground service busbar can be
supplied directly from external AC. The GRND SERVICE switch, on the cabin attendant's
panel in the forward vestibule, is used to connect the ex1ernal AC directly to the ground
service bus. When AC BUS 2 is powered, the ground service busbar is normally powered
directly from AC BUS 2. If AC BUS 2 is lost in flight, all the lights powered from the ground
service busbar are lost.
Figure 3.2 - Centre, Side and Reading Lights
Centre Ughts
PSUs
PSUs
Reading Light Switches
Reading Lights
~.,., _ ,~
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 4
Side Lights
The side lights are shown schematically in Figure 3.3. There are three two-position
switches: two on/off switches and a dimming switch. The on/off sw itches only have the ON
position marked. The dimming switch has both positions marked: BRT and DIM.
The side cabin switches are fed from the ground service busbar. One switch controls
alternate pairs of lamps along both sidewalls. The other switch controls the intermediate
lamps. A BRT/DIM switch controls the leve l of lighting.
Figure 3.3 - Side Lights Schemat ic
POWER
AC BUS 2
EXTAC
--
1-====
.;::1
OH
GRDSEJMC
Ground Services Bus
OH
ON
BRT
~ 0
I ~
BIDE
DIM
CA.BIN
-,,..0
I
I
Group 1
I
Group 2 Group 1
GrouJP 2
Right side lights
FCOM:V1-002
Left side lights
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Nov 01 / 09
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 5
Centr e Lights
The centre lights are shown schematically in Figure 3.4. There are three two-position
switches: two on/off switches and a dimming switch. The on/off switches only have the ON
position marked. The dimming switch has both positions marked: BRT and DIM.
The centre lights are divided into four groups: group 1, group 2, group 3 and group 4.
Group 1 and group 2 are powered from ESS AC; group 3 and group 4 are powered from
the ground service busbar. One of the on/off switches turns group 1 on and off. The other
on/off switch turns group 4 on and off. Group 2 is on only when the group 1 on/off switch is
on and the dimming switch is at BRT. Group 3 is on only when the group 4 on/off switch is
on and the dimming switch is at BRT. Dimming of the lighting is achieved purely by lUrning
some of the lights off.
The supply to the group 2 lights comes through a dimming relay switched through the
dimming switch. The dimming relay moves to the dim position when it is energised. The
power to energise the relay comes from the ground service busbar. The relay moves to
the bright position, regardless of the position of the dimming switch, when the ground
service busbar is lost.
Figure 3.4 - Centre Lights Sc hematic
POWER
OFF
AC BUS 2
I I
EXTAC
~
r
""
GRO$ERVICE
Ground Services Bus
ESSAC
~0
ON
ON
LIGI
~ 0
HTING
CENTRE
CABIN -
BRT
f.____f!_J
~-
Dimming relay
IGroup 1j
I
I
1Group2
Coil
'
Centre lights
DIM
IGroup 31
Group 4 1
i-v1-1 6-00066
FCOM:V1-002
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Volume 1
Chapter 18 Topic 3
Page6
LIGHTS
Passenger Cabin
Reading Lights
The reading lights are shown schematically in Figure 3.5.
The power supply for the reading lights comes from the ground service busbar. One of the
READING LIGHTS circuit breakers supplies all the left reading lights. The other circuit
breaker supplies the right reading lights.
Figure 3.5 - Reading Light s Schematic
POWER
Ofll'
AC BUS 2
I I
~
....
)
EXT AC
ON
OltO KRIIICI!
Ground S.rvlces B us
..._.
,..
~-u
Left
reading
lights
FliiJht
reading
lights
~. 1-1800067
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 7
Vestibule Lighting
There are two light assemblies in the roof of each vestibule: one above each cabin door.
Each assembly has a bright fluorescent light. Each of the front assemblies also has a dim
incandescent light. The bright and the dim lamps are shown in Figure 3.6. The vestibule
lighting is shown schematically in Figure 3.7.
The fluorescent vestibule lights are powered from the ground service bus. When the flight
deck is not powered from external AC, the ground service busbar can be supplied directly
from external AC. A GRND SERVICE switch, on the cabin attendant's panel in the forward
AC BUS 2. If AC BUS 2 is lost in flight, the vestibule lights are lost.
Whenever the flight deck entry lights are on, the forward vestibule fluorescent lights are
on. When the flight deck entry lights are off, the forward vestibule fluorescent lights are
controlled by the FRONT ENTRY switch on the cabin attendant's panel in the forward
vestibule. The REAR ENTRY switch controls the rear vestibule lights. The rear vestibule
lights are not affected by the flight deck entry lights switches.
The dim front vestibule lights only illuminate when EXT AC is connected to the aircraft but
is not connected to the main AC busbars or the ground service busbar. That is, whenever
the white "not in use" light is illuminated at the aircraft connection point.
Figure 3.6 - Front Vestibule Bright and Dim Lights
Bright Fluorescent Light
Dim Incandescent Light
"'.-
-.!
-.> ..
lo1-16-00DZJ
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Volume 1
Chapter 18 Topic 3
Page8
LIGHTS
Passenger Cabin
Figure 3.7- Vestibule Lights Schematic
POWER
OFF
AC BUS2
EXTAC
-. ...
ON
GROSERVICE
Ground Services Bus
I ENTRY I
ON
Two way switching
ON
FRONT
ENTRY
Left flight deck

entry light
Forward vestibule
fluorescent lights
Right flight deck

entry light
REAR
ENTRY
AC output
Forward vestibule
dim lights
DC output
-1
I
EXTAC
Rear vestibule
fluorescent lights
i-v1-18-00024
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AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page9
Cabin Emergency Lights Switches and Annunciators
There are two switches for the cabin emergency lights:

A three-position CABIN EMERG switch on the flight deck LIGHTS & NOTICES
panel. The positions are ON, ARM and OF F. A baulk prevents the switch from
being moved inadvertently to the ON position. The switch is shown in Figure 3.10.
A switch in the front vestibule. The switch is above the forward cabin attendant's
seat. The switch is an illuminated pushbutton switch. The switch is shown in
Figure 3.9.
The positions of the pushbutton switch are off and on. The pushbutton contains a light A
clear plastic guard prevents the switch being operated inadvertently.
The CWP has an EM ERG LTS NOT ARMED amber caption. The CSP has an EMERG
LTS ON white caption. The captions are shown in Figure 3.8.
Figure 3.8 - Emergency Lights CWP and CSP Captions
i-v 1 18-00068
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 10
Fig ure 3.9- Front Vestibule Emergency Lights Switch
SWit,c h guard
Switch
Cabin emergency lights off
Cabin emergency lights on
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 11
Cabin Emergency Lighting
The cabin emergency lighting consists of:
Cabin aisle lights.
Exit
Floor proximity escape path marking on some aircraft.
lights ~
The lights are powered via power units mounted above the roof panels. These units
contain rechargeable batteries and can also be supplied by the aircraft BATT 1 busbar.
The units power the lights either from their own batteries or from the BATT 1 busbar.
The power units have three modes of operation: armed, on and off. In the armed mode:
The internal batteries are charged if ESS DC is powered.
If ESS DC is lost, the internal batteries power the emergency lights.
In the on mode:
The units use the aircraft BATT 1 busbar to power the emergency lights if the
BATT 1 busbar voltage is 18 V or more.
If the BATT 1 busbar voltage falls below 18 V, the emergency lights are powered
from internal batteries in the units.
In the off mode:
The internal batteries are charged if ESS DC is powered.
The output to the emergency lighting is inhibited, even if the ESS DC power is lost.
When the cabin emergency lights are on:
The EM ERG LTS ON caption illuminates on the CWP.
The light in the vestibule pushbutton switch illuminates.
The EMERG LTS NOT ARMED caption on the CWP illuminates if the lights are not armed
and DC 2 is powered.
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 12
Normal Operation of the Cabin Emergency Lighting

In normal operation, the flight deck switch is at ARM; so if ESS DC is lost:
The emergency lights will come on.
The CWP EMERG LTS ON caption illuminates.
The light in the vestibule switch illuminates.
If the flight deck or cabin switch is subsequently set to ON, the BATT 1 busbar will
supply the emergency lights.
Selecting OFF will not turn the emergency lights off. ESS DC is required to turn the
emergency lights off.
Turning the Cabin Emergency Lights off with Battery Power

If the cabin emergency lights are selected to ARM or ON when the flight deck electrical
power is off, it is not possible to turn them off without restoring power to ESS DC.
If external or APU power is not available, the procedure in Table 3.1 can be used to turn
the emergency lights off.
Table 3.1- Turning Cabin Emergency Lights Off Using Battery Power
Vestibule emergency lights switch ........................... OFF
FLT DECK CABIN EM ERG LTS switch ................... OFF
BATT 1..................................................................... ON
START MASTER ..................................................... ON
START MASTER .................... ............. .................... OFF
BATT 1................................. ............. ..................... .. OFF
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 13
Toilet Lights
There are two types of lighting in the toilets: fluorescent lighting and standby incandescent
lighting. The toilet lighting is shown schematically in Figure 3.1 0.
The fluorescent lighting is powered from the ground service busbar. When the flight deck
is not powered from external AC, the ground service busbar can be supplied directly from
external AC. A GRND SERVICE switch, on the cabin attendant's panel in the forward
AC BUS 2. If AC BUS 2 is lost in flight, the toilet fluorescent lighting is lost.
The standby lights are powered from the ESS DC BUS via the CABIN EMERG switch on
the flight deck LIGHTS panel. Whenever the switch is at ARM or ON, ESS DC is
connected to the toilet standby lighting.
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 14
Figure 3.10- Toilet Lighting
POWER
AC BUS2
EXTAC
ESSDC
OFF
... ...
,;:
~
ON
GRDSERVICE
Ground Services Bus
ON
ON
FRONT
TOILET
REAR
TOILET
Front toilet
fluorescent lighting
Rear toilet
fluorescent lighting
Front toile
stan.dby lighting
Rear toilet
standby lighting
i-v1-18-00027
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Nov 01 / 09
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 15
Cabin Signs
Fasten seat belt signs and no smoking signs are positioned throughout the cabin.
Return-to-seat signs are in the toilets. The signs are shown schematically in Figure 3. 11.
The signs are controlled by two switches on the flight deck:
A FASTEN BELTS on the overhead panel extension. The switch has two positions:
ON and OFF.
A NO SMOKING switch on the LIGHTS & NOTICES panel. The switch has three
positions: ON , AUTO and OFF At AUTO, the no smoking signs are on when the
nose gear is not locked up and off when the nose gear is locked up.
On some aircraft, all the signs automatically illuminate when the CABIN HI ALT caption on
the CWP illuminates.
All the signs are powered from DC BUS 2.
A single low tone chime is given over the PA when the status of the seat belt signs or no
smoking signs is changed.
FCOM:V1-002
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Volume 1
LIGHTS
Passenger Cabin
Chapter 18 Topic 3
Page 16
Figure 3.11- Cabin Signs

DCBUS2
Cabin high altitude
Switch ON
Switch at AUTO and

nose gear not locked up
PA
Single Low Tone
No smoking signs
Return to seats signs
Fasten belts signs

i-v1-18-00028
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AVRO 146-RJ Series
Nov 01 / 09
Overview
Lighting is provided for:

The avionics bay.
The hydraulics bay.

The aft cargo bay.
The landing gear bays.
The avionics bay lighting is supplied from the ground service busbar and the battery
busbar. The lighting in all the other bays is supplied from the ground service busbar.
When the flight deck is not powered from external AC, the ground service busbar can be
supplied directly from external AC. A GRND SERVICE switch, on the cabin attendant's
panel in the forward vestibule, is used to connect the external AC directly to the ground
service bus. If the main AC busbars are powered, the ground service busbar is normally
powered directly from AC BUS 2.
Cargo Bay Lighting
The forward and aft cargo bays are lit by incandescent lights installed in the roof of the
bays. The lights are powered from the ground service busbar.
When the forward cargo bay door is opened, the forward cargo bay lights illuminate.
When the rear cargo bay door is opened, the rear cargo bay lights illuminate and the front
air conditioning equipment bay light illuminates.
The cargo bay lighting is shown schematically in Figure 4.1 .
FCOM:V1 -002
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Nov 01 /09
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Volume 1
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page 2
Figure 4-1 - Cargo Bay Lighting
POWER
AC BUS 2
EXT A C
OFF
OH
GRDSEAVIC
Ground Services Bus
Rear cargo bay door
Rear cargo bay lights
FCOM:V1-002
Forward cargo bay lights
AVRO 146-RJ Series
,_.,,_10.0002ll
Nov 01 / 09
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Volume 1
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page3
Avionics Bay Lighting
The avionics bay is lit by four fluorescent lights and three incandescent lights. The
fluorescent lights are in the roof of the avionics bay. The incandescent lights illuminate the
two main circuit breaker panels. Two of the incandescent lights (the rear lights) shine
directly on to the panels. The third incandescent light (the forward light) shines on the side
of the panels. This light will illuminate the white collars of any circuit breakers that are
tripped. The lights are shown in Figure 4.3.
The fluorescent lights can only be powered from the ground services busbar. The two rear
incandescent lights can be powered from the ground service busbar or the battery busbar.
The forward incandescent light can only be powered from the battery busbar.
Access to the avionics bay is through a hatch in the entrance aisle to the flight deck or
through an external door on the forward left side of the fuselage.
There are two switches for the avionics bay lights. One switch is on the frame of the
avionics hatch. The other switch is on the left just inside the external avionics bay door.
The switches are shown in Figure 4.4. The switch at the hatch entrance is a two-position
toggle switch. The positions are on and off. The positions are not marked. The switch at
the external door is a two-position rocker switch. The positions are on and off. The
positions are not marked. The switch is spring-loaded from on to off.
The avionics bay lighting control is shown schematically in Figure 4.2. The circuit has two
relays: main and changeover. The main relay is energised when the ground service
busbar is powered and either the avionics hatch switch is on or the avionics bay door is
open. The changeover relay is energised whenever the BATT BUS is powered and the
switch at the avionics bay door is on.
Power to the forward incandescent light comes from the BATT BUS via the switch at the
avionics bay door. This is the only supply. The forward incandescent light only illuminates
when the switch at the door is on and the BATT BUS is powered.
The four fluorescent lights are powered whenever the main relay is energised. This is the
only supply to the fluorescent lights. The fluorescent lights only illuminate when the ground
service busbar is powered and either the avionics hatch switch is on or the avionics bay
door is open.
The two rear incandescent lights are powered via the changeover relay and the main
relay. The two rear incandescent lights are powered from the ground service only when
the main relay is energised and the changeover relay is de-energised. The rear
incandescent lights are only illuminated from the ground service bus bar when:
The switch at the avionics hatch is selected on or the avionics bay door is open.
AND
The switch at the avionics bay door is off.
AND
The ground service busbar is powered.
The two rear incandescent lights are powered from the BATT BUS only when the main
relay is de-energised and the changeover relay is energised.
FCOM:V1-002
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Volume 1
Chapter 18 Topic 4
Page 4
LIGHTS
Lower Bays
The two rear incandescent lights are illuminated whenever the fluorescent lights are on
provided the switch at the avionics bay door is off. If the fluorescent lights are on and the
switch at the door is put to on, the two rear incandescent lights go off but the front
incandescent light comes on.
The two rear incandescent lights will illuminate whenever the fluorescent lights are off and
the switch at the avionics bay door is on.
Figure 4.2 -Avionics Bay Lighting Schematic
POWER
E}(T A C
AC BUS 2
O#F
Ground Services Bus
B ATT BUS
Avic nics
hatch switch
Avionics
bay door
ON
Relay shown
~nrglsd
Avionics bay
door switch
Changovr
relay
Forward incande&~eent light '
Relay shown energised
Main relay
4 fluorescent lights
l-v1-t8-00031
FCOM:V1-002
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Volume 1
LIGHTS
lower Bays
Chapter 18 Topic 4
Page 5
Figure 4.3 - Avionics Bay Incandescent lights
The two rear lncandesc:en,t lights shine dJrec:tty on ttle circuit breaker panels
The forward Incandescent light shines on

.___ _ _ _ _ _ the side of the circuit breaker panels
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Volume 1
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page6
Figure 4-4- Avionics Bay Light Switches
Avionics bay hatch
AvioniC$ bay lights switch
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Avionics bay lights swlt>eh
Avionics bay doorframe
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Volume 1
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page 7
Hydraulics Bay Lighting
There are two incandescent lights in the hydraulics bay. They are powered from the
ground service busbar. The lights are on whenever the hydraulic bay door is open.
The lights are shown schematically in Figure 4.5.
Air Conditioning Bay Lighting (Rear)
There are two incandescent lights in the air conditioning bay (rear). They are powered
from the ground service busbar. The lights are on whenever the air conditioning bay door
is open.
The lights are shown schematically in Figure 4.5.
FCOM:V1-002
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Volume 1
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page8
Figure 4.5 - Hydraulics and Air Conditioning Bay Lighting

POWER
OFF
AC BUS2
EXTAC
Ground Services Bus

Hydraulics bay door
Hydraulics bay lights

Air Condit ioning bay light s
1-v1- t 8-0003<1
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
Chapter 18 Topic 4
Page9
LIGHTS
lower Bays
Gear Bay lights

There is a light in each of the three gear bays. A switch for all three lights is on the
external AC connection panel. A schematic of the lights is shown in Figure 4.6. The lights
and switch are shown in Figure 4.7.
The lights are powered from the ground service busbar. The lights are powered through a
squat switch relay in squat sw itch system 2. The lights are switched off automatically when
the aircraft becomes airborne if the switch at the external AC panel has been left on.
Figure 4.6 - Gear Bay lighting Schematic
POWER
AC BUS 2
EXTAC
OFF
ON
GROSERVICE
Ground Services Bus
Gear bay lights switch
Squat switch 2
Gear bay lights
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Volume 1
LIGHTS
Lower Bays
Chapter 18 Topic 4
Page 10
Figure 4-1 - Gear Bay Lights and Switch
Bay light
Bay light
Gear bay lights s witch
External AC c:o nnc:tion point
Freefall assi:sters - - - - '

o-vl-18-00036
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overv iew

Upper and lower red anti-collision beacons.

Runway exit lights.
Navigation Lights
The navigation lights are shown in Figure 5.2.

Two high intensity navigation lights are fitted to each wing tip and the taiL A two-position
navigation light switch is on the LIGHTS & NOTICES panel. The positions are ON and
OFF. One light at each station is powered from the 28 volt AC ground service busbar; the
other light of a pair is powered from ESS DC. A schematic of the navigation lights is
FCOM:Vt -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
LIGHTS
Chapter 18 Topic 5
Page 2
External
Figure 5_1 - Navigation Lights
POWER
AC BUS2
EXTAC
OFF
ON
GRDSERVICE
ESSDC
115 v
28
28V
28V Ground Servic-es Bus
One of the navigation llghfs at each station
One of the navigation lights at each station

i-v1 -1 8-<l0070
FCOM:V1-002
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 18 Topic 5
Page 3
LIGHTS
External
Strobe Lights
The strobe lights emit high -energy pulses of white light. There is a strobe light at each
wing tip and at the tail. The strobe lights are shown in Figure 5 .2 .
The strobe lights are powered from AC BUS 2 . T he strobe lights are controlled by the
STROBE switch on the LIGHTS & NOTICES panel. The switch has two positions: ON and
OFF. On some aircraft, the strobe lights are inhibited on the ground. The lights are
inhibited by a relay in squat switch system 2.
The basic strobe light circuit is shown schematically in Figure 5 .3. The strobe lights with on
ground inhibition are shown schematically in Figure 5.4.
Figure 5.2 - Strobe Lights and Navigation lights
Strobe light
Navigation lights
r - - - Navlgat.lon lights
Strobe light
iv1 18-00040
FCOM:V1-002
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Nov Ot /09
AVRO 146-RJ FCOM

Volume 1
Chapter 18 Topic 5
Page 4
LIGHTS
External
Figure 5.3 - Basic Strobe Lights Schematic

AC BUS2
Strobe lights
i-v1-18-00041
Figure 5.4 - Strobe Lights with Ground Inhibition Schematic
AC BUS2
I
s quat switch 2
-.:
[ml
~0
j
miil
strobe lights
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
LIGHTS
External
Chapter 18 Topic 5
Page 5
Anti-collision Beacons
There are two red flashing anti-collision beacons: one on the top of the fuselage and one
on the bottom of the fuselage. The beacons are shown in Figure 5.5.
The beacons are both controlled by the BEACONS switch on the LIGHTS & NOTICES
paneL The switch has two positions ON and OFF. On some aircraft the beacons are
powered from ESS AC; on the remaining aircraft, the beacons are powered from ESS DC.
The beacons are shown schematically in Figure 5.6.
Figure 5.5 - Anti-collision Beacons
Uppor boac:on
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Volume 1
Chapter 18 Topic 5
Page6
LIGHTS
External
Figure 5_6- Anti-collis ion Beacon Schematic

AC powered beacons
DC powered beacons
ESSAC
.
tml
m3
0
c 0
-------
Upper beacon
om
ESS OC
-~
Qm
Upper beacon
Lower beacon
Lower beacon
i-v1-18 -00071
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
LIGHTS
External
Chapter 18 Topic 5
Page 7
Landing and Taxi Lights
There is a sealed beam unit with two filaments on the leading edge of each wing. One
filament is for a landing light; the other filament is for a taxi light. The sealed beam unit is
behind a glass fairing. The right taxi and landing lights are shown in Figure 5.7.
The landing light provides a 600 W concentrated beam of light. The taxi light provides a
400 W beam of dispersed light.
The landing lights are controlled by two three-position switches on the overhead panel
lower extension. The positions for each switch are LANDING LT ON, OFF and
TAXI LT ON. The left and right lights can be controlled independently, but the taxi and
landing light on the same wing cannot be on at the same time. The landing and taxi lamps
are shown schematically in Figure 5.8. The left lights are powered from ESS AC; the right
lights are powered from AC BUS 2. At the essential power level, the Q-pot pressure head
heater is automatically turned off whenever the left landing or taxi light is selected ON.
Figure 5.7- Right Landing and Taxi Lights
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Volume 1
LIGHTS
External
Chapter 18 Topic 5
Page8
Figure 5.8- Landing and Taxi Lights Schematic

ESS AC
LANDINO
AC BUS2
1--T-A -XI_O
,..
TAXI
C-9ot heater
circuit
Left taxi light
Right tax i light
ooYo
LAND INO
Leftll!nding light
Right landing light

Hf1-18-00046
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
LIGHTS
External
Chapter 18 Topic 5
Page9
Runway Exit Lights
There is a runway exit light behind a perspex fairing at each forward wing root. The right
runway exit light is shown in Figure 5.9. The runway exit light beams provide a wide beam
centred 55 off the aircraft's centreline.
The runway exit lights are shown schematically in Figure 5.10. Both exit lights are
controlled from the RUNWAY EXIT LTS switch on the overhead panel lower extension.
The left runway exit light is powered from DC BUS 1 ; the right runway exit light is powered
from DC BUS 2. However, both lights are controlled via a relay that requires power from
DC BUS 2 to power the relay to the on position. The exit lights are inhibited in the air by a
relay in squat switch system .2.
Figure 5.9 - Right Runway Exit Light
Runway exit light
IV1-11Hl00<17
FCOM:V1-002
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Nov 01/09
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Volume 1
LIGHTS
External
Chapter 18 Topic 5
Page 10
Figure 5.10 - Runway Exit Lights Schematic

DC BUS 1
DC BUS2
ON
Ground
Squat switch 2
ON
Left exit light
Right exit light

i-v l-18-00048
FCOM:V1-002
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Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 18 Topic 5
Page 11
LIGHTS
External
Wing Inspection Lights
There is a wing inspection light behind the perspex fairing at each forward wing root that
contains the runway exit light. The right wing inspection light is shown in Figure 5.11 . The
wing inspection light illuminates the wing leading edge.
Both exit lights are controlled from the WING LTS switch on the LIGHTS & NOTICES
paneL The left wing inspection light is powered from DC BUS 1 ; the right wing inspection
light is powered from DC BUS 2. The wing inspection lights are shown schematically in
Figure 5.12.
Figure 5.11 - Right Wing Inspection Light
Wing inspection light
I 1-18000<&9
FCOM:V1-002
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Nov 01/09
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Volume 1
LIGHTS
Chapter 18 Topic 5
Page 12
External
Figure 5.12 - Wing Inspection Lights Schematic

DC BUS 1
DC BUS 2
ON
Left wing in spection light
Righ' wing inspection light

i-v1-16-00050
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
Chapter 18 Topic 5
Page 13
LIGHTS
External
Logo Lights
Logo l ights are an option. They are installed in recesses on the underside of the tailplane.
The logo lights illuminate the sides of the fin. The right logo light is shown in Figure 5.13.
The logo lights are controlled by the LOGO switch on the LIGHTS & NOTICES panel. The
switch has two positions: ON and OFF. The lights are powered from the 115 volt ground
service busbar. However, the lights themselves require 28 volts. Each logo light unit
contains a 115 volt to 28 volt transformer. The logo lights are shown schematically in
Figure 5.14.
Figure 5.13 - Right Logo Light
Logo light
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Volume 1
LIGHTS
External
Chapter 18 Topic 5
Page 14
Figure 5-14 - Logo Lights Schematic
POWER
OFF
AC BUS2
EXTAC
--
..:\
... I )
ON
GRDSERVICE
1 115V Ground Services Bus
ON
) 10
C)
-1+---'1
115 v
115 v
Transformer
2Jv
I
Left logo llg,ht
Transformer
2Jv
Left I ogo light unit
Right logo llght
Right logo light unit

i-v1-18-00052
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AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
LIGHTS
External
Chapter 18 Topic 5
Page 15
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
Scope ...................................... ......................................................... .............................

Flight Instruments. .........................................................................................................
EFIS ..............................................................................................................................
Weather Radar.. .............................................................................. ..............................
NMS and FMS.................................................................................. .............................
Inertial Reference System.................... .............. ................. .. ........... .............................
Radio Altimeter................................................................................ ............. .................
Air Data ................................... .. ............. .......................................... .......... ...................
Radio Navigation ....................... ........ .... ......... .... ................................ ............ ...... .........
Standby Attitude and Heading ... .......... ... ......... ... .......... ...... ... ... ....... ... ............ .......... ....
Transponder and TCAS ...................... ..........................................................................
EGPWS...................... ...................................................................................................
Circuit Breakers......................... ............. .......................................................................
1
4
4
5
6
6
8
10
12
12
14
16
Topic 2.1 -Air Data Overview
Air data Sensors............................................................................................................

Flight Deck Displays....................................... .............................................................. .
ADCs ......................................... ............. .......................................... .. ........ ...................
Flight Data Acquisition .. ............. ............. ...................... .......... ......... ... ......... .................
Air Data Transfer Switch ...................... .............. ................. ............. .............................
Airspeed ........................................................................................................................
1
1
1
2
2
Topic 2.2 - Air Data Sensors
Location..................................... ............. ............................................ ........ ...................

Pi tot Heads...... .......................... ........ .... ......... ................ ....... ........ ... .. ........ .... ...............
Nose Static Vents............................................... .................. ............ .............................
S4 and S5 ......... ......................................................... ..................... ............. .................
1
7
7
7
S7..................................................................................................................................
S8..................................................................................................................................
7
8
Q-pot Pressure Head ........ ........... ....... .... ........ ........... .. ......... ........... ... ........ .......... ... .. ...
IOAT Probe ...................................................................................... .............................
TAT Probes .. .. .. ... .. .. .. .... .. .... .. .. .. ..... .. .. .. .. .. .. .. .. .. .... .. ... ... ... .. .... ...... .. .. . .. ... .. ... ... .... .. .. .. ..... .
Angle of Airflow Vanes .............. ......................................................... ............. ..............
Sensor Heaters .. .. ... .. . .... .. .. .. .. .. .. .... .. ... .. ... . .. . .. .. .. .. .. .... .. .... .. .. .. .. .. .. .... .. ... .. .. .. .. .... . .. .. .. .... .
8
8
9
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Contents
Chapter 19 TOC
Page2
Topic 2.3- ADCs
Inputs and Functions.....................................................................................................

ADC Data Buses...........................................................................................................
Data Buses 1 and 4 ....................... .......................................... .......... ...........................
Data Bus 2 ....................................................................................................................
Data Bus 3 ....................................................................................................................
ADC Test.......................................................................................................................
1
3
3
5
7
9
Topic 2.4- Air Data Accessory Unit
Air Data Accessory Unit Functions..................................................... ...........................
Topic 2.5- Altitude and Airspeed
Main Altimeter...............................................................................................................
Standby Altimeter and Airspeed Indicator.....................................................................
Main Altimeter Supplies ... ......................................................... ......... ......... ..................
Standby Altimeter and Airspeed Indicator Supplies......................................................
1
3
5
5
Topic 2.6- Air temperature
Air Temperature Categories..........................................................................................

Air Temperature Indication.......................................................................... ..................
Topic 3.1
1
1
Radio Navigation
Radio Navigation Aids...................................................................................................

VHF NAV Controllers .... ... ... ... .. .. .. .. ...... .. ... ... .... ... ..... .. .... ....... ..... .... .. . ..... . .... ...... ..... ...... .
OBis..............................................................................................................................
VHF NAV Controller and OBI Power Supplies..............................................................
1
3
5
7
Topic 3.2- Radio Navigation -ILS
Architecture .. ..... ...... ..... .... .. ...... .. ... .. .... . .... . ...... .... ..... ...... ...... ...... ... .. .. .... .. ... . ..... . .... ...... ..
ILS Test.........................................................................................................................
1
1
Topic 3.3- Radio Navigation- VOR and Marker
Architecture .. ..... ...... ..... .... .. ..... .. . .... ..... . .. .. . ... .. . .... ..... ...... ...... ...... ... .. .. .... .. ... . ..... . .... ...... ..
Marker Sensitivity Switch . ... ... .... .. ... ..... ... .. ...... ..... .... .. ..... ...... .... .. .. ... . ..... . .... ...... ..... ...... .
VOR Test......................................................................................................................
Marker Test...................................................................................................................
FCOM:V1-002
AVRO 146-RJ Series
Sep 30/ 11
1
3
5
5
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Contents
Chapter 19 TOC
Page3
Topic 3.4- Rad io Navigation- DME

Architecture...................................................................................................................
DME Hold......................................................................................................................
DME Test ..................................................................... ......... .......... ..............................
1
3
3
Topic 3.5- Radio Navigation - ADF

Architecture...................................................................................................................
ADF Test ................................................................................ .......................................
Dual ADF Controller......................................................................................................
Single ADF Controller.......................................................................................... .........
1
1
5
7
Topic 4- Radio Altimeter

Architecture ....................................... .................................... ....................................... .
Principle ....................................................................................................................... .
Topic 5.1 -Attitude and Heading- Overview
Inertial Reference System .............................................................................................
Standby Attitude and Heading............................................................................. .........
1
3
Topic 5.2- Attitude and Heading -IRS

Overview.......................................................................................................................
IRS Outputs...................................................................................................................
Attitude and Heading Transfer Switch...........................................................................
1
3
OBis..............................................................................................................................
IRU Architecture............................................................................................................
Modes...........................................................................................................................
Power On Mode .. .... .. .... ..... . ................ ......... .. .... .... ... ... ... .. .... ..... ...................... .... .... ... ..
Power up Align Mode....................................................................................................
Navigation Mode.................................................................... .......................................
Align Downmode...........................................................................................................
Attitude Mode................................................................................................................
Power Down Mode........................................................................................................
IRS Drift.........................................................................................................................
5
7
7
9
10
1o
11
11
12
Topic 5.3 - Sta ndby Attitude a nd Heading

Standby Attitude Indicator .............................................................................................
Standby Compass.........................................................................................................
FCOM:V1-002
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Nov 01 /09
1
3
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Contents
Chapter 19 TOC
Page4
Topic 6.1 - EFIS Overview
Standards of EFIS Cooling Fan Caption.......................................................................

Overview.......................................................................................................................
Sensor and System Inputs............. .......................................... .....................................
PFD Overview................................................................................... ............................
NO Formats...................................................................................................................
Rose Format Overview .... ... ... .. .. .. .. ...... ... .. .... .. ..... ......... .. ...... ..... ... ... . .... .. .... ...... ..... ...... .
Arc Format Overview....................................................................................................
Map Format Overview...................................................................................................
Plan Format Overview...................................................................................................
Compact Display Overview...........................................................................................
Transfer and Heading Reference Switches ... ........ .. . .. .... .. ..... ... ... . .... ...... ..... ...... ...... .....
EFIS Transfer..................................................................................... ...........................
AIR DATA Transfer.......................................................................................................
ATT HOG Transfer........................................................................................................
LNAV Transfer..............................................................................................................
Heading Reference .. ..... ... ... ... .... .......... ....... ... . ..... ..... ...... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
OBis..............................................................................................................................
Dimming Panels............................. .................................................... ...........................
EFIS Control Panels......................................................................................................
Power Supplies .. ............ .. ... ... .... ....... ... ...... ............... ...... ......... .. ... .... .... .. .... ..... . ..... ..... ..
EFIS Cooling.................................................................................................................
Comparator Function Overview . .. ... ..... ...... ... .. ....... .. .. .... ........... .... ... . ..... . ..... ..... ........... .
Maintenance Display Overview.....................................................................................
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Topic 6.2- EFIS- PFD
Overview.......................................................................................................................
Attitude Indicator............................................................................... ............................
Fixed Aircraft Reference Symbol ......... .... .. ......... ... .. .. .. .... ........... .. .. .. .. ... .. ..... .. ... ..... ..... .
Roll Scale............................................................ ..........................................................
Pitch Scale ... ..... ........... .... ...... .... .... ...... ..... ...... .... ...... ..... ............... .. .. .... .. ... . ..... . .... ...... ..
Invalid Attitude.................................................................................... ...........................
Windshear Pitch Limit ... ... ... ... .... .. .. ..... . ...... ....... ... .... .. ..... ...... ..... .... .. . ..... . .......... ..... ...... .
Flight Director.................................................................................... ............................
FGC Mode Annunciators................................................................... ............................
Speed Display Features................................................................................................
The Speed Tape ................................................................................ ......... ..................
Mach Number................................................................................................................
Speed Trend ....................................................... .............................. ......... ...................
Maximum Operating Speed Indication..........................................................................
Flap/Gear Limit Speed Indication..................................................................................
Stick Shaker Indication..................................................................................................
Minimum Operating Speed Indication...........................................................................
Airspeed Reference Bugs .... .. .... .. .. ...... ...... .............. ....... ...... .. . ... .. ... . ... .... ... .. .... ..... ...... .
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Chapter 19 TOC
Page 5
Topic 6.2- EFIS- PFD (continued)
Selected Speed.............................................................................................................
Failure Cases................................................................................................................
Digital Speed Indication ...... .............. ..................... ................ .............................. .... .....
Setting the Reference Bugs ....... .... ... ... ........ ...... ... .......... .. .... ...... ........... ..... .... .. ... .... .... .
SetlingVsEL
Vertical Speed Display.......................................................... ............................... .........
Vertical Speed Display Failures....................................................................................
Vertical Speed Display TCAS TAs ......................................... ........................ ....... ... .....
Radio Altitude Indication ..... ...... ..... ... ... ..... .. . .. ... . .. .. .. .. .. ..... .... ..... ...... ...... ..... .... .. ... .. .. .... .
Radio Altitude Decision Height......................................................................................
Radio Altimeter Failures................................................................................................
Glideslope Deviation Indicator .. ...... ... ... ...... . ...... ... ..... .. ..... .... ...... ...... ..... ...... ... .. ... ... . .... .
Lateral Deviation Indicator ............................................................................................
ILS Source ... ..... .. .... ... .. . ..... . .... ... ... ...... .. .... .. . .. .. .. ... . ... ... .. ... ... . ..... ..... ...... ..... ...... ..... .... .. ..
VOR Lateral Deviation ...................... ..................................... .............................. .........
LNAV Lateral Deviation................................................ .......... .......................................
Marker Beacon Indication................. ............................................................................
SG, Attitude and ADC Source Annunciations ...............................................................
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Topic 6.3 - EFIS NO Rose Format
Overview .......................................................................................................................
Heading.................................................................................. .......................................
Track Pointer.................................................................................................................
Headi ng Fail ures...........................................................................................................
Primary Course.............................................................................................................
Primary Course Distance ..................................................................................... .........
Second Course........................................................................................................ .....
Second Course Menus......................................................................................... .........
Second Course Menu with Primary Course at LNAV....................................................
Second Course Menu with Primary Course at V/L................................................ ........
Second Course Menu with Primary Course at OFF .............................................. ........
Bearing Pointer ..................................................................... ............................... .........
Pointe r Source .. .. .... ... ... ..... . ....... ... .... .... ...... . ...... ... . ... .. . ... ... .. . ..... ..... ...... ...... ..... .... .. ... .. ..
Vertical Deviation Indicator ............... .................................... ................................ ........
L NAV Data Display .......................... ..................................... .............................. .........
L NAV Annunciators......................................................................................................
Weather Radar Annunciations......................................................................................
Maintenance Check Annunciation.................................................................................
SG and Heading Source Annunciators.........................................................................
Headi ng Reference.......................................................................................................
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Chapter 19 TOC
Page6
Topic 6.4- EFIS NO Arc Format
Overview.......................................................................................................................
Heading.........................................................................................................................
Course and Bearing Pointers......... .......................................... .....................................
Weather Radar Control .... ... ... .. .. .. ... ..... ..... .... .. ..... .... .. ..... ...... ..... ... ... . ..... . .... ...... ..... ...... .
Weather Radar Display.................................................................................................
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Topic 6.5 - EFIS ND Map Format
Overview.......................................................................................................................
Primary Course Indication.................................................................. ......... ..................
Second Course .. ...... ..... ... ...... ... . .... ...... .... . ..... . .... ...... ........... .... .. ... .. .. .... .. .... ..... . ..... ..... ..
L NAV Map Select Buttons................................................................. ...........................
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Topic 6.6 - EFIS NO Plan Format
Overview.......................................................................................................................
Heading Failures...........................................................................................................
Map Orientation.............................................................................................................
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Topic 6.7- EFIS Compact Display
Overview............................................................. ..........................................................
PFD Elements ...............................................................................................................
ND Elements ..... ...... ...... ... .. .... .. .. .. .. ..... . .. .. . ... .. . .... ..... ....... ..... ...... ... .. .. .... .. ... ...... . ..... ..... ..
SG, Attitude, Heading and ADC Source Annunciations................................................
Heading Reference .. ..... ... ... ... .... .. .. ..... . ..... ..... . .... ...... ...... ...... ..... .... .. . .... .. .... ..... . ..... ...... .
Maintenance Check Annunciation.................................................................................
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Topic 6.8- EFIS Monitoring and Test
General.........................................................................................................................
Comparator .. ..... ...... ..... .... .. ..... .. . .. .. . .... . .. .. . ... .. .. ... ...... ..... ...... ...... ..... .. .... .. ... ...... . .... ...... ..
Attitude Comparator .................................. ....................................................................
Heading Comparator.....................................................................................................
Airspeed Comparator........................................................................ ............................
Radio Altitude Comparator............................................................................................
Localiser and Glideslope Comparators............................................. ............................
General Comparator Inhibition......................................................................................
EFIS Comparator Displays............................................................................................
Excessive Localiser and Glideslope Deviation.......................... ....................................
EFIS Test............................................................ ..........................................................
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Chapter 19 TOC
Page 7
Topic 7.1 -Transponder and TCAS Overview
Equipment.....................................................................................................................
Architecture...................................................................................................................
Power Supplies .. . .... .. .... ..... ........ .... ... .... ...... . .. .. . ..... ... ... ... . .... ...... ...... ..... ...... ..... .... .. .. ... ..
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Topic 7.2 - Transponder
General .........................................................................................................................
Elementary Mode S................ .... .... ... .......... . .. .... ....... ... ... .. .... ..... ...... ..... ...... ..... .... .. ... ... .
Enhanced ModeS.........................................................................................................
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Topic 7.3- TCAS Detection and Display
Detection.......................................................................................................................
Displays................................................................................. ........................................
Off Scale Advisories.............................................................. ........................................
No Bearing Advisories...................................................................................................
TCAS Test Displays......................................................................................................
Display Altitude Range..................................................................................................
TCAS Mode...................................................................................................................
Display Annunciations...................................................................................................
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Topic 7.4- TCAS TAs and RAs
Traffic Advisory ..................................................................... ........................................

Resolution Advisories....................................................................................................
Preventative RAs .... .. .... ..... . .......... .... ... ....... . .. .... .... ... ... ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
Climb Corrective RA................... .... ... .... ....... ...... ... . ...... ... . .. ... ..... ...... ...... ..... .... .. ... .. ... ... .
Descend Corrective RA.......... .... .... .. . .... ...... . ...... ... ...... . ... ...... ..... ...... ...... ..... ...... ... .. ... ... .
Adjust Vertical Speed I Level Off Corrective RA .... .... .. ...... ..... ...... ...... ..... .. .... . .... .. .... .. ..
Maintain Vertical Speed Corrective RA.........................................................................
Increase Climb Corrective RA............................................... ............................... .........
Increase Descent Corrective RA...................................................................................
Climb Now Corrective RA ............................................ ........................................ .........
Descend Now Corrective RA .. ... .. ... .. ... .. .. .. ........ ......... ...... .. .. ... .... ..... ... ... .. .... .. ... .. ... . .. .. .
Clear of Conflict Message.............................................................................................
In hibitions......................................................................................................................
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Topic 7.5- Gables G7490-15 Controller
Control Panel ... .. . .... ... ... ..... . ...... .... .... .. ..... .. .. .. .. .. .. ... .. .. . ..... ... . ..... ..... ...... ...... ..... .... .. .. ... ..
Transponder Select Knob ... ........... .... .. ....... . ...... .... .... .. ... .. .... ...... ..... ...... ..... .... .. ... .. .. .... .
Transponder Fail Indicator .. ....... .... ... .......... . ...... ... . .... .. ... .. .... ...... ..... ...... ..... .... .. ... .. .. .... .
Identification Button...................................................... ......... ........................................
Mode Select Knob.................................................................. .......................................
Test Button....................................................................................................................
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Contents
Chapter 19 TOC
Page a
Topic 7.5- Gables G7490-15 Controller (continued)
Display.............................................................................................. ............................
Clear Button ..................... .. .... .. .. ... . ..... . .... . ..... . ................................ .. .... .. ... ...... . .... ...... ..
ATC and FID Modes ...................... .......................................... .....................................
Enter Button ..................... .......... ..... .... . .... . ...... .............................. .. .. .... .. ... ...... . .... ...... ..
ALT Select Button .... ..... ... ... ... ... . ....... ... ... .. ........ ... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Traffic Display Range Buttons........................................................... ............................
Alphanumeric Keypad............................... .................................................. ..................
Using the Alphanumeric Keypad...................................................................................
Entering an ATC Code..... .............................................................................................
Entering an FlO Code...... ................................................................. ............................
Transponder and Panel Test.........................................................................................
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Topic 7.6- Gables 6990-15 Controller
Control Panel ................... ...... .. .. ..... .... . ..... ...... ..................... ......... .. .. .... .. ......... . .......... ..
Transponder Select Switch ....................................................... ......... ......... ..................
Transponder Fail Indicator................................................................. ...........................
Identification Button............................................................................ ...........................
Mode Select Switch.......................................................................................................
Liquid Crystal Display....................................................................................................
Altitude Reporting Switch..............................................................................................
Range Switch ................... .. .... .. .. ... . ..... . .... . ..... . .............................. .. .. .... .. ......... . .......... ..
Keypad ........................................... ...............................................................................
Test Button .. ..................... .......... ..... ..... ..... ...... .............................. .... ...... ... ....... .... ...... ..
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Topic 7.7 - Gables G6990-58 Controller
Control Panel ..... ..... ...... ... .. ... . .. .. .... ..... . .. .. . ... .. .. .... .. ... ..... ...... ...... ..... .. .... .. .... ..... . ..... ..... ..
Transponder Select Switch............................................................... ............................
Transponder Fail Indicator........................................................ ......... ...........................
Identification Button.......................................................................................................
Mode Select Switch.......................................................................................................
Traffic Switch..................................................................................... ............................
Liquid Crystal Display....................................................................................................
Altitude Reporting Switch..............................................................................................
Range Switch............................................ ....................................................................
Keypad..........................................................................................................................
Test Button .. ..................... .......... .... ...... ..... ...... .............................. .... ...... ... ....... .... ...... ..
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Topic 8.1 - Weather Radar - Overview
Weather Radar Type .......................................................................... ...........................

Purpose...................................................................................................... ...................
Principal Components.................... ...............................................................................
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Contents
Chapter 19 TOC
Page9
Topic 8.1 -Weather Radar- Overview (continued)
Architecture........................................................................... ........................................
The Antenna..................................................................................................................
EFIS Architecture................................................... ......................... ......................... .....
EFIS Weather Radar Display............ ..................................... ............................... ........
ND Weather Radar Annunciations....................................................................... .........
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Topic 8.2 - Weather Radar- Primus 708A
General .........................................................................................................................
Architecture...................................................................................................................
Controls .........................................................................................................................
Display..........................................................................................................................
Mode Field . .. ..... .. .... ... .. ...... . ...... .... .... ..... ...... .. ..... .. . ... ... .. .... .. . ........ .. ...... ..... ...... ..... .... .. ..
Selected Range Field....................................................................................................
Tilt Field............................................. ........................... .......... .......................................
Auxiliary Field ................................................................................................................
Fault Field .............................................................................. .......................................
Target Alert Field...........................................................................................................
Sector Scan...................................................................................................................
Left and Right View.......................................................................................................
Markers................................................................................. ........................................
Display Brilliance...........................................................................................................
Display Freeze ....................................................................... .............................. .........
Range Selection............................................................................................................
Receiver Gain ..... .................................................................. ......................... ...... .... .....
Target Alert .. ....... .... ... .. . ..... . .............. .. ......... .. ........ ... ... ..... .... ..... ...................... ......... ....
Power Up ..................................................................... .......... .......................................
Weather Mode................................... ..................................... .............................. .........
Turbulence Detection ....................................................................................................
Rain Echo Compensation Technique (REACT).................................................... ........
Ground Clutter Reduction ...................................................... .............................. .... .....
Ground Mapping . .............................. ..................................... ......... ..................... .... .....
Test....................................................................................... ........................................
EFIS Display .................................................................................................................
Display Update Rate ......................... .................................... ........................................
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Topic 8.3- Weather Radar- RDR-4A
General.........................................................................................................................
Architecture...................................................................................................................
IRSs ....................................................................................... .......................................
Controls.................................................................................. ......... ............................ ..
Display..........................................................................................................................
Selected Range Fie ld....................................................................................................
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Chapter 19 TOC
Page 10
Topic 8.3- Weather Radar- RDR-4A (continued)
Range Mark Fie ld.............................................................................. ............................

Selected Mode Field ..... ... ... ... .... .......... ....... .... .... ..... .. ..... ...... ..... .... .. . .... .. .... ...... ..... ...... .
Antenna Tilt Field ..... ........ ... ... .... .. .. ...... ........... ......................... ..... .... ...... .......... ..... .......
R/T Performance Field ..... ...... .... .... . .... . ..... ...... ...................... ........ ... . ...... .......... ............
Receiver Gain Fie ld........................................................................... ............................
Display Brilliance............................................................................... ............................
Ra nge Selection ............................................................................................................
Receiver Gain .... ...... ..... ... ... ... .... ..... ..... .... . ..... . .... ...... ........... .... .. ... .. .. .... .. .... ..... . ..... ..... ..
System Power ................................................................................... ............................
Weather Mode................................................................................... ............................
Turbulence Detection....................................................................................................
Ground Mapping .................... .................................................. ................... ..................
Faults........................................................ ........................................ ......... ...................
Soft Cooling Fault..........................................................................................................
Soft Stabilisation Fault .. ... ... ... ... . ..... ..... ..... ........ ... .... ....... ...... ..... ... ... . ..... . .... ...... ..... ...... .
Soft Transmitter Power Fault .................................................... .... .... .......... ..................
Hard fai lures............................................................................................... ...................
Test................................................ ................................................... ............................
EFIS Display..................................................................................... .......... ..................
Update Rate.............................................. .......... .............................. ......... ...................
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Topic 9.1 - FMS and NMS Overview
NMS a nd FMS................................................................................... ......... ...................
Topic 9.2 - GNS-X
Overview........................................ ...............................................................................
Monochrome CDU ............................................................................ ............................
Colour CDU....................................................................................... .......... ..................
Monochrome CRT Colours............................................................... .......... ..................
Colour CRT Colours.......................................................................... ............................
Field .................................................................................................. ............................
Cursor............................................................................................... ............................
Sections and Pages ...... ... ... ... .... .... ...... ........... .... ...... ...... ...... ... .. ... ... . .... .. .... ..... . ..... ...... .
Line Select Keys ...................................................................... .......... ......... ..................
Data Entry .... ..... ....... ........ ... ....... ....... ... ...... ............ ... ..... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Navigation Data Bank (NOB) .................................................... ........ ............................
Manual Changes............................................................................... ............................
Display Abbreviations and Terminology............................................. ...........................
Units.................................................................................................. ............................
System Powe r................................................................................... .......... ..................
Brilliance Control....................................... ........................................ .......... ..................
System Test ..................... .. ..... ... ... . ..... . .... . ..... . .... ...... ..... ...... ..... ...... .. .... .. ... . ..... . .... ...... ..
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Chapter 19 TOC
Page 11
Topic 9.2- GNS-X (continued)
Initialisation Page.................................................................. ........................................

Flight Plan Section........................................................................................................
Waypoint Alert..... ..................................................................................................... .....
Leg Changing.................................... ..................................... ......... ..............................
Navigation Section ............................ .................................... ......................... ...... .........
Navigation Sub-sections ................... .................................... ............................... .... .....
Fence.............................................................................................. ..............................
Direct To.... ....................................................................................................................
FGS Direct To ...............................................................................................................
Planning Section . .... .. .... ..... . ....... .... ... .. ........ . .. .... ... . ... ... ... .. .... ..... ...... ..... ...... ..... .... .. .. ... ..
PLAN 1 Page........................................................................ ........................................
PLAN 2 and 3 Pages................................................................................................ .....
Trip Plan and Fuel Plan Operation........................................................................ ........
PLAN 4 Page ........................................................................ ........................................
PLAN 5 Page ................................................................................................................
PLAN 6 Page ............................................................... .......... .......................................
Waypoint Pages............................................................................................................
Duplicate Waypoints ............................................................. ............................... .........
Pilot Generated (Personalised) Waypoi nts ............................ .............................. .........
Offset Waypoint.......... ....................... ............................................................. ...... .... .....
Obsolete Waypoints............... ... ..... ...... ....... . .. .... ... .... ... ... .. .... ..... ...... ..... ...... ..... .... .. .. ... ..
Special Waypoints.................................................................. .............................. .........
HOLD Page ...................................................................................................................
Pseudo-VORTAC................... ... ..... ..... ....... .. .. .... ... .... ... ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
Parallel Course..............................................................................................................
Message Section................................................................... ........................................
The VPU....................................................................... .................................................
GPS...............................................................................................................................
IRS......................................................................................... .......................................
Composite Position .... ... ...... ...... ..... ... .... ...... . .. .... .......... ......... ...... ..... ..... ...... ..... .... .. ... ... .
Dead reckoning (D R) Mode ................................................... .............................. .........
Position Anomaly .... ... ... ..... . ..... ...... ... ... ..... .. . .. .. .. .. .. ...... ... ... ... ..... ..... ...... ...... ..... .... .. ... .. ..
Power Supplies .. . .... ... ... ..... . ...... ..... ... .... ...... . ...... ... . ... ... ... . .... . ..... ...... ..... ...... ... .. .... .. ... .. ..
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Topic 9.3- GNS-XLS
Overview ...................................................................................................................... .
CDU ...................................................................................... ........................................
LCD Colours..................................................................................................................
AFIS ...................................................................................... ........................................
Field .......... ....................................................................................................................
Cursor ................................................................................... ...................................... ..
Sections and Pages ... ... ..... . ...... ..... ... .. .. .... .. . .. .. .. .. ... .. ... ... .. .... ..... ...... ..... ...... ..... .... .. .. .... .
Line Section Keys ... ... ... ..... . ...... ..... ... .. .. ...... . .. .. .. ... . ... ... ... . ..... ..... ...... ..... ...... ... .. .... .. .. ... ..
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Vol ume 1
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Contents
Chapter 19 TOC
Page 12
Topic 9.3 - GNS-XLS (continued)
Data Entry .... ..... ....... ..... ... ... ....... ...... ... . ...... ....... .. ...... ..... ...... ..... .... .. .. .... .. ... . ..... . .... ...... ..
Navigation Data Bank (NOB) .................................................... ........ ............................
Manual Changes ............................ ............................................... ..... ...........................
Cross-fill .. .......................................................................................... ......... ...................
Display Abbreviations and Terminology........................................................................
Units.................................................................................................. ............................
System Power................................ ..................... ..........................................................
Brilliance Control............................................................................... ............................
System Test ...... ...... ..... .... .. ..... ... .. .. .... .. .. .. . ... .. . .... ..... ...... ...... ..... .... .. .. .... .. ... ...... . .... ...... ..
Initialisation Page.............................................................................. ............................
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8
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10
Flight Plan Section ... ..... ... ... ... .. .. .. ... ..... ..... ..... . ..... .... .. ..... ...... ..... ... ... . .... .. .... ..... . ..... ...... .
1o
Waypoint Alert................................................................................... .......... ..................

Leg Changing.................................................................................... ............................
Navigation Selection ...... .. ... ... ... . .. ... ..... ..... ...... ..... .... .. ..... ...... ..... ... ... . ..... . .... ...... ..... ...... .
Navigation Sub-sections ........................................................... ........ .......... ..................
Fe nce................................................................................................ ............................
Direct To..................................................................................................... ...................
Vertical Navigation ......................... ............................................................. ..................
He ading............................................................... .............................. ......... .................. .
Approaches .. ..... ...... ..... .. .. .. ...... .. .... ..... . .. .. . ... .. . .... ..... ...... ...... .... .. ... .. .. .... .. ... ...... . .... ...... ..
Planning Section ............................................................................... ............................
PLAN 1 Page .................................................................................... .......... ..................
PLAN 2 and 3 Pages...................... .......................................... ......... ............................
Trip Plan a nd Fue l Plan Ope ration................................................................................
PLAN 4 Page......................... ........................................................... ............................
PLAN 5 Page................................................................................................................
P LAN 6 Page................................................................................................................
Plan Pages 7 and 8.......................................................................................................
Waypoint Pages................................................................................ ............................
Database Generated Waypoints .... .. .. .. ..... ....... ...... .. .. .. .. .. .. .... .. .... .. .. .. .. .. .. .. .. .. .... .. .... .. .. .
Duplicate Waypoints ................................................................................... ..................
Pilot Generated (Personalised) Waypoints ........................................ ...........................
Offset Waypoint..... ... ..... ... ... ... .... ..... ..... .... . ..... . .... ...... ...... ..... .... .. ... .. .. .... .. .... ..... . ..... ..... ..
Obsolete Waypoints .......................................................................... .......... ..................
Special Waypoints....................................................................................... ..................
HOLD Key........................................................... .............................. ......... ...................
Pseudo-VORTAC .. ... ..... ... ... ... .... .. ... .... . ..... ..... . ..... ..... ...... ..... ...... ... ... . .... .. .... ..... . ..... ..... ..
Parallel Course............................... .................................................... ...........................
Message Section....................................... ........................................ ............................
IRS...................................................................... .............................. ............................
GPS................................................................................................... ............................
VPU ................................................................................................... ......... ...................
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Nov 01 /09
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Volume 1
NAVIGATION
Contents
Chapter 19 TOC
Page 13
Topic 9.3- GNS-XLS (continued)
Composite Position .... ... ...... ..... .. .... ... .. .. .... .. . .. .. .. .. ... .. ... ... .. .... ..... ...... ..... ...... ..... .... .. ... ... .
Dead Reckoning (DR) Mode................................................. ................................ ........
Position Anomaly .... .. .... ..... ........ .... ... .... ...... . .. .. . ..... ... ... ... . .......... ...... ..... ...... ..... .... .. .. ... ..
Power Supplies .. . .... ... ... ..... . ....... .... ... .. ........ . .. .... ... .... ... ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
20
20
21
21
Topic 9.4- Collins FMS
Overview .......................................................................................................................
MCDU ...........................................................................................................................
Mode Keys............................................................................ ........................................
Alphanumeric Keys .... ... ...... ...... ..... ... .. .. ...... . .. .... ... . ..... . ... . ..... ..... ...... ..... ...... ... .. .... .. ... ... .
Messages....................................................................................................... ...............
FMS Configuration ................................................................. .............................. .........
Radio Navigation. ..........................................................................................................
FMC Position................................................................ .......... .......................................
Position Status of Navigation Sensors..........................................................................
Fuel Calculations.................................................................................................. .........
Pre-flight Set-up ............................................................................................................
Position Initialisation......................................................................................................
Flight Plan . ........................................ ..................................... .......................................
Performance Initialisation ...................................................... ........................................
Flight Progress .. .. .... ... ... ..... . ..... .. ... .... ... .... .. .. .. ... . ... . ... ... ... . .... . ..... ..... ...... ...... ..... .... .. ... .. ..
Lateral Navigation ... ... ... ..... . ........... ...... ....... . .. .... ....... ... ......... ..... ...... ..... ...... ..... .... .. .. .... .
Missed Approach Guidance..........................................................................................
Vertical Navigation ................................................................. ........................ ...... .... .....
Holding..........................................................................................................................
Procedure Turns . ...... ......... ............... ..................................... ......... ..................... .... .... .
Approach Reference Pages ......................................... ............................................ .....
Outbound Legs of NOB and VOR Procedures ..............................................................
VNAV Approach ................................................................................................... .........
Data Loader ........................................................................... .......................................
Power Supplies .. . .... ... ... ..... . ...... ..... ... ... ....... . .. .... ....... ... ... .. ... . ..... ...... ..... ...... ..... .... .. .. ... ..
1
3
5
6
6
6
7
7
7
8
8
8
8
9
10
10
11
11
12
12
12
13
13
13
13
Topic 10.1 - EGPWS Overview
General ........................................................................................................................ .
EGPWS Alerts...............................................................................................................
Terrain Display Switch ..................................................................................................
Enhanced Features Inhibition and Failure .. . .. .... ... .... ... ...... .. .. ....... ..... .. .... .. .. .. .. .. .. ..... ....
Steep Approach .. .... ... ... ..... . ..... ..... .... .. .. ... .. .. .. .. .. .. .. ... .. . ... .. ... .... .. . .... ...... ...... ..... .... .. ... .. ..
Flap Warn Override Switch.................................................... ............................... ........
Terrain System Switch.......................................................... ............................... .........
Architecture...................................................................................................................
Power Supplies .. . .... ... ... ...... ...... ..... ... .... ...... . .. .... ... .... .. . ... ... .. .. .. ... ..... ..... ...... ..... .... .. ... .. ..
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Contents
Chapter 19 TOC
Page 14
Topic 10.2- EGPWS Basic Modes
Overview.......................................................................................................................
Mode 1 ..........................................................................................................................
Mode 2 ........................................... ..................... ..........................................................
Mode 3 ..........................................................................................................................
Mode 4 ..........................................................................................................................
Mode 5 ..........................................................................................................................
Mode 6 ..........................................................................................................................
GPWS INOP .................................................................................................................
Mode Warning Conditions and Call outs........................................................................
1
1
3
5
7
11
13
14
14
Topic 10.3- EGPWS Enhanced Functions
Enhanced Functions .......................................................................... ......... ..................

Envelope Modulation.....................................................................................................
Terrain Clearance Floor (TCF) ... .. ... .. ... .... .. ...... ...... .. .. .. .. .. .. .... .. .... .. .... .. .. .. .. .. .. ... .. .. .. .. ....
Runway Field Clearance Floor......................................................................................
Look Ahead Alerting .................................. ....................................................................
Terrain Ahead Display (TAD)............................................................ ............................
Reference Altitude.........................................................................................................
Non peaks Display Colour Coding .. .. ......... ...... ...... ... .. ... .. .. .... .. .... .. ... .. .. .. ... .. ... ... .. .... .. ...
Peaks Display .... ...... ..... ... .... .. .... ..... ..... .... . ..... .. ... ...... ...... ..... .... .. ..... .. .... .. .... ..... . ..... ..... ..
Pop-Up ..........................................................................................................................
Terrain System Switch .. ... ... ... .... .... ...... ..... ....... ... ....... ..... ...... ..... .... .. . .... .. .... ...... ..... ...... .
1
1
1
4
5
5
9
9
11
13
13
Topic 10.4- EGPWS Test
Types of Test................................................................................................................
Short Test......................................................................................................................
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Scope
This Chapter covers the following subjects:
The attitude and heading systems.
The air data system.

The radio navigation aids.
The radio altimeter.

The flight instruments.
The ATC transponder.
The traffic collision avoidance system (TCAS).
The weather radar.
The enhanced ground proximity warning system (EGPWS).
The optional navigation management system (NMS).
The optional flight management systems (FMSs).
Flight Instruments
The pilot's instrument panels are shown in Figure 1.1 and Figure 1.2.
Each pilot's instrument panel contains the following flight instruments:
Two electronic flight instrument displays: a primary flying display (PFD) and a
navigation display (ND).
A main altimeter.
A TCAS traffic display.
A distance bearing indicator.
The left instrument panel also contains some standby instruments:
A combined standby altimeter and standby AS I.
A standby attitude indicator containing an ILS localiser deviation indicator and an

ILS glideslope deviation indicator.
An outside air temperature indicator is on the right instrument panel.
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Chapter 19 Topic 1
Page 2
Figure 1.1 - Left Instrument Panel
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Volume 1
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Overview
Chapter 19 Topic 1
Page3
Figure 1.2 - Right Instrument Panel
.:
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EFIS
An electronic flight instrument system is fitted. The system has two symbol generators
(SGs): SG 1 and SG 2. There are two CRT display units (DUs) on each pilot's instrument
panel, one above the other. The top panel is known as the primary flying display (PFD).
The bottom panel is called the navigation display (ND).
The EFIS controls are on the instrument panels and the centre console. The flight deck
elements of the EFIS are shown in Figure 1.1 to Figure 1.3.
The symbol generators take inputs from the aircraft avionics and supply pictures to the
DUs. SG 1 normally supplies the left DUs and SG 2 normally supplies the right DUs.
If one DU fails, a compact format can be displayed on the working DU. The compact
format contains all the elements of the normal PFD and some elements of the normal ND.
If one SG fails, a transfer system allows one SG to supply all four displays. An EFIS
transfer switch is fitted beneath the left ND.
An EF IS master switch on the left instrument panel controls power to SG 1 and the left
DUs. Another EFIS master switch on the right instrument panel controls the power to SG 2
and the right DUs.
An EFIS dimming panel is fitted to the left of each PFD. Two EFIS control panels are fitted
on the forward centre console: one for SG 1 and one for SG 2.
Each pair of DUs has a cooling fan. EFIS cooling fan fail annunciators are on the bottom
of the right instrument panel.
Weather Radar
A digital, light weight radar is fitted. A colour radar indicator is fitted to the forward centre
console as shown in Figure 1.3.
There are two types of weather radar available: a Primus 708A and a Bendix RDR-4A.
The Bendix weather radar is shown in Figure 1.3.
The EGPWS creates a terrain awareness display (TAD) based on GPS position and a
terrain database. The TAD can be displayed on the weather radar indicator. A switch to
change the indicator between a radar picture and the TAD is just aft of the radar indicator.
The radar indicator can only display one of the three pictures at a time.
The weather radar picture can also be displayed on both NDs. The EFIS cannot display
the TAD or the picture from the optional unit.
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NAVIGATION
Overview
Figure 1.3 - Forward Centre Console
NMS 1 or FMS 1
Collins FMS, shown
Weath er radar Indicator

Bendix RDR-4A shown
Left EFIS control panel
NMS 2 or FMS 2
Comns FMS shown
Right EFIS control panel
Terrain display switch
L NAV transfer switch
~v1.t9-000 1 0
NMS and FMS
Either two GNS X navigation management systems (NMSs) are fitted or two flight
management systems (FMSs) are fitted. There are two FMSs available: a GNS XLS or a
Collins FMS. The control and display units are on the forward centre console.
VOR.
DME.
IRS.
All FMSs also have a GPS sensor. The GPS sensor is an option for the GNS X NMS.
the NMSs and the FMSs is the L NAV element. The NMSs and FMSs are known
Normally L NAV 1 supplies SG 1 and L NAV 2 supplies SG 2. If one L NAV fails, a transfer
system allows one L NAV to supply both SGs. An L NAV transfer switch is just aft of the
weather radar indicator.
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inertial reference unit (IRU) ; both IRUs are controlled from a mode select unit (MSU) on the
right side console. The MSU has a mode select switch for each IRU and a NAV OFF
annunciator for each IRU. The MSU is shown in Figure 1.4.
SG 1 normally displays attitude and heading information from IRS 1. SG 2 normally
displays attitude and heading information from IRS 2.
Each mode select switch has four positions: OFF, ALN, NAV and ATT.
The ALN position has two functions:
To initiate a power up alignment on the ground. A power up alignment cannot be

made in the air.
To update the IRS position, attitude and velocity on the ground. The IRS cannot be
updated in the air.
The NAV position is the operational position. It selects the navigation mode. When an IRS
enters the navigation mode, the associated NAV OFF annunciator extinguishes.
The An position selects a reversionary mode that supplies just attitude and heading. The
ATT mode can be entered on the ground and in the air.
An IRS transfer system is fitted for use when one IRS fails. A transfer switch is on the
bottom of the left instrument panel. The switch is shown in Figure 1.4.
Radio Altimeter
Two radio altimeters are fitted. Radio altitude is indicated on the EFIS and is also used by
some of the other avionics.
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Figure 1.4 - IRS MSU and Transfer Switch
IRS mode select unit

Attitude and heading
transfer switch
IRS 1 N.AV OFF
annunciator
IRS 2 NAV OFF

annunciator
NAY OFF
NAY OFF
IRS 1 modo select switch
IRS 2 mode select switch
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Air Data
Pilot probes, static pressure vents, temperature probes and angle of airflow vanes are
fitted t o the fuselage.
Two air data computers (ADCs) are in the avionics bay. The ADCs supply air data to the
flight instruments and the aircraft systems. Airspeed, Mach number and vertical speed are
shown on the EFIS displays. The EFIS air data displays are shown in Figure 1.5. The only
displays of Mach number and vertical speed are on the EFIS.
The vertical speed supplied to the EFIS is a function of inertial vertical speed and ADC
vertical speed; the IRSs normally supply vertical speed to the EFIS displays. The EFIS
displays can be supplied by the ADCs if vertical speed is not available from the IRSs.
A main altimeter is fitted to each pilot's instrument panel. The main altimeters are supplied
by the ADCs. A combined standby altimeter and air.speed indicator is on the left instrument
paneL The standby airspeed and standby altitude displays are capsule driven. The
standby displays do not take inputs from the ADCs. The EFIS VSis are the only displays
of vertical speed available on the flight deck.
An ADC transfer system is fitted for use when one ADC fails. A transfer switch is on the
bottom of the left instrument panel. The transfer switch is shown in Figure 1 .6.
An outside air temperature indicator is on the right instrument panel. The indicator does
not show total air temperature (TAT). The indication is indicated outside air temperature
(IOAT) with a recovery factor of 0.7.
Figure 1.5 - EFIS Air Data
lAS
--11- VSI
Mach -oil number
t-Vl-19-00023
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Figure 1.6 - Altimeters and ADC Transfer Switch
.
.
ADC transfer switch

Right main
altimeter
left main
altimeter
Standby altimeter
_' GO oA. r
--40
/ -20
I
so"'
40-
d vo'
\ '\
Indicated outside
air temperature
..... 1900024
Standby ASI
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Radio Navigation
Two VOR receivers: VOR 1 and VOR 2. VOR 1 contains a marker beacon
receiver.
Two OME interrogators: OME 1 and OME 2
One or two AOF receivers: AOF 1 and AOF 2 .
Two distance bearing indicators (OBis) are fitted. Each OBI has a compass display with
two bearing pointers; there are two distance indicators above the compass display. The
bearing pointers display AOF or VOR bearings and the distance indicators display OME
distance. The compass displays are supplied by the IRSs. The OBis are shown in Figure
1.7.
Each OME interrogator has five channels: channels 1 to 5.
ILS 1, VOR 1 and OME 1 channel 1 are controlled from a VHF NAY 1 controller on the left
of the centre glareshield. ILS 2, VOR 2 and DME 2 channel 1 are controlled from a VHF
NAY 2 controller on the right of the centre glareshield. OME 1 and 2 channels 2 to 5 are
automatically tuned by the NMSs or FMSs. The controllers are shown in Figure 1.8.
Figure 1.7 - OBis
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NAVIGATION
Overview
Figure 1.8 - VHF NAV and ADF Controllers
Controller
I -, ,-
'
Transfe.r
Switch
,-
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1_1 -~
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Controller
Frequency
Displays
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Switch
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Frequency
Displays
,- ,-
:1 .:1
n t:I :_I n
U
: 1 1_1
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OME Switch
DME Switch
Frequency Selector
-. 1-1 1-1 .-1
AOF1
frequency
ADF1
ANT/ADF
mode
selector
Frequency Selector
:1
ADF 1 frequency
selector
AOF 1
AOF 2
BF0 selectors
1
0 U .l_l
ADF 2 frequency
selector
ADF 2
frequency
AOF2
ANT/ADF
mode
selector
~--~ 1 ,
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A standby attitude indicator is on the left instrument panel and is shown in Figure 1.9. The
attitude indicator is completely self contained. It has its own gyro powered from the
EMERG DC busbar. The indicator does not take inputs from the IRSs. The indicator also
displays ILS localiser and glideslope deviation from ILS 1. It is not possible to display ILS
2 on the standby attitude indicator.
A magnetic standby compass is fitted below the overhead panel. The compass is shown in
Figure 1.9.
Figure 1.9 - Standby Attitude and Heading
Standby Attftude Indicator
Standby Compass
1-v1-19.Q0267
Transponder and TCAS

Two mode "S" transponders are fitted.
A traffic collision and avoidance system (TCAS) is fitted. A TCAS traffic display is fitted to
each pilot's instrument panel. Resolution advisories are displayed on the EFIS VSis.
A combined TCAS and transponder controller is on the centre console. The indicators and
the controller are shown in Figure 1.1 0. There are three different controllers available.
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NAVIGATION
Overview
Figure 1-10 -Transponder and TCAS Flight Deck Elements

LeftTCAS
Trame Dls,play
Right TCAS
Trame Ol$play
Right
EFIS VSI
.....
......
Transp~nder
and
TCAS ~ntroller
.=, u -.
(:'"
'-' '-'
.,
111111
One of these three

controllers. Is fitted
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Volume 1
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Chapter 19 Topic 1
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EGPWS
An enhanced ground proximity warning system is fitted. The flight deck elements of the
system are shown in Figure 1.11.
The purpose of the EGPWS is to help prevent accidents caused by controlled flight into
terrain (CFIT). The prime responsibility for avoiding terrain lies with the flight crew.
However, if mistakes have been made, immediately responding to the EGPWS alert will
give the best chance of avoiding impact with terrain.
All the EGPWS alerts are given aurally. Warning and cautions are also given by lamps: a
red warning lamp on each pilot's glareshield and an amber caution lamp on each pilot's
glareshield. The red lamps have a PULL UP legend; the amber lamps have a GROUND
PROX legend.
The EGPWS also warns of excessive deviation below the glide slope. The GROUND
PROX caution lamps are also the glideslope warning inhibit switches. The glideslope
warning can be cancelled or inhibited by pressing either of the GROUND PROX lamps
when the aircraft is below 2 000 ft radio altitude.
The EGPWS has five basic modes whose only knowledge of terrain is height above terrain
based on radio altitude. If these modes fail , a white GPWS INOP caption illuminates on
the CAP.
The enhanced features of the system use a terrain database and GPS position. Thus they
have knowledge of terrain ahead of the aircraft as well as terrain below the aircraft. The
enhanced features include a terrain awareness display (TAD) that can be displayed on the
weather radar indicator. A switch aft of the weather radar indicator switches the weather
radar indicator between the radar display and the TAD. The switch has a green ON legend
that illuminates when the TAD is displayed on the weather radar indicator.
The enhanced EGPWS features can be inhibited by pressing a terrain system switch on
the right instrument panel. A white INHIB annunciator on the switch illuminates when the
switch is used to inhibit the terrain features. The switch has a transparent plastic guard.
If the enhanced features fail and the system has not been inhibited, an amber FAIL
annunciator in the terrain system switch illuminates. When the switch is pressed, the FAIL
annunciator extinguishes and the INHIB annunciator illuminates.
If an approach is made with the flaps not at a normal landing setting, a "Too Low Flaps"
alert is given. A flap warning override switch can be used to inhibit this alert. The switch is
for use when an approach is made intentionally with an abnormal flap setting. The switch
contains a white FLAP WARN OVRD legend. The legend illuminates when the override
position of the switch is selected. The switch has a transparent plastic guard.
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Chapter 19 Topic 1
Page 15
Figure 1.11 - EGPWS Right Deck Elements
GPWS
I NOP
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Circuit Breakers
The navigation system circuit breakers (CBs) on the flight deck are on the navigation and
flight instruments sub panel of the overhead circuit breaker panel. The sub panel is shown
in Figure 1.12.
Power for the standby attitude indicator's gyro is supplied from CB A 15. The ILS display
on the indicator is supplied from CB A 14.
There are six radio navigation aids CBs:
A 16 supplies power for the VHF NAV 1 controller.
A 17 supplies power for the VOR 1 receiver.
A 18 supplies power for the OME 1 interrogator.
A 19 supplies power for the ILS 1 receiver.
A 21 supplies power for the AOF 1 receiver.
B 17 supplies power for the left OBI.
If Collins FMSs are fitted, two CBs are fitted for FMS 1:
A 20 supplies the flight deck control unit.
8 24 supplies the FMS computer known as the GNLU.
Power for radio altimeter 1 is supplied by CB A 22.

There are two air data CBs:
A 23 supplies power for AOC 1.
B 18 supplies power for the left altimeter.
Power for transponder 1 is supplied by CB A 24.

There are three CBs for the EFIS:
B 14 supplies power for symbol generator 1.
B 15 supplies power for the left PFO.
8 16 supplies power for the left NO.
There are two CBs for the EGPWS:
B 19 supplies the flight deck warnings.
B 20 supplies the EGWPS computer.
Each IRS has a main power supply and a backup power supply. There are three IRS CBs:
B 21 supplies backup power to IRS 1.
B 22 supplies main power to IRS 1.
B 23 supplies backup power to IRS 2.
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Figure 1-12 - Circuit Breakers
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Air data Sensors

Air data is sensed from sensors mounted on the fuselage nose and sides: pilot heads,
static vents, temperature probes, a pressure head and angle of airf low vanes.
Flight Deck Displays
Airspeed, Mach number and vertical speed are displayed on the EFIS PFDs. A main
altimeter is on each pilot's instrument panel.
There is no analogue display of Mach number or vertical speed.
A combined standby altimeter and airspeed indicator is on the left instrument panel. The
airspeed and altitude displays are capsule driven.
ADCs
Primary air data is supplied by two air data computers (ADCs): ADC 1 and ADC 2.
The ADCs supply the main altimeters and pass airspeed, Mach number and vertical speed
to the EFIS SGs. The ADCs also supply data digitally to the other aircraft systems and
avionics. The other systems and avionics supplied are:
The FGCs.
The L NAVs.
The lASs.
The transponders.
The EGPWS.
The fully automatic pressurisation system.
Some systems require analogue air data. The ADCs supply an air data accessory unit
(ADAU). The ADAU converts the digital air data to analogue air data and passes the
analogue information on to the aircraft systems. The ADAU is split into two channels:
channel 1 and channel 2. Channel 1 is normally supplied by ADC 1 and channel 2 by
ADC2.
Flight Data Acquisition
Unit A flight data acquisition unit (FDAU) supplies data to the FOR. The acquisition unit
receives information from various systems and passes it on to the FOR. Air data is fed to
the FDAU by ADC 1.
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Air Data Overview

Page2
Air Data Transfer Switch
An AIR DATA transfer switch is on the bottom of the left instrument panel. It has three
positions: BOTH 1, NORMAL and BOTH 2. The switch allows:
Some services that are normally supplied from ADC 2 to be supplied by ADC 1
when the switch is selected to BOTH 1.
Some services that are normally supplied from ADC 1 to be supplied by ADC 2
when the switch is selected to BOTH 2.
Airspeed
The airspeed calculated by the ADCs and sent for display on the EFIS is called computed
air speed; its abbreviation is CAS. The abbreviation for calibrated airspeed is also CAS.
Computed and calibrated airspeed are not the same; however they are not too different.
Calibrated airspeed is the indicated airspeed corrected for instrument errors and pressure
source errors. The ADC applies the pressure source error correction, except at low speed;
the ADC instrument errors are negligibly small. The pressure error correction by the ADC
is not perfect. A correction to the EFIS lAS to obtain calibrated airspeed is given in the
Flight Manual. The speed bug cards are based on EFIS lAS.
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Location
The air data sensors are shown in Figure 2.2. 1 and Figure 2.2.2.
There are three pilot heads on the sides of the aircraft's nose:
The lett pilot (P 1).
The right pilot (P2).

The auxiliary pitot (P3) on the right sided of the nose below the right pilot.
There is one pressure head that senses pilot and static pressure: the Q-pot pressure
head. It is on the lower left side of the nose.
Every aircraft has six static sources: S1, S2, S3, 84, S5 and S7. There is no S6. Some
aircraft have an additional static source: sa. All the static sources, apart from S7 and S8,
are balanced. That is, they have a static vent on each side of the aircraft. The two vents
of a source are connected together.
The vents for S1 , S2 and S3 are on two static plates: one on each side of the nose. These
are shown in Figure 2.2.1 and Figure 2.2.2.
The vents for S4 and S5 are on each sid e of the fuselage just aft of the forward cabin
doors. These are shown in Figure 2.2.3.
The vent for S7 is on the left side of the f uselage just forward of the forward passenger
door. This is shown in Figure 2.2.4.
The vent for S8 is on the left side of the rear fuselage. This is shown in Figure 2.2.5.
There are two total air temperature (TAT) probes: one on the left side of the nose and one
on the right side of the nose. These are shown in Figure 2.2.1 and Figure 2.2.2.
There is one indicated outside air tempera1ure (IOAT) probe on the left side of the nose.
This is shown in Figure 2.2.1.
There are two angle of airflow vanes: one on each side of the nose. These are shown in
Figure 2.2.1 and Figure 2.2.2.
FCOM:V1002
AVRO 146-RJ Series
Nov 01 / 09
NAVIGATION
Air Data Sensors
AVRO 146-RJ FCOM

Volume 1

Page 2
Figure 2.2.1 - Left Nose Air Data Sensors
Left nose static plato

(51, 52 and 53)
I _..J
left pltot ( P11
Left angle of airflow vane
LeftTATprobo
IOAT probe
FCOM:V1-002
Q-pot pressure head
AVRO 146-RJ Series
1-'111~0007
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air Data Sensors

Page3
Figure 2.2.2 - Right Nose Air Data Sensors
Right nose static plate

($1 , 52 and $3)
Right pitot (P2)
Right angle of airflow vane
Right TAT probe
Auxiliary pltot (P3)

..vl-1~008
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATI ON
Air Data Sensors

Page 4
Figure 2.2.3 - 54 and 55
Right forward seNice doo r
Left forward passenger door

~ vt - 19-00009
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air Data Sensors

Page 5
Figure 2-2-4 - 5 7
..
Left forward passenger door
! - - - S7
1-VI-1~0012
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air Data Sensors

Page6
Figure 2.2.5 - 58
,,,
I I
Left rear passenger door

sa --~-
i--VI 19.00013
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air Data Sensors

Page 7
Pitot Heads
The left pitot head supplies pitot pressure to ADC 1. The left pitot does not supply any
other services.
The right pitot head supplies pitot pressure to ADC 2. The right pitot does not supply any
other services.
The auxiliary pitot:
Supplies pitot pressure to the standby ASI.
Monitors the pitot pressure supplied by the Q-pot pressure head.
The auxiliary pitot does not supply any other services.

Nose Static Vents
Sl supplies static pressure to ADC 1. S1 does not supply any other services.
S2 supplies static pressure to ADC 2. S2 does not supply any other services.
S3 supplies static pressure to the standby ASI and the standby altimeter.
On aircraft with a fully automatic pressurization system, S3 does not supply any other
services.
On aircraft with a semi-automatic pressurization system:
S3 is the reference for the pressurization system differential pressure indicator.
S3 is the reference for the forward discharge valve inward relief function .
If a fully automatic pressurization system is fitted:
The reference pressure for differential pressure indication comes from the ADCs.
The reference for inward rel ief is sensed at the outflow valves.
54 and 55
On all aircraft:
S4 is the reference for the forward outflow valve or discharge valve outward relief
function.
S5 is the reference for the aft outflow valve or discharge valve outward relief
function .
S4 and S5 do not supply any other services.
57
S7 monitors the Q-pot pressure head static pressure. S7 does not have any other
function.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air Data Sensors

Page a
sa
sa is not used on aircraft with a fully automatic pressurization system.
On aircraft with a semi-automatic pressurization system, Sa is the reference for the aft
discharge valve inward relief function.
If a fully automatic pressurization system is fitted, the reference for inward relief is sensed
at the outflow valves.
Q-pot Pressure Head
The Q-pot pressure head supplies pitot and static pressure to two Q-pots: the elevator
Q-pot and the rudder Q-pot. The elevator Q-pot increases column forces as lAS
increases. The rudder Q-pot limits the amount of rudder pedal deflection as the lAS
increases.
The Q-pot pitot pressure is monitored by a differential pressure switch against P3. The
0 -pot static pressure is monitored against S7 by a differential pressure switch. If either
switch detects that the pressure head sensed speed is less than the aircraft's speed, an
amber RUD/EL Q FAIL caption illuminates on the CWP.
IOAT Probe
The IOAT probe sends outside air temperature to the OAT indicator on the right instrument
panel. The IOAT probe does not have any other function.
TAT Probes
The right TAT probe is TAT probe 1. The left TAT probe is TAT probe 2.
TAT probe 1 supplies ADC 1.
TAT probe 2 supplies ADC 2 and the optional engine life computer.
The TAT probe do not supply any other services.
Angle of Airflow Vanes
The angle of airflow vanes supply:
Both ADCs.
Both FGCs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air Data Sensors

Page9
Sensor Heaters
The following sensors are electrically heated:
All three pitot heads. Power to the heaters is controlled by switches on the flight
deck.
The angle of airflow vanes. Power to the heaters is controlled by switches on the
flight deck.
The 0-pot pressure head. The heater is switched off on the ground by squat switch
1.
The nose static plates. The heaters are switched off on the ground by squat switch
1.
The TAT probes. The heaters are switched off on the ground by the squat
switches. TAT probe 1 is switched by squat switch 1. TAT probe 2 heater is
switched by squat switch 2.
The following sensors are not heated:
The IOAT probe.
S4 and S5.
S7.
sa.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Inputs and Functions
The ADC inputs and functions are shown schematically in Figure 2.3.1.
ADC 1 takes its pilot and static inputs from P1 and S1 ; ADC 2 takes its pilot and static
inputs from P2 and S2.
The ADCs also receive air temperature from the TAT probes and angle of attack from the
stall vanes. TAT 1 supplies ADC 1, and TAT 2 supplies ADC 2. Each ADC receives angle
of attack from both the left and the right vanes.
The baro set from each main altimeter is passed to both ADCs.
ADC 1 is electrically powered by ESS AC; ADC 2 is powered from AC BUS 2 . Neither
ADC is available at the emergency power level.
A test button for each ADC is on the flight deck GRND TEST panel. A squat switch
prevents the ADC from being tested in the air.
Each ADC converts the analogue inputs into digital data. The static source pressure is
corrected for position error as a function of Mach number.
Each ADC calculates:
Pressure altitude.
Altitude rate.
Baro corrected altitude based on the left altimeter baro set.
Baro corrected altitude based on the right altimeter baro set.
Computed airspeed (CAS).
TAS.
Mach number.
Static air temperature.
Corrected angle of attack.
Each ADC outputs the digital data on four digital buses.

The ADC knows the values of VMo and MMo Each ADC provides a discrete over speed
signal to the audible warning unit. If either ADC senses a speed a few kt above VMO or
MMo the over speed audible warning is given. The overspeed warning is an intermittent
horn.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page 2
Figure 2.3.1 - ADC Inputs and Functions

AC 2
Left
Left s1all
vane
Right
stall vane
Right
prtot
ADC 1
Right vane angle
ADC 2
Converts the analogue
Converts the analogue
anglo
Inputs to dtgrtal data
mputs to drgrtal data.
Corrects static
t + - - ---'-- - - - - - - - -+1 Corrects static
pressure for position
pressure for position
error as a funcbon of
Left static plate
Right static plate error as a functron of
mach number
51
mach number
Calculates:
Calculates:
, Pressure altitude.
, Pressure altitude
,. Altitude rate.
,. Alutude ratE!.
,.
,
Left baro corrected

Right TAT probe
attitude.
Right baro
1+- - -TAT' - - - - - -H
corrected altrtude
,. CAS
~-.,-----TA
,.
,.
CAS
TAS.
TAS
,
,
,
Mach number
Left TAT probe
,
SAT.
,
Loft baro sot
Corrected angle of 1+- - - - r - - -- - - - - - +1 ,
attack
Right baro set
Gives over-spaed
Left baro corrected

altitude.
Rightbaro
corrected altitude
Mach number
SAT.
Corrected angle of
attack
Gives over-speed
wamtng signal
Sends the data

out .on 4 digital
buses,
Sends the data

out 90 4 digital
data
Left main altimeter Rtght main altimeter
Audible warning system
..,
II)
..,
<f.)
:l
:l
:l
:J
ID
ID
IXl
ID
1-YI - 1~01.<1
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page3
ADC Data Buses
The data is the same on each bus. The receiving system just extracts the data that it
needs. The data on each bus includes:
Pressure altitude.
Altitude rate .
Left and right baro corrected altitude .
Left and right altimeter baro set.
CAS .
TAS .
Mach number .
SAT.
TAT.
Left and right vane angles .
Corrected AOA .
Data Buses 1 and 4
Data bus 1 and data bus 4 supply the EFIS symbol generators and the main altimeters.
The supply is shown schematically in Figure 2.3.2.
ADC 1 data bus 1 is the normal supply for the number 1 EFIS symbol generator and the
left altimeter. ADC 2 data bus 1 is the normal supply for the number 2 EFIS symbol
generator and the right altimeter.
ADC 1 data bus 4 is the backup supply for the number 2 EFIS symbol generator and the
right altimeter. ADC 2 data bus 4 is the backup supply for the number 1 EFIS symbol
generator and the left altimeter.
When the air data transfer switch is at NORM:
ADC 1 supplies the left altimeter and the number 1 symbol generator.
ADC 2 supplies the right altimeter and the number 2 symbol generator.
When the air data transfer switch is at BOTH 1:

ADC 1 supplies both altimeters and both symbol generators.
An ADC 1 legend is displayed in yellow on both PFDs.
ADC 2 supplies both altimeters and both symbol generators.
An ADC 21egend is displayed in yellow on both PFDs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page 4
The left altimeter uses left baro corrected altitude from the selected ADC. The right
altimeter uses right baro corrected altitude from the selected ADC.
The EFIS SGs use CAS and Mach number from the selected ADC. If IRS vertical speed is
not available, the EFIS SGs uses altitude rate from the selected ADC.
Figure 2.3.2 - ADC Buses 1 and 4
Left main altimeter
....- - BUS .. --~1
EFIS SG 1
Alr data transfer

switch
ADC 1
ADC2
Right main
aitimeter
I - - - BUS4
BUS 1
EFIS SG 2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page 5
Data Bus 2
Data bus 2 supplies the IRSs, the FGCs and the L NAVs (GNSs or Collins FMSs). The
supply is shown schematically in Figure 2.3.3.
ADC 1 data bus 2 is:
The normal supply for IRS 1.
The backup supply for IRS 2.
ADC 2 data bus 2 is:
The normal supply for IRS 2.
The backup supply for IRS 1.
Normally, the FGCs take the average of the data from the two ADCs.
When the air data transfer switch is at NORM:
IRS 1 uses ADC 1.
IRS 2 uses ADC 2.
Both FGCs use ADC 1 and ADC 2.
Both IRSs use ADC 1.
Both FGCs use ADC 1.
Both IRSs use ADC 2.
Both FGCs use ADC 2.
The IRSs use altitude, altitude rate and TAS from the ADCs.
The FGCs use altitude, airspeed and Mach number from the ADCs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page6
Figure 2.3.3 - ADC Bus 2

Either 2 Collins FMSs are fitted or 2 GNSs are fitted.
A mixed fit of Collins FMSs and GNSs is not an option.
Collins FMS 1
GNS 1
...
"'
GNS2
Collins FMS 2
BUS 2
."'
BUS 2
ADC 1
ADC2
Air data transfer switch
FCOM:V1-002
AVRO 146-RJ Series
iV1 19-0001 6
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page 7
Data Bus 3
Data bus 3 for both ADCs is shown schematically in Figure 2.3.4.

ADC 1 data bus 3 supplies both transponders, EGPWS, the FDAU, the optional fully
automatic pressurisation system and the ADAU.
ADC 2 data bus 3 supplies the two transponders, the optional fully automatic pressurisation
system and the ADAU.
Each transponder uses pressure altitude from both ADCs.
The EGPWS uses altitude, altitude rate and airspeed from both ADCs.
If an automatic pressurisation system is fitted, it uses pressure altitude and left altimeter
baro set from both ADCs.
The only bus 3 seNice affected by the transfer switch is the ADAU. If the AIR DATA
transfer switch is at NORM and:
AC BUS 2 is powered, ADC 1 supplies channel 1 and ADC 2 supplies channel 2.
AC BUS 2 has failed, ADC 1 supplies both channels.
If the AIR DATA transfer switch is selected to BOTH 1, all channel 1 and 2 functions are
supplied by ADC 1.
If the AIR DATA transfer switch is selected to BOTH 2 and:
AC BUS 2 is powered, ADC 2 supplies both channels.
AC BUS 2 fails, ADC 1 supplies channel 2 and channel 1 does not receive air data.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs
Pages
Figure 2.3.4 ADC Bus 3
~......-
BUS 3
--I
TPNDR 1
114'4-
BUS 3
t-------tl TPNDR 2 Jt---------1

EGPWS
FDAU
ADC1
FOR
ADC2
Fully automatic pressurization
system (option).
ADAU
Channel1
Channel2
AC BUS 2
OFF
Air data transfer switch
l-'111&-00017
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page9
ADC Test
Each ADC has a pushbutton test switch on the overhead panel. The switches are shown
in Figure 2.3.5.
When an ADC test button is pressed and held, the ADC sets:
The static pressure to the equivalent of 10 000 ft.
Both baro corrections to the standard sea level value.
The total pressure to the equivalent of 0. 75 Mach for the first seven seconds and
0.25 thereafter.
TAT to 35C.
Left and right vane angles to 5.
Failure conditions are simulated for 5 seconds from 2 seconds after the start of the
test.
The overspeed warning sounds for the first two seconds of the test. The results of test on
the associated PFD and main altimeter are:
During the first four seconds of the test, the speed display indicates above VMO, a
Mach number of 0.75 is displayed and the vertical speed indicates zero.
Shortly after the horn stops sounding, the lAS, Mach and vertical speed failure
warnings are displayed for a few seconds. The EFIS yellow TCAS legend is
displayed while the vertical speed failure warning is shown.
When the lAS, Mach and vertical speed failure warnings are removed, the speed
display indicates the lAS equivalent to a Mach number of 0.25 and the VS display
indicates zero. The speed trend bar shows a deceleration for a few seconds after
the speed display reverts to a speed equivalent to 0.25 Mach. The speed display
shows below 30 kt when the test button is released.
On initiation of the test, the altimeter climbs towards 10 000 ft. The altimeter fail
flag comes in to view 2 seconds after the test is initiated. The altimeter pointer
freezes while the SPD and VS failure warnings are given. Then the altimeter
continues climbing. Shortly before the altimeter indicates 1o ooo ft, the altimeter fail
flag is removed. The altimeter then indicates 10 000 ft until the test button is
released.
When the test button is released, the altimeter descend back towards its original
indication. The altimeter fail flag comes into view shortly after the button is
released. The fail flag remains in view until shortly before the altimeter reaches the
start altitude. While the altimeter descends to the start altitude, the vertical speed
display shows zero.
For the flight deck safety check, it is only necessary to check that the over speed warning
sounds when each test button is pressed in turn.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
ADCs

Page 10
Figure 2.3.5 - ADC Test Switches
~ ~
~ ~
~ ~
:
~ ~ ~ ~
ADC test sWitches
1,.1/l- 1 ~0018
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Air Data Accessory Unit Functions

The ADAU is shown schematically in Figure 2.4.1. The ADAU uses pressure altitude and
CAS data from the ADCs. The ADAU converts the ADC data into:
Discrete speed and altitude signals to the aircraft systems: effectively altitude and
speed switches.
Analogue speed signals for the aircraft systems.

Analogue altitude signals for the aircraft systems.
The ADAU has two channels: channel 1 and channel 2.

Channell is normally supplied by ADC 1. Channel 1 provides:
The analogue speed signal for stall system 1.

The analogue speed signal for the optional engine life computer (ELC).
The analogue altitude signal for the ELC.

The greater than 160 kt signal for the RUDDER LIMITER warning circuit.
The greater than 148 kt signal for the gear not down warning circuit.
The greater than 180 kt signal for stall system 1.
The MWS attention getting inhibit on take-off. The attention getting inhibit is active
from 75 kt on take-off until the pressure altitude is 1 200 It above the take off field
altitude.
Channel 2 is normally supplied by ADC 2. Channel 2 provides:

The analogue speed signal for stall system 2.
The greater than 180 kt signal for stall system 2.

The greater than 227 kt signal for the flap lever speed baulk.
The greater than 15 000 ft signal for the Garrett APU anti surge valve.
The speed comparator fault signal for the stall system. The fault inhibit is given if
the two 180 kt signals disagree or the two stall system analogue speeds disagree.
FCOM:Vl -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air Data A ccessory Unit

Page 2
Figure 2.4.1 - ADAU Schematic
I ESSAC I
AC BGS 2
01 I
ADC 1 power
ADC 2 power
ADC 1
AC BUS 2
failed
BUS 3
ADC2
AOAU
power
BUS 3
Switch position
ADC transfer logic

Channel 1
Channel 2
Channel 1 and 2
speed
comparison
Analogue
altitude
Analogue
airspeed
Discrete signals
> 180 kt
< 160 kt
Analogue
airspeed
Dlscre1e signals
> 227 kt
> 180 kt
< 148 kt
Stall
system 1
landing gear
not down
warning
FCOM:V1-002
RUDDER
LMTR
Stall
system 2
Flap
baulk
MW.S
attention getting
Garrett
inhibit
surge
valve
AVRO 146-RJ Series
APU
~ V1 19-00019
Nov 01 / 09
Main Altimeter
A main altimeter is on each pilot's instrument panel to the right of the EFIS PFD. The
altimeter is shown in Figure 2.5.1. Altitude is displayed by a counter and a pointer. The
counter has four drums. The range of the display is from -1 000 ft to 50 000 ft.
One revolution of the pointer is equivalent to a change in altitude of 1 000 It; the pointer
scale is marked at 20 ft intervals; each hundred foot point is marked with the associated
hundreds digit: 0 through to 9.
The extreme right drum displays the tens and units of altitude at 20 ft intervals: 00, 20, 40,
60 and 80. The drum rotates smoothly at a rate equivalent to the rate of change of altitude.
The second drum from the right displays the hundreds digit; the drum rotates smoothly at a
rate equivalent to the rate of change of altitude.
The third drum from the right displays the thousands digit. In a climb, this drum starts to
increase when the pointer is 20 ft below the next thousand feet; the change is completed
as the pointer reaches zero. In a descent, the drum starts to move as the pointer passes
zero; t he change is completed as the pointer reaches 20 ft below zero.
The extreme left hand drum displays the tens of thousands digit. The drum increments in a
climb as the thousands drum changes from 9 to zero; the drum decrements in the descent
as the thousands drum changes from zero to 9. Between zero and 9,980 ft, the drum
displays a green rectangle. The drum moves to 1 as the altitude increases from 9 980 ft to
10 000 ft.
If the altitude is negative, a NEG flag obscures the thousands and tens of thousands digits
and a bar partially obscures the hundreds, tens and units digits.
There are l\vo baroscale counters: one in millibars (marked MB) and the other in inches of
mercury (marked IN HG). The baroscale is changed by the BARO knob on the bottom left
of the altimeter. Baroscale increases as the knob i s rotated clockwise. The range of the
baroscale is 745 to 1 049 mb {22.00 to 30.99 in hg). The MB counters are marked at 1 mb
intervals. The IN HG counters are marked at 0.01 in hg intervals.
There is an altitude set bug on the periphery of the pointer scale. The bug is driven by the
knob on the bottom right of the altimeter. The bug rotates in the same sense as the knob.
At the top right of the altimeter is an amber ALT alert light. The alert light is driven by the
altitude alerting function of the FGS.
A fail flag drops over the display if:
Power is lost.
OR
An internal altimeter failure is sensed.
OR
There is fault detected in the data from the selected ADC.
FCOM:V1 -002
AVRO 146-RJ Series
Sep 30/ 11
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Altitude and Airspeed

Page 2
Figure 2.5.1 -Main Altimeter

10 000 ft and above
Positive altitude below 10 000 ft
Counter
Two left drums change when
pointer is between 980 and zero.
Tens of thousands drum
(green squarre for zero).
20 520
L...__
Hundreds
Thousands drum
drum
Bug set knob
Tens and units drum

marked every 20 ft.
Altitude
alert lamp
Failure flag in view
Negative altitude
Baro set knob
Two right drums

continuously roll.
Altitude bug
i-v1 -19 -00020
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page3
Standby Altimeter and Airspeed Indicator

The combined standby altimeter and airspeed indicator is on the left instrument panel. The
instrument is shown in Figure 2.5.2.
The altimeter and airspeed indicator are separate mechanisms. Both mechanisms are
capsule operated. An electrically driven vibrator prevents the altimeter mechanism
sticking. The vibrator is powered from the emergency DC busbar. There is no vibrator fail
indication. The altitude capsule responds to pressure at S3 and mechanically drives a
counter and pointer display. The range of the display is from -1 000 ft to 50 000 ft.
One revolution of the pointer is equivalent to a change in altitude of 1 000 ft; the pointer
scale is marked at 20 ft intervals; each hundred foot point is marked with the associated
hundreds digit: o through to 9. The counter has two drums: one for thousands of feet and
one for tens of thousands of feet. The numeric display is completed by three fixed zeros
for the hundreds, tens and units of feet; so the altitude has to be read by reference to both
the counters and the pointer.
In a climb, the thousands drum starts to increase when the pointer is 100 ft below the next
thousand feet; the change is completed as the pointer reaches 950. In a descent, the
drum starts to move as the pointer passes 950; the change is completed as the pointer
reaches 100 ft below zero. The altimeter will over read by 1 000 ft when the pointer is
between 950 and zero.
WARNING
The standby altimeter over reads by 1 000 ft when the pointer is
between 950 and zero.
The tens of thousands drum increments in a climb as the thousands drum changes from 9
to zero; the drum decrements in the descent as the thousands drum changes from zero to
9. Between zero and 9,900 ft, the drum displays a black and white crosshatched
rectangle. The drum moves to 1 as the altitude increases from 9 900ft to 9 950ft.
When the altitude is negative, the tens of thousands digit displays a red rectangle with the
legend NEG. The NEG flag starts to appear at minus 50ft and is completely in view at
minus 100 ft.
There are two baroscale counters: one in millibars (marked MB) and the other in inches of
mercury (marked IN HG). The baroscale is changed by the BARO knob on the bottom left
of the alti meter. Baroscale increases as the knob is rotated clockwise. The range of the
baroscale is 745 to 1 049 mb (22.00 to 30.99 in hg). The MB counters are marked at 1 mb
intervals. The IN HG counters are marked at 0.01 in hg intervals.
The airspeed capsu le responds to the pressure difference between P3 and S3 and
mechanically drives a drum with a scale from zero to 450 kt. Airspeed is read against a
fixed lAS pointer below the drum. A red and white crosshatched symbol indicates the high
end of the speed scale. The symbol can be seen on the left of the display at zero
airspeed. There are no VMO markings. The scale is marked at zero, the next mark is at
60 kt; from 60 to 450 kt, there is a mark at every 10 kt. Between 60 and 100 kt, there are
additional scale marks every 5 kt; between 100 and 250 kt there are additional scale marks
every 2 kt.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 4
Figure 2.5.2 - Combined Standby Altimeter and Airspeed Indicator

10 000 ft and above
Posi tive altitu de below 10 000 ft
Counter
Drums change when pointer
is between 900 and 950
- u
1 9 .ooo
Q
Tens of thousands drum

(crosshatched rectangle for zero).
Thousands
Negative altitude
' - - - Fixed zer os for

hundreds tens and units
drum
Over reading
Actual afhtude18 960 R:

indicated altitude 19 960 ft.
End of scale symbol
o-vl -19-00022
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Altit ude and Airspeed

Page 5
Main Altimeter Supplies
The supplies to the main altimeters are shown schematically in Figure 2.5.3.
The main altimeters:
Are microprocessor based; they do not sense pressure.
Require AC power: ESS AC for the left altimeter and AC BUS 2 for the right
altimeter.
Display altitude from the ADCs.
The altimeter subscale setting of each altimeter is passed to both ADCs. Each altimeter is
connected to a data bus from each ADC. Baro corrected altitude using each subscale
setting is available on each data bus. The left altimeter will display altitude referenced to
the left subscale setting; the right altimeter will display altitude referenced to the right
altimeter subscale setting.
If the AIR DATA transfer switch is at NORMAL, the left altimeter will use ADC 1 and the
right altimeter will use ADC 2. If the switch is at BOTH 1, both altimeters will use ADC 1. If
the switch is at BOTH 2, both altimeters will use ADC 2.
Standby Altimeter and Airspeed Indicator Supplies
The supplies to the standby altimeter and ASI are shown schematically in Figure 2.5.3.
The standby altimeter capsule static source pressure is supplied by S3.
The standby airspeed indicator pressure sources are:
Pitot pressure from P3, the auxiliary pitot.
Static pressure from S3.
The vibrator is powered from emergency DC.

The auxiliary pitot heater is powered from emergency DC.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page6
NAVIGATION
Figure 2.5.3 - Altimeter and ASI Supplies
ESSAC
I --
left baroset -~~~
Left altimeter
Air data
transfer
.___ __.switch
AOC 1
t - - BUS 4 c::=~
ADC2
Right baroset
Right baroset
AC2
Left static plate
Right static plate
Standby
altimeter/AS!
0
Heater power
Aux pilot
P3
.....1.19-00025
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Air Temperature Categories

There are three categories of air temperature:
Static air temperature (SAT).
Total air temperature (TAT).
Indicated outside air temperature.
SAT is the temperature that a thermometer would record hanging out of a balloon. The air
is at rest relative to the thermometer.
TAT is the temperature that an air stream would attain if it were brought to rest under ideal
conditions. The kinetic energy of the air stream is recovered as an increase in temperature
of the air: for example, at the stagnation point on the wing leading edge.
For ideal conditions, TAT= SAT + (SAT x 0.2 x M2 ) where M is the Mach number.
The term (SAT x 0.2 x M2 ) is known as the temperature recovery or kinetic heating.
Every probe has a recovery factor (k). The recovery factor is a measure of the
temperature relative to the ideal recovery. In general, a probe gives a temperature of:
Probe temperature= SAT + (SAT x 0.2 x k x M2 )
TAT probes are specially designed to give a recovery factor of one. The RJ IOAT probe
has a recovery factor of 0.7. In the RJ, IOAT =SAT+ (SAT x 0.14 x M2) .
On the ground, SAT= IOAT =TAT because the air is effectively at rest relative to the
aircraft. Even on a windy day, the Mach number of the wind speed has a negligible effect
on the temperature sensing.
The FDH handbook has tables to convert IOAT to SAT. One table is a simple table of
IOAT against Mach number. The body of the table gives SAT. There is another table for
Mach numbers below 0.4 because there is no flight deck indication of Mach number at
Mach numbers below 0.4. This table provides a correction to subtract from IOAT to give
SAT. The table is entered with lAS and pressure altitude.
Air Temperature Indication
The only indication of air temperature is the outside air temperature (OAT) indicator on the
bottom left of the right instrument panel. The OAT indicator is shown in Figure 2.6.1 . The
indicator displays indicated air temperature as sensed by the indicated outside air
temperature (IOAT) probe on the left of the nose. As the probe has a recovery factor of
0.7, the indicator does not indicate total head air temperature (TAT). The indicator is
powered from ESS DC.
The occurrence of icing depends on TAT. When the atmosphere contains visible moisture
and the TAT is less than 10 C, icing conditions exist.
However, there is no indication of TAT on the flight deck. It is assumed that icing
conditions exist when the atmosphere contains visible moisture and the IOAT is less than
10 C. This is a conservative estimate as, in the air, IOAT is always less than TAT.
FCOM:Vt -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Air temperature

Page 2
Figure 2.6.1 -OAT Indicator
ESS DC
IOAT probe
FCOM:V1-002
i-v1-1~00026
AVRO 146-RJ Series
Nov 01 / 09
Radio Navigation Aids

Two VOR receivers: VOR 1 and VOR 2. The VOR 1 receiver includes a marker
receiver. There is not a marker receiver in the VOR 2 receiver.
Two DME interrogators: DME 1 and DME 2.
One or two ADF receivers: ADF 1 and ADF 2 .
Each DME has five channels: channel1 to channel 5 .

There are two VHF NAV controllers on the centre glareshield either side of the FGS Mode
Control Panel (MCP). VHF NAV 1 controller is on the left of the MCP; VHF NAV 2
controller is on the right of the MCP. Each controller has a course selector on the MCP.
The arrangement is shown in Figure 3.1.1.
The VHF NAV 1 controller tunes:
VOR 1.
ILS 1.
DME 1 channel 1.
VHF NAV 1 course selector selects the course for VOR 1 and ILS 1. VHF NAV 2 course
selector selects the course for VOR 2 and ILS 2. The course selectors have no effect on
the L NAV course displayed on the EFIS NOs.
The VHF NAV 2 controller tunes:
VOR 2.
ILS2.
DME 2 channel 1.
Each VHF NAV controller tunes the associated ILS, VOR and DME via a digital bus.
Channels 2 to 5 of DME 1 are automatically tuned by L NAV 1. Channels 2 to 5 of DME 2
are automatically tuned by L NAV 2.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation

Page 2
Figure 3.1.1 - VHF NA V Controllers and Course Selection
VHF NAV 1 Controlr.t
VHF NAV 1 Selected Course

COURSE
-,
I :1
,-
:1 :1
I 1-1 ,-, ,-
I U
=_, = ,-,
,_,
,-
-,
(t )
.-,
:1 '- '
F/0
ON
~
OFf
VHF NAV 1 Course se'-ctor

VHF NAV 2 Selected Course
VHF NA V 2 Controller
I ,-, ,-, ,- ,- ,
VH~
NAV 2 Course selecto~
FCOM:V1-002
AVRO 146-RJ Series
I 1.1
-1
: . '-'
-, ,- ,-
I )
:t :
l.vM900111
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation
Page3
VHF NAV Controllers
The VHF NAV controller is shown inFigure 3.1.2.

A three position DME rotary switch is on the bottom left of the controller. The positions are
STBY, ON and HOLD.
There are two frequency displays: the top display and the bottom display. A display
interchange pushbutton switch is to the left of the displays. A pair of frequency selector
knobs is below the displays. The outer knob changes the value of the digits to the left of
the decimal place; the inner knob changes the value of the digits to the right of the decimal
place.
When the DME switch is at STBY or ON:
The top frequency is the active frequency for the DME and either the ILS or the
VOR. The frequency set determines whether the ILS or the VORis used.
The bottom frequency is the pre selected frequency.
The frequency selectors can only change the frequency in the bottom window.
Pressing the interchange switch interchanges the frequencies in the top display and
the bottom display.
When the DME switch is at HOLD:
Channel1 of the associated DME is held.
A small HLD legend is displayed on the left side of the bottom display.
The top frequency is the active frequency for either the ILS or the VOR but not for
the DME.
The bottom frequency is the held frequency for the DME.
The frequency selectors only change the frequency in the top display.
The interchange button is inactive.
A test button is to the right of the frequency selectors. The test button tests:
The ILS and the DME when the active frequency is an ILS frequency.
The VOR and the DME when the active frequency is a VOR frequency.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVI GATION
Radio Navigation

Page 4
Figure 3.1.2 - VHF NAV Controller
Active
VORIILS
Interchange
+-- - - - + -- and OME
-+----.
frequency
button
Active
- - - -+-- Bottom
frequency
display
DME
Test
button
selector
Frequency Selector
Only changes the bottom frequency
OME Swlteh HOLD
Active
VORJILS
frequency
Interchange -+----
button
Inactive
+ - - - -t--
Held OME
frequency
Frequency Selector
Only mangos lhe top fmquency
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation

Page 5
OBis
There are two OBis: the left OBI on the left instrument panel and the right OBI on the right
instrument panel. A OBI is shown in Figure 3.1.3.
Each OBI is a compass with bearing pointers and distance indicators. There are two
bearing pointers: the number one pointer and the number two pointer. There are two
distance indicators. One displays DME 1 distance; the other displays DME 2 distance.
Each OBI receives distance, bearing and heading information on digital data buses.
There are two bearing selectors: number 1 and number 2. The bearing selectors are rotary
two position switches. The positions are ADF and VOR. The number 1 selector switches
the number 1 pointer between ADF 1 and VOR 1. The number 2 selector switches the
number 2 pointer between ADF 2 and VOR 2.
The OBI heading information is not affected by the ATT HOG transfer switch or the HOG
reference switch (magnetic or true heading). The OBI always shows magnetic heading.
The left OBI normally shows heading from IRS 2. If essential DC fails, the left OBI is
automatically transferred to IRS 1. The right OBI shows heading from IRS 1. IRS 1 is the
only source of heading information for the right OBI.
The OME displays are LCD displays. The displays show dashes when there is no distance
available.
If the heading input to a OBI fails, a red flag with a black HOG legend is displayed above
the top of the compass display. There are two red pointer fail flags: one for each pointer.
If a VOR bearing is selected to a pointer and the heading becomes invalid, the pointer
freezes and the associated pointer fail flag is shown.
If an ADF bearing is selected and the heading becomes invalid:
If the bearing is received, the ADF pointer continues to display relative bearing.
If the bearing is not received or is too weak for use, the pointer parks pointing to
090 relative and the pointer fail flag is not shown.
If the ADF receiver fails , the pointer parks pointing to 090 relative and the fail flag
is shown.
If the heading is valid and the bearing source fails, the pointer parks pointing to 090
relative and the pointer fail flag is shown.
If the heading is valid and the bearing is not received or too weak for use, the bearing
pointer parks pointing to 090 relative but the pointer fail flag is not shown.
WARNING
If the heading is valid and a radio beacon is out of range or the

received signal is too weak for use, the associated pointer points to
090 relative. The associated red warning flag is not shown.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation

Page6
Figure 3.1 .3 - OBI

DME 1 display
Showing distance
DME 2 display
Showing no computed data
Heading
fail fla~J
- - --+-
No 2 bearing
pointer fail flag
No 1 bearing
pointer fail flag
No 2 bearing pointer
No 1 bearing pointer
No 1 bearing pointer selector
Set to VOR 1
No 2 bearing pointer selector

Set to ADF 2
iV1-1900113
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation
Page 7
VHF NAV Controller and OBI Power Supplies
The VHF NAV controller and OBI power supplies are shown schematically in Figure 3.1.4.
The OBis and the controllers are powered via the avionics master switches.
The left OBI is powered by EMERG AC. The right OBI is powered by AC BUS 2.
VHF NAV 1 controller is powered by EMERG DC. VHF NAV 2 controller is powered by DC
BUS2.
The power supplies to the OBis and the controllers are routed via relays controlled by the
avionics master switches. Avionics master 1 controls the power to the left OBI and the
VHF NAV 1 controller. Avionics master 2 controls the power to the right OBI and the VHF
NAV 2 controller. The relays are powered to the off position by DC BUS 2. So when DC 2
is lost, the DB Is and the controllers default to ON.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation
Pages
Figure 3.1.4- OBI and Controller Power Supplies

EMERG DC
DC BUS 2
EMERG AC
I 1-1
I 1_1
(t (
I
I :1
-,
AC BUS 2
1+----'
1 ~1
I 1-1 (1 (
_ I 1_1
1-
I l_f
I-
:1 :1
FCOM:V1-002
AVRO 146-RJ Series
,-,
_I -1
-, ,-
,-
= = =
Nov 01 / 09
Archit ect ure

The ILS architecture is shown in Figure 3.2.1.
There are two ILS receivers: ILS 1 and ILS 2. The receivers are in the avionics bay.
The ILS localisers and VOR receivers share two antennas on the nose of the aircraft: one
antenna on the left side and the other on the right side. They are shown in Figure 3.2.2.
Each VOR uses both antennas and each localiser uses both antennas.
There are two glideslope antennas behind the nose radome: one for ILS 1 and the other for
ILS 2. They are shown in Figure 3 .2.3.
ILS 1 is tuned by the VHF NAV 1 controller. ILS 2 is tuned by the VHF NAV 2 controller.
ILS 1 is powered by EMERG AC. ILS 2 is powered by AC BUS 2. The VHF NAV 1
controller is powered by EMERG DC. The VHF NAV 2 controller is powered by DC BUS
2. The power supplies to the ILS receivers and the controllers are routed via relays
controlled by the avionics master switches. Avionics master 1 controls the power to ILS 1
and the VHF NAV 1 controller. Avionics master 2 controls the power toILS 2 and the VHF
NAV 2 controller. The relays are powered to the off position by DC BUS 2. When DC 2 is
lost, the ILSs and the controllers default to ON.
Each ILS sends out data on two digital buses: BUS 1 and BUS 2. BUS 1 from each ILS
supplies both the FGCs. BUS 2 from each ILS supplies both EFIS SGs, the EGPWS and
the flight data acquisition unit (FDAU). The FDAU passes the data to the FOR.
The display of ILS on the PFD and NO is described in the EFIS topics.
The FGS localiser and approach modes are described in the FGS chapter.
ILS 1 is displayed on the standby attitude indicator. The ILS supplies localiser and
glideslope information in digital format. The standby attitude indicator only accepts
analogue information. A digital to analogue converter changes the digital data to the
correct analogue format. The converter is powered from the EMERG BATT BUS.
The audio output of both ILSs is sent to the central audio unit. The ILS audio can be
selected on each of the flight deck audio selector panels (ASPs). The ASPs are described
in the Communications chapt er.
ILS Test
The ILS is tested by pressing and holding the associated VHF NAV test button with an ILS
frequency selected as the active frequency. The test sequence is a follows:
The glideslope and localiser fail flags are shown.
THEN
The ILS displays show a deviation of one dot right and one dot low for a short time.
THEN
The ILS displays show a deviation of one dot left and one dot high for a short time.
THEN
The fail flags are shown for a short time.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1

Page 2
NAVIGATION
Radio Navigation - ILS
Figure 3_2.1 -ILS Architecture
EMERG DC
DC BUS 2
EMERG AC
AC BUS 2
1+-----'
VORJloealis e r
A ntenna
central
Audio
Unit
14---1 GS 2 Antenna
GS 1 Antenna
ILS 2
I
Analogue to
dfgltal
co nverter
FOR
~V'I-19-00115
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
NAVIGATION
AVRO 146-RJ FCOM

Volume 1

Page 3
Figure 3.2.2 - Localiser and VOR Antennas
I
,c
IV
~ "'
c
-~ j
"'
U<c:
.So::
-o
&:>
01
1-Yl- 1$-00118
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Page 4
Figure 3.2.3 - Glideslope Antennas
antenna
Radome
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Archit ecture
The VOR architecture is shown in Figure 3.3. 1.

There are two VOR receivers: VOR 1 and VOR 2. The receivers are in the avionics bay.
The ILS localisers and VOR receivers share two antennas on the nose of the aircraft: one
antenna on the left side and the other on the right side. They are shown in Figure 3.3.2.
Each VOR uses both antennas and each localiser uses both antennas.
VOR 1 is tuned by the VHF NAV 1 controller. VOR 2 is tuned by the VHF NAV 2
controller.
VOR 1 is powered by EMERG AC. VOR 2 is powered by AC BUS 2. T he VHF NAV 1
controller is powered by EMERG DC. The VHF NAV 2 controller is powered by DC BUS
2. The power supplies to the VOR receivers and the controllers are routed via relays
controlled by the avionics master switches. Avionics master 1 controls the power to VOR 1
and the VHF NAV 1 controller. Avionics master 2 controls the power to VOR 2 and the
VHF NAV 2 controller. The relays are powered to the off position by DC BUS 2. When DC
2 is lost, the VORs and the controllers default to ON.
The VORs send data to the EFIS SGs, the OBis, the L NAVS and the FGCs on two digital
buses: BUS 1 and BUS 2. BUS 1 supplies both the SGs and both the OBis. BUS 2
supplies both the FGCs and both the L NAVs.
The display of VOR bearing and course on the PFD and ND is described in the EFIS
topics.
The FGS VOR mode is described in the FGS chapter.
The L NAV use of VOR bearing is described in the L NAV topics.
The standby attitude indictor cannot display VOR information.
The VOR 1 receiver also contains a marker receiver. The marker antenna is on the mid
lower fuselage. It is shown i n Figure 3.3.2. A marker receiver sensitivity switch is on the
left instrument panel ; it is shown in Figure 3.3.3. The switch has two positions: HI and LO.
A visual display of the marker is given on the EFIS. The marker display is described in the
EFIS topics.
The audio output of both VORs, including the marker receiver audio output, is sent to the
central audio unit. The VOR audio can be selected on each of the flight deck audio
selector panels (ASPs). The ASPs are described in the Communications chapter.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation - VOR and Marker

Page 2
Figure 3_3_1 - VOR Architecture

EMERG DC
DC BUS 2
EMERG AC
AC BUS 2
1+-----'
VOR
1
Marker
Anttnna
VORILoealiser
Antenna
i-Y1-19-00118
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 3
Figure 3.3.2 - Marker Antenna
Marker Antenna
Marker Sensitivity Switch

The marker sensitivity switch has two positions: HI and LO.
The HI position is intended for use at relatively high altitudes when using airway markers.
The LO position is intended for use on the approach when using ILS markers.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 4
Figure 3.3.3 - Marker Sensitiv ity Switch
Mariler Sensitiv ity Switch
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 5
VORTest
A VOR is tested by pressing and holding the associated VHF NAV test button with an VOR
frequency selected as the active frequency. The test sequence is a follows:
The associated VOR fail flags are shown on the EFIS and the OBis for a short time.
THEN
The fail flags are removed and the receiver outputs a bearing of 180 to the EFIS
SGs and the OBis.
Marker Test
When VOR 1 is tested, the marker is also tested. The EFIS outer marker symbol flashes
on the PFOs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Archit ect ure

The DME architecture is shown in Figure 3.4.1 .
There are two DME interrogators: DME 1 and DME 2 . The interrogators are in the avionics
bay. Each DME has its own antenna on the underside of the fuselage. They are shown in
Figure 3.4.2.
The DMEs send out data on two digital buses: BUS 1 and BUS 2. BUS 1 from both DMEs
supplies both EFIS SGs and both OBis. BUS 2 from both DMEs supplies both L NAVs.
Each DME has five channels. DME 1 channel 1 is tuned by the VHF NAV 1 controller.
DME 2 channel 1 is tuned by the VHF NAV 2 controller. DME 1 channels 2 to 5 are tuned
automatically by L NAV 1 via a digital bus. DME 2 channels 2 to 5 are tuned automatically
by L NAV 2 via a digital bus.
DME 1 is powered by ESS AC. DME 2 is powered by AC BUS 2. VHF NAV 1 is powered
by EMERG DC. VHF NAV 2 is powered by DC BUS 2. The power supplies to the DME
receivers and the controllers are routed via relays controlled by the avionics master
switches. Avionics master 1 controls the power to DME 1 and the VHF NAV 1 controller.
Avionics master 2 controls the power to DME 2 and the VHF NAV 2 controller. The relays
are powered to the off position by DC BUS 2. When DC 2 is lost, the DMEs and the
controllers default to ON.
The display of DME distance on the NDs is described in the EFIS topics.
The L NAV use of DME is described in the L NAV topics.
The audio output of both DMEs is sent to the central audio unit. The DME audio can be
selected on each of the flight deck audio selector panels (ASPs). The ASPs are described
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 2
NAVIGATION
Radio Navigation- DME
Figure 3.4.1 - DME Architecture
EMERG DC
DC BUS 2
ESS AC
AC BUS 2
DME
DME
DME 2 Ant&nna
1-1 1~0 121
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation - OM E

Page3
DME Hold
When the DME switch is moved from ON to HOLD:
The frequency in the top window of the controller is repeated in the bottom window.
A HLD legend is shown to the left of the bottom frequency ~
The bottom frequency is the held frequency.
The top frequency is the VOR or ILS active frequency.
The frequency selectors only change the top display.
The transfer switch is inactive.
A yellow His presented alongside the associated DME distance on the EFIS ND.
If an EFIS ND is in the map format and the second course is selected to a VOR
associated with a held DME, a white H precedes the identifier for the associated
second course identifier.
DME hold should be used with caution, as the cues that HOLD is selected are not strong.
DME Test
The DME is tested when the VHF NAV controller test button is pressed. The test is run
regardless of whether a VOR or ILS frequency is set in the active frequency window.
The test sequence is as follows :
The DBI and EFIS DME displays show dashes for a short time.
THEN
The DBI and EFIS DME displays show 0.0.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation- DME

Page 4
Figure 3-4.2 - DME Antennas
1:
m
.....
.
'.
' .... .. _
.. _
r
I
--.. -..... __ l i
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Archit ecture
Most aircraft have two ADF receivers. A few aircraft have just one ADF receiver. The
receivers are in the avionics bay.
The ADF controller is on the centre console. There are two versions: one for the dual ADF
standard and one for the single ADF standard.
The ADF architecture for the dual ADF fit is shown in Figure 3.5.1.
Each ADF has its own antenna on the top of the fuselage. They are shown in Figure
3.5.2. Each antenna is a combined loop and sense antenna.
The ADFs communicate with the EFIS SGs and the DB Is on digital buses.
ADF 1 and its controller are powered by EMERG AC. ADF 2 and its controller are
powered by AC BUS 2. The power supplies to the ADF controllers are routed via relays
controlled by the avionics master switches. Each controller passes the power on to its
receiver. Avionics master 1 controls the power to the ADF 1 controller. Avionics master 2
controls the power to the ADF 2 controller. The rel ays are powered to the off position by
DC BUS 2. when DC 2 is lost, the ADF receivers and the controllers default to ON.
ADF bearing can be displayed by the EFIS. Both SGs receive ADF bearing information
from both ADF receivers. The display of ADF bearing on the ND is described in the EFIS
topics.
ADF bearing from both ADFs is sent to both OBis.
The audio output of both ADFs is sent to the central audio unit. The ADF audio can be
selected on each of the flight deck audio selector panels (ASPs). the ASPs are described
ADF T est
Each ADF has a test switch in the avionics bay above the maintenance panel.
The ANNUNCIATORS TEST pushbutton switch on the left instrument panel is used to test
the control panel. The switch is shown in Figure 3.5.3.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Radio Navigation - ADF

Page 2
Figure 3.5.1 - Dual ADF Architecture

EMERG AC
AC SUS 2
01+--
:t D- .-.
on
e:
1_1 1_1 I. _I
- - ._..._.
Power
Power
Control
Loop
A DF 1
ADF 1
Antenna
Sense
Control
C'entr1l
Audio
Unit
Loop
A DF 2
Antenna
1-+---1~ 1
Test
Tnt
switch
switch
lv1 -19.00123
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 3
Figure 3.5.2 - ADF Antennas

ADF 2 Antenna
ADF 1 Antenna
lv119-00124
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 4
NAVIGATION
Figure 3.5.3 - Annunciators Test Switch
Annunciators Test Switch
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 5
Dual ADF Controller
The dual ADF Controller is shown in Figure 3.5.4.

The left side of the panel has the controls and frequency display for ADF 1; the right side of
the panel has the controls and frequency display for ADF 2.
Each frequency display is backlit LCD.
Below each frequency display is triple concentric knob stack. The knobs are used to
change the ADF frequency. The frequency can be changed in 0.5 kHz steps from
100.0 kHz to 1799.5 kHz. The ADFs will only accept frequencies in the range 190 to
1750.0 kHz.
The outer knob changes the 1000 and 100 kHz places of the display in 100 kHz steps.
The middle knob adjusts the 1o kHz place of the display in steps of 1o kHz. The inner
knob adjusts the 1 kHz and 0.1 kHz places in steps of 0.5 kHz.
Each ADF has a mode switch on the control panel. The switch has two positions: ADF and
ANT. The switch switches the associated ADF receiver between the ADF and antenna
modes. In the ADF mode:
Both the sense and the loop antennas are used.
The receiver acts as an automatic direction finder and bearing to the tuned station
can be selected on the OBis and EFIS NOs.
In the antenna mode:
The system uses the sense antenna only and operates as an audio receiver.
If the ADF is selected on a OBI. the bearing indication shows 090 relative.
If the bearing pointer is selected to ADF on the EFIS, the bearing pointer is not
displayed.
Each ADF has a beat frequency oscillator (BFO) switch on the panel. The switch has two
positions: BFO and OFF. At OFF the beat frequency oscillator is off. At BFO, the beat
frequency oscillator is on. The BFO is used to identify RF signals without audio modulation
but which transmit an identifier by keying the RF signal on and off.
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Figure 3.5-4 - Dual ADF Control Panel

ADF 1 frequency
ADF 1
mode
selector
ADF 1
frequency
selector
ADF 1
BFO
selector
ADF 2 frequency
ADF2
BFO
selector
ADF 2
frequency
selector
ADF 2
mode
selector
i-v1-19-00126
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Page 7
Single ADF Controller
The single ADF Controller is shown in Figure 3.5.5.

There are two frequency displays on the panel: a left display and a right display. Each
frequency display is a backlit LCD.
Below each frequency display is triple concentric knob stack. The knobs are used to
change the ADF frequency. The frequency can be changed in 0.5 kHz steps from
100.0 kHz to 1799.5 kHz. The ADFs will only accept frequencies in the range 190 to
1750.0 kHz.
The outer knob changes the 1 000 and 1oo kHz places of the display in 100 kHz steps.
The middle knob adjusts the 10 kHz place of the display in steps of 10 kHz. The inner
knob adjusts the 1 kHz and 0.1 kHz places in steps of 0.5 kHz.
Only one display is active at a time. A TFR switch is used to select the active window.
The switch points towards the active window. A green display in use light is above each
display. Only one green light is illuminated at a time. The illuminated light indicates which
display is active. The AFT CONSOLE dimmer controls the brightness of the white markings
on the panel, the backlighting of the displays and the green in use lights.
There is an ADF mode switch on the control panel. The switch has two positions: ADF and
ANT. At ADF, the receiver is in the automatic direction finding mode. At ANT, the receiver
acts as a radio receiver. In the ADF mode:
Both the sense and the loop antennas are used.
The receiver acts as an automatic direction fi nder, and bearing to the tuned station
can be displayed on the OBis and EFIS NOs.
An ADF legend is displayed in each frequency window.
In the antenna mode:
The system uses the sense antenna only and operates as an audio receiver.
If the ADF is selected on a OBI. the bearing indication shows 090 relative.
If the bearing pointer is selected to ADF on the EFIS, the bearing pointer is not
displayed.
An ANT legend is displayed in each frequency window.
There is a beat frequency oscillator (BFO) switch on the panel. The switch is labelled
TONE and has two positions: ON and OFF. At OFF the beat frequency oscillator is off. At
ON, the beat frequency oscillator is on. The BFO is used to identify RF signals without
audio modulation but which transmit an identifier by keying the RF signal on and off.
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Volume 1
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Pages
Figure 3.5.5 - Single ADF Control Panel
Mode Selected to ADF
;!l
Active frequency
indicator lights
Left frequency
ADF mode
display
indicator
ADF mode
indicator
Right frequency
display
Left display
selector knobs
Receiver mode
switch
BFO
switch
Right display
selector knobs
Mode Selected to ANT

ANT mode Indicator
ANT mode indicator
0
- .-. n n
ANT
= Cl LI.LI
i-v1-1900127
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Archit ecture
The radio altimeter architecture is shown in Figure 4.1 .
There are two radio altimeter transceivers: radio altimeter 1 and radio altimeter 2. The
transceivers are in the avionics bay. Each transceiver has two antennas on the underside
of the fuselage: one for transmitting and one for receiving. The antennas are shown in
Figure 4.2.
The radio altimeters send out data on two digital buses: BUS 1 and BUS 2. BUS 1 from
both radio altimeters supplies both FGCs. BUS 2 from both radio altimeters supplies both
EFIS SGs, the EGPWS, the TCAS and the FOR via the flight data acquisition unit (FDAU).
Radio altimeter 1 is powered by ESS AC. Radio altimeter 2 is powered by AC BUS 2. The
power supplies to the radio altimeters are routed via relays controlled by the avionics
master switches. Avionics master 1 controls the power to radio altimeter 1. Avionics
master 2 controls the power to radio altimeter 2. The relays are powered to the off position
by DC BUS 2. When DC 2 is lost, the radio altimeters default to ON.
Each EFIS dimming panel has a decision height (DH) control and a TEST button. The
dimming panels are shown in Figure 4.3.
The left dimming panel DH control sends radio altimeter decision height to SG 1. The right
DH control sends radio altimeter decision height to SG 2.
The display of radio altitude and radio altitude decision height is described in the EFIS
topics.
The TEST buttons are used to test the EFIS and the radio altimeters.
Radio altimeter 1 and SG 1 are tested by pressing the TEST button on the left EFIS
dimming panel. Radio altimeter 2 and SG 2 are tested by pressing the TEST button on the
right EFIS dimming panel. The radio altimeter should indicate 40ft when the test is made.
The radio altimeter test can be made on the ground and in the air. The EFIS test is
inhibited in the air.
Principle
The radio altimeters are frequency modulation continuous wave (FMCW) types. Each
altimeter has a transmitter and a receiver. Each radio altimeter has two antennas: one for
the transmitter and one for the receiver.
The transmitter varies the signal frequency over a small range. The frequency range is
4250 to 4350 MHz. Once the signal leaves the transmitter, its frequency does not change.
The transmitted signal is reflected by the ground and received by the radio altimeter
receiver. The frequency of the received signal has not changed since it left the aircraft;
however, the transmitter signal has changed. The difference between the transmitter
frequency and the frequency of the received signal is proportional to height.
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Volume 1
NAVIGATION
Radio Altimeter
Chapter 19 Topic 4
Page 2
Figure 4.1 - Radio Altimeter Architecture
ESS AC
AC BUS2
1+-- - f
RAD ALT 1
RAD ALT1
transmit
RAD ALT 2
transmit
antenna
antenna
RAD ALT 1
receive
antenna
RAD ALT 2
receive
antenna
FOR
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Volume 1
NAVIGATION
Radio Altimeter
Chapter 19 Topic 4
Page 3
Figure 4.2- Radio Altimeter Antennas
DME2
antenna
Underside of the fuselago
--~IJIIJAFT
Mar1<er
antenna
RAD ALT 1
RAD ALT 1
RAD ALT 2
RAD ALT 2
transmitter
antenna
receiver
antenna
receiver
antenna
transmitter
antenna
1-vl -1900028
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Volume 1
NAVIGATION
Radio Altimeter
Chapter 19 Topic 4
Page 4
Figure 4_3 - EAS Dimming Panels
SG 1 decision
height set control
SG 2 decision
height set control
RAO ALT 1 and

SG 1 tost button
RAD ALT 2 and

SG 2 test button
iV1 19-00029
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inertial reference unit (IRU) ; both IRUs are controlled from a mode select unit (MSU) on the
right side console. The MSU has a mode select switch for each IRU and a NAV OFF
annunciator for each IRU. The MSU is shown in Figure 5.1 .1.
SG 1 normally displays attitude and heading information from IRS 1. SG 2 normally
displays attitude and heading information from IRS 2 .
Each mode select switch has four positions: OFF, ALN, NAV and ATI. The ALN position
has two functions:
To initiate a power up alignment on the ground. A power up alignment cannot be

made in the air.
To update the IRS position, attitude and velocity on the ground. The IRS cannot be
updated in the air.
The NAV position is the operational position. It sele<:ts the navigation mode. When an IRS
enters the navigation mode, t he associated NAV OFF annunciator extinguishes.
The A TI position selects a reversionary mode that supplies just attitude and heading. The
ATT mode can be entered on the ground and in the air.
An IRS transfer system is fitted for use when one IRS fails. The transfer switch is on the
bottom of the left instrument panel. The switch is shown in Figure 5.1.1.
A two position HOG switch on the bottom of the left instrument panel, allows the heading
reference of some services to be switched from magnetic to true. The switch is shown in
Figure 5.1. 1.
The services are:
Both EFIS SGs.

Both FGCs.
Both the L NAVs.
The DBis are not affected by the HOG switch ; their reference is always magnetic.
FCOM:V1-002
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Volume 1
NAVIGATION
Attitude and Heading - Overview

Page 2
Figure 5_U - IRS Flight Deck Items
Heading reference switch
mRS transfer switch
IRS mode select unit
FCOM:V1-002
IRS 1 NAVOFF
IRS 2 NAV OFF
annunciator
annunciator
INAVOFFI
INAVOFFI
IRS 1 mode
select switch
IRS 2 mode
select switch
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1~1
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Page 3

A standby attitude indicator is on the left instrument panel and is shown in Figure 5. 1.2.
The attitude indicator is completely self contained. It has its own gyro powered from the
EMERG DC busbar. The indicator does not take inputs from the IRSs. The indicator also
displays ILS localiser and glideslope deviation from ILS 1. It is not possible to display ILS
2 on the standby attitude indicator.
Figure 5. 1.2.
Figure 5.1.2 - Standby Attitude and Heading
Standby attitude Indicator
Standby compass
11-19o00031
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Overv iew
Two Laseref Ill inertial reference systems are fitted: IRS 1 and IRS 2. An
schematic is given in Figure 5.2.1.
overview
Each IRS has an inertial reference unit; both IRUs are controlled from a mode select unit
(MSU) on the right side console. The MSU has a mode select switch for each IRU and a
NAV OFF annunciator for each IRU.
supply data via three digital data busses to:
The EFIS SGs.
The FGSs.
The L NAVs.
The OBis.
The EGPWS.
The TCAS.
The weather radar.

The FDR via the FDAU.
The IRSs must be aligned and given an initial position before they can navigate or supply
attitude data. The initial position is entered from either L NAV. Alignment takes about
seven minutes at mid latitudes.
IRS 1 is normally powered from ESS AC, and IRS 2 is normally powered from AC 2.
Each IRS has a back up de :supply: BATI 1 bus for IRS 1 and ESS BATI bus for IRS 2.
Failure of the back up supply to either IRS is indicated by an amber IRS DC BACKUP
caption on the CWP.
Each IRU is fan cooled. An amber fan fail annunciator for each fan is on the bottom of the
right instrument panel. AC 1 supplies IRS 1 fan and AC 2 supplies IRS 2 fan. If either fan
fail annunciator illuminates, an amber EFIS/IRS FAN FAIL annunciator illuminates on the
air conditioning panel.
Each IRU receives data from both ADCs. If the AIR DATA transfer switch is at NORM, IRS
1 will use ADC 1 and IRS 2 will use ADC 2. If the AIR DATA transfer switch is selected to
BOTH 1, both IRSs will use ADC 1. If the AIR DATA transfer switch is selected to BOTH 2,
both IRSs will use ADC 2.
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Attitude and Heading - IRS

Page 2
Figure 5.2.1 - IRS Overview

NAV
("' I+-- OFF- - ,
E3
ESSAC
Primary power
AC 2
BATT1
Backup power
ESS BATT
IRS 1
1 - - backup - -
power fall
CalctJiates
attrtude and
navigation
data
IRS DC
BACKUP
Fan power
IRU 1
IRS 2
backup - - - t
power fall
A C2
Calculates
attitude and
navigation
data
IRU 2
Services supplied
By both IRSs: Both EFIS SGs, both FGCs, L OBI, weather radar, EGPWS. both L NAVs.
By just IRS 1: FOAU, TCAS computer, R OBI.
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Attitude and Heading -IRS

Page3
IRS Outputs
The outputs from both IRUs are shown in Figure 5.2.2. Each IRU sends its data out on
three data busses: BUS 1, BUS 2 and BUS 3.
BUS 1 from each IRU supplies the on side EFIS SG. Each EFIS SG has a backup supply
via BUS 3 from the other IRU. BUS 2 from each IRU supplies both FGCs. BUS 3 from
both IRUs supplies:
Both NMSs or FMSs.
The weather radar.
The EGPWS. The EGPWS normally uses IRS 1 but will automatically switch to
IRS 2 if IRS 1 fails.
The LOBI.
The R OBI, the FDAU and the TCAS computer have just one IRU supply: BUS 3 from
IRU 1.
Attitude and Heading Transfer Switch
An ATT HOG transfer switch is on the bottom of the left instrument panel. It has three
positions: BOTH 1, NORMAL and BOTH 2. The switch affects just the following services:
The FGCs.
The weather radar.
The EFIS SGs.
With the ATT HOG switch at NORM:
The FGCs use both IRSs.
EFIS SG 1 uses IRS 1.
EFIS SG 2 uses IRS 2.
The 708A weather radar uses SG 1. The ROR-4A weather radar uses IRS 1 but
will use IRS 2 if IRS 1 fails.
With the ATT HOG switch at BOTH 1, both FGCs, both SGs and the 708 A weather radar
use IRS 1. With the ATT HOG switch at BOTH 2, both FGCs, both SGs and the 708 A
weather radar use IRS 2.
The Bendix ROR-4A prefers IRS 1 at NORM and BOTH 1 and IRS 2 at BOTH 2. However,
if the preferred IRS fails, the radar automatically uses the serviceable IRS.
OBis
The OBis are not affected by the ATT HOG switch. The R OBI is supplied by just IRS 1; so
if IRS 1 is lost, heading information to the R DBI is lost.
The LOBI has a supply from both IRSs. It normally uses IRS 2 but automatically switches
to IRS 1 if ESS DC fails. This ensures that heading information is available on the left
instrument panel at the emergency power level.
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Nov 01 /09
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Volume 1
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Page 4
Figure 5-2-2 -IRS Outputs

FOR
BliS 1
Ji
..
IRU 1
EFIS SG 1
...
ROBI
FOAU
TCAS
computer
..
oil ~
"'
..
""
BUS 3
s u! 2
I
...
...
...
LNAV {
__.
""
...
Weather
radar
L NAV2
~
,.
..
~
...
...
FGC 1
FGC2
...
..
LOBI
...
BUS 2
..
EGPWS
~
..
EFISSG2
BUS 3
~
~
IRU2
BUS 1
ATT HOG swl1ch signals all services coded:

A TT HOG switch does not signal services coded:
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I A
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NAVIGATION

Page 5
IRU Architecture
The IRU architecture is shown in Figure 5.2.3.
The IRU is a strap down inertial navigator.
Laser rate gyros measure the angular rates about all three aircraft axes.
Accelerometers measure the accelerations along all three aircraft axes.
The angular rate and the linear accelerations supply a computation section.
The computation section also receives magnetic variation from a magnetic variation model.
The ADCs supply altitude, TAS and altitude rate to the computation section.
The computation section calculates aircraft:
Attitude .
Position .
Altitude .
Track- true and magnetic .
Ground speed .
Heading - true and magnetic.
Wind velocity .
Vertical velocity.
N S velocity .
E W velocity .
Drift angle .
Flight path angle.
Acceleration along and across track.
Vertical acceleration .
The IRU sends out data to other systems on three digital data busses. Each bus contains
the same data. Each system looks at just the data it needs.
The data on each bus includes:
The calculated data listed above.
The angular rates.
The accelerations along each of the aircraft axes.
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Nov 01 /09
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Page6
NAVIGATION
Figure 5.2.3 - IRS Architecture
IRU
Laser gyros
Accelerometers
Magnetic
variation model
Pitch
Roll
Yaw
angular angular angular
rate
rate
rate
1
I .
Normal
acceleration
Lateral
accelration
Magnetic
varir ion
' lr
LongiLdinal
acceleration
lr
Computation
Calculates :
);. Aircraft attitude.
> Aircraft position.
.> ~ltitude.
.> rack-true and magnetic.
~
>
,"
)>
>
>
}>
)>
)>
>
Ground speed.
Heading-true and magnetic.
Wind velocity.
Vertical velocity.
N-S velocity.
E-W velocity.
Drift angle.
Flight path angle.
Acceleration along and across track.
Vertical acceleration.
,..
r ADC 1
.. ,..
ADC2
Sends out on 3 d igital data buses:

};> The angular rates.
)> Longitudinal acceleration.
~ Lateral acceleration.
> Normal acceleration.
> The calculated data.
Bus 1
Bus 2
Bus 3
i-v 1-19-00036
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Page 7
Modes
The IRS has the following modes:
Power on mode .
Power up align mode.
Align downmode.
Navigation mode.
Attitude mode .
Remote test mode .
Power down mode .
The test mode is initiated by a switch for each IRU in the avionics bay; the test is for
maintenance purposes. The test switches are on the top edge of the maintenance panel.
The MSU has a mode select switch and a NAV OFF annunciator for each IRS. The MSU
Entry to the other modes is determined by the mode select switch position and logic within
the IRU. The switch positions are:
OFF.
ALN.
NAV.
ATT.
The NAV OFF annunciator illuminates if:
The mode select switch is at OFF, ALN or ATT.
The mode select switch is at NAV and the IRS is not aligned.
The mode select switch is at NAV and the IRS has a fault.
Power On Mode
Power on mode commences when the mode select switch is set from OFF to ALIGN, NAV
or ATT provided the IRS's AC power is available. During this period, the IRU will perform
internal checks.
Power on mode can only be entered if the primary AC power supply is available. The IRS
cannot be started if just the backup power supply is available. The backup power supply
just keeps the IRS running if the main supply is lost after the power on mode is complete.
FCOM:V1-002
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Volume 1
NAVIGATION
Pages
Figure 5.2.4 - MSU

NAV OFF annunci ator
for IRS 1
NAV OFF annunciator

for IRS 2
INAvOFFI
INAVOFFI
Mode select
switch for IRS 1
Mode select
switch for IRS 2
A NAV OFF annunciator illuminates if:

, Its mode selee1 switch Is at OFF, ALN or ATT.
Its mode seleet swllch Is at NAV arld the IRS s not aligned
Its mode select switch Is at NAV and there is a fault.

lVl 19.00038
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NAVIGATION

Page9
Power up Align Mode
The power up align mode is entered when the power on tests are complete. The NAV OFF
annunciator will illuminate. The switch may be moved from ALN to NAV during the
alignment process. Alignment can be satisfactorily completed at latitudes between 78.25
north and 78.25 south. Power up align mode cannot be entered when airborne.
During alignment the IRS:
Establishes aircraft attitude.
Establishes true north.
Estimates latitude.
The IRS cannot calculate or estimate longitude; it can only estimate latitude. To allow
entry to the navigation mode, a position must be entered. The position is entered through
the L NAVs. The position must be entered as accurately as possible because it is the
starting point for subsequent inertial navigation.
No aircraft movement is permitted during the alignment process.
If a position is not entered by the end of the alignment process, the NAV OFF annunciator
will flash.
Once a position is entered, the IRS makes a position compare test. To pass the test, the
entered position must be within 1o of longitude and 1o of latitude of the stored position. If
the test fails, the entered position is not accepted and the NAV OFF annunciator flashes.
A second position entry is accepted if:
The second position passes the comparison tests.
OR
The second position is identical to the first.
Once the test has been passed the NAV OFF annunciator will stop flashing.
When the alignment is complete and the position compare test has been passed, an
alignment performance test is made. The test compares trigonometric functions of the
entered latitude and the computed latitude. If the test fails, the NAV OFF annunciator
flashes. If the next entry fails the test but is different from the previous latitude, the
annunciator continues to flash. If two successive identical latitudes are entered but both
fail the test, the NAV OFF annunciator illuminates steadily. Once an entry is made that
passes the test, the system will be allowed to enter the navigation mode.
The duration of the alignment process depends on aircraft latitude. It varies from 2.5
minutes at the equator to 15 minutes at latitudes greater than 70. The time to completion
of alignment is known as time to NAV mode (TTN). TTN can be seen on the IRS
subsection of the NMS or FMS. TTN values greater than 7 minutes are shown as 7
minutes. When alignment is complete, TTN will be shown as 0.0 and an IRS NAV READY
message will be given.
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NAVIGATION

Page 10
Navigation Mode
An IRS will automatically enter the navigation mode once the following conditions are all
satisfied:
Alignment is complete.
The position compare test has been passed.
The alignment performance test has been passed.
The mode selector switch is at NAV.
In the navigation mode, the IRS computes the data shown in Figure 5.2.3. The data shown
in the figure is passed on to the aircraft systems.
If the mode select switch is selected to NAV during the alignment process, then the system
will automatically move to the navigation mode when the first three conditions above are
satisfied. If the switch is left at ALN after the IRS NAV READY message is given, the IRS
will continue to refine its alignment. Delaying the selection of NAV as long as practicable
will produce a better alignment and thus smaller drift rates. However, the alignment
achieved if the navigation mode is entered once the alignment performance test has been
passed is adequate.
The mode select switch must be pulled up before it can be moved away from NAV.
Align Downmode
During flight or long periods of ground operation in navigation mode, velocity and position
errors will accumulate. These errors can be corrected using the align downmode. Align
downmode can only be entered from the navigation mode.
The IRS enters the align downmode from the navigation mode if the mode select switch is
moved back to ALN providing the aircraft is stationary. In downmode align:
Residual velocity errors accumulated during the previous period in navigation mode
are zeroed.
Pitch, roll and heading are updated.
The NAV OFF annunciator is illuminated.
Downmode alignment takes a minimum of 30 seconds. Return to navigation mode is

accomplished purely by selecting the mode select switch to NAV.
Purely going to ALN and returning to NAV, just corrects attitude, heading and velocities;
the IRS position is not corrected. To correct the position, a new position is entered via the
L NAVs. The position compare test will be run; the latitude limit is tighter than that for the
compare test in align mode: 0.5. The alignment performance test is not made.
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Page 11
Attitude Mode
Attitude mode is a reversionary mode. It allows attitude and heading information to be

regained rapidly after:
Loss of both main and backup electrical power followed by restoration of the main
supply.
OR
Certain IRS failure conditions.
The mode can be entered on the ground or in the air by selecting the mode switch to ATT.
The switch must be ATT for at least 2 seconds; this protects against a short inadvertent
selection to ATT.
During the first 20 seconds, the aircraft:
Must be stationary if it is on the ground.
Must be flown wings level and constant pitch attitude, preferably a pitch attitude of
zero.
After the 20 second period is complete, attitude will be available. To make heading
available, a manual entry of heading must be made through an L NAV CDU. The heading
output is subject to drift, and so must be periodically updated through an L NAV CDU.
When in attitude mode, switching from ATT to NAV or ALN has no effect: the system
remains in attitude mode. To return to NAV mode, the mode selector must be selected
OFF and then a full power up alignment must be performed. This cannot be done in the
air.
Power Down Mode
The power down mode is entered three seconds after the mode select switch is selected
OFF. The three second delay allows the desired mode to be retained if a brief inadvertent
selection to OFF is made.
After the delay, power is maintained to the IRU for about eight seconds. During this period,
the last calculated position and other IRU parameters are transferred to non volatile
memory.
It is important to switch IRS 1 OFF when the aircraft is powered down; if the IRS is left
powered, it will continue to be powered from the battery after the aircraft is powered down.
It is a good idea to check that IRS 1 is switched off before leaving the aircraft.
FCOM:V1-002
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NAVIGATION

Page 12
IRS Drift
During flight or long periods of ground operation in navigation mode, velocity and position
errors will accumulate. The position error is known as position drift. A graph of allowable
position drift against time is available in the Honeywell Maintenance Reference Guide.
The relevant time is the time since navigation mode was entered following :
Power up alignment.
Downmode alignment with position update.
The time that NAV mode was entered, after a downmode alignment without position
update, is not relevant to the allowable position drift.
The flight time or number of flights since NAV was entered is not relevant to the allowable
position drift.
The GNS generates an IRS sensor miscompare message if the IRS position differs
significantly from the GNS composite position. The threshold for the warning increases
with time from the start of a flight, not from the time that alignment with position update was
made. If a number of flights have been made without an IRS position update, a sensor
miscompare message may be given even though there is nothing wrong with the IRS.
It is important to update the IRS position between flights; this will ensure the best position
accuracy during the subsequent flight.
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Standby Attitude Indicator
The standby attitude indicator is shown in Figure 5.3.1 . It is a self contained gyro unit.
The indicator is powered from emergency DC. A fail flag is at the top right of the indicator.
It is removed when the gyro is up to speed and power is applied to the indicator.
As the gyro runs up to speed, it takes up a random attitude. A fast erection knob at the
bottom allows a fast erection. When the knob is pulled out, the gyro is caged and the
indicator comes to zero pitch and roll. When the knob is released, the gyro aligns itself
precisely. Fast erection should not be attempted until the gyro has been powered for at
least 30 seconds.
When VHF NAV 1 controller is set to an ILS frequency, ILS indications are shown on the
indicator: a vertical bar for localiser deviation and a horizontal bar for glideslope deviation.
The localiser deviation scale is on the glideslope bar. The glideslope deviation scale is on
the localiser bar. The lower diagram in Figure 5.3. 1 shows the aircraft one dot right and
one dot low.
The indicator has localiser and glideslope fail flags. A flag shows when an ILS frequency is
selected on VHF NA V 1 and the associated valid signal is not present.
The ILS responds to an ILS test from the VHF NAV controller.
When a VOR frequency is selected on NA V 1, the deviation bars and the fail flags are
biased out of view.
The localiser display is not affected by a back localiser selection on the FGS MCP panel.
On a back localiser approach, the ILS deviation bar indicates in the reverse sense.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 2
NAVIGATION
Figure 5.3.1 - Standby Attitude Indicator
Glldeslope Gyro fail
deviation bar flag
- --+-1--
Glldeslope
fail flag - -..1---
Localiser
deviation bar
Localiser
fall flag --o~------=
Fast erection
J"4t -knob
One dot right atld one dol low.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page3
Standby Compass
Figure 5.3.2.
The compass has neither a gyro input nor an IRS input. The standby compass suffers
from acceleration and turning errors.
A correction card is fitted to the left of the left instrument panel. A duplicate corrector card
is fitted to the right of the right instrument panel.
The compass is fixed to the aircraft structure by two screws in slotted holes. The slots
allow the compass to be adjusted for A error. There are two apertures on the compass for
inserting adjustor keys: one aperture is forB error and the other is for C error.
The compass has an integral light. The light is switched on and off by a pushbutton switch
on the bottom left of the overhead panel. The switch is shown in Figure 5.3.2. The light
does not produce a magnetic field.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 4
NAVIGATION
Figure 5_3_2 - Standby Compass
Right correction card
Left correction c:ard
r-------.....,.--- Slots for A error

correction
B error correction
key aperture _ ___,__........
C error correction
' - - - - key aperture
Lubber lino - - -
Lamp housi ng - - ; - - -
t-'(1-19{)0013
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 5
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Standards of EFIS Cooling Fan Caption

There are two standards of EFIS fan failure amber caption. These are L EFIS and R EFIS
or L FAN and R FAN as shown in Figure 6. 1.1. Throughout 1his chapter any references to
EFIS fan fail captions L EFIS or R EFIS should be read as being also applicable to EFIS
fan fail captions L FAN orR FAN.
Both standards of EFIS fan fail caption perform the same function of indicating that the
associated EFIS tan has a fault.
Figure 6.1.1 - Standard s of EFIS Fan Fail Cap tion
Panel .vithout an avionic fan changeover switch.
Panel wi th an avionic fan changeover switch.
AVIONIC COOLING FANS

FAN I
"
--
FAN 2
FCOM:V1002
IRS
IRS 2
rrts
R EF IS
PTR
EFtS 2
MSTR
f.
()
OFF
lv3p1 -'13-00003
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page2
Overview
The EFIS architecture is shown in Figure 6.1.2. The EFIS components are:
Four display units (OUs) ; two on each pilot's instrument panel.
Two symbol generators: SG 1 and SG 2 ~ They are in the avionics bay ~
Two EFIS dimming panels (OPs); one on each pilot's instrument panel.
Two EFIS control panels (ECPs); one on the left side of the centre console (ECP 1)
and one on the right side of the centre console (ECP 2).
Two EFIS master switches; EFIS 1 MSTR on the bottom of the left instrument panel
EFIS 2 MSTR on the bottom of the right instrument panel.
An EFIS transfer switch on the bottom of the left instrument panel.
Two comparator master (CMPRTR MSTR) flight annunciators; one on the left
instrument panel and one on the right instrument panel.
The display units are cooled by fans: one for the left OUs and one for the right
OUs. Fan fail annunciators incorporating a reset switch are on the right instrument
panel.
The two OUs on each pilot's instrument panel are mounted one above the other. The top
OU is called the primary flight display (PFO). The bottom OU is called the navigation
display (NO). There is just one normal PFO display format, but there are four different
normal formats for the NO. Some of the formats include a weather radar display.
To cope with failure of one OU on a side, a hybrid display format known as the compacted
primary flight display (CPFO) can be selected. There is just one CPFO format; it combines
abbreviated versions of the normal PFO and NO formats.
The symbol generators receive data from the aircraft sensors and systems. The SGs
process the received information and then display data on the OUs. ECP 1, on the left of
the centre console, controls the NO data from SG 1. ECP 2, on the right of the centre
console, controls the NO data from SG 2.
Each SG monitors important display data produced by the other SG. If an SG senses a
difference, it displays a message on the associated OU and illuminates its CMPRTR MSTR
flight annunciator: left flight annunciator for SG 1 and right flight annunciator for SG 2.
The EFIS transfer switch has three positions: BOTH 1, NORM and BOTH 2. At NORM, the
normal switch position, the left OUs display data from SG 1 and the right OUs display data
from SG 2. At BOTH 1, the left OUs display data from SG 1 and this information is then
copied from the left OUs to the right OUs; in this case ECP 1 controls both NOs. At BOTH
2, the right OUs display data from SG 2 and this information is then copied from the right
OUs to the left OUs; in this case ECP 2 controls both NOs.
The prime function of each dimming panel is to control the brilliance of the displays on the
same instrument panel. It also controls some functions of the associated SG: SG 1 from
the left panel and SG 2 from the right panel.
EFIS 1 MSTR controls the electrical power to SG 1 and the left OUs; EFIS 2 MSTR
controls the electrical power to SG 2 and the right OUs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overview

Page3
Figure 6.1 .2 - EAS Architecture
1--
Copy at BOTH 1 -
. .-
Copy at BOTH 2 -
-1
Fan tail annunciators

Copy at BOTH 1 --1~
_,.._
Copy at BOTH 2 -
Left DP
Dims left DUs
l DUs at
NORMand
BOTH 1
SG 1
1--
-l
Rlght DP
Dims right DUs
R DUs at
NORM and
BOTH2
EFIS transfer
switch
14-------
~~----~
SG2
Momftorl ng -------~
~~----~
Aircraft sensors ~
a'ld systems
- - 1 Aircraft sensors
and systems
Power for SG 2
and right DUs ~
Power for SG 1
and left OUs
00
Left ECP-controls NO from SG 1
Master switches
Right ECP-controls NO from SG 2

o.vl-1~0
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page4
Sensor and System Inputs
The various sensor and system inputs to the SGs are shown in Figure 6.1 .3. They are:
Both IRSs. The EFIS uses heading, attitude and vertical speed from the IRSs. IRS
1 data is normally displayed on the left OUs and data from IRS 2 on the right OUs.
Both AOCs. The EFIS uses airspeed, Mach number and vertical speed from the
AOCs. AOC 1 data is normally displayed on the left OUs and data from AOC 2 on
the right OUs.
Flight guidance system. The PFOs display flight director commands, FGC modes
and a pitch limit indicator (PLI). The PLI is a display of the margin between stick
shaker angle of attack and the measured angle of attack.
TCAS. TCAS RAs are displayed on the EFIS vertical speed displays.
Weather radar. The weather radar picture can be displayed on the NOs.
Both radio altimeters. Radio altimeter 1 data is normally displayed on the left PFO.
Radio altimeter 2 data is normally displayed on the right PFO.
The VHF NAV controllers. The EFIS uses the data to determine whether an ILS or
a VOR is tuned.
ILS 1 and ILS 2. Localiser course can be displayed on the NOs; localiser deviation
and glideslope deviation can be displayed on the PFOs and the NOs.
VOR 1 and VOR 2. VOR course and VOR bearing can be displayed on the NDs;
VOR course deviation can be displayed on the PFOs and the NOs.
The marker beacon is contained within the VOR 1 receiver. The PFOs display
inner, middle and outer marker symbology.
OME 1 and OME 2. OME distance can be displayed on the NOs.
AOF 1 and the optional AOF 2. AOF bearing can be displayed on the NOs. SG 1
receives both AOF 1 and AOF 2 data but only displays AOF 1 bearing. SG 2
receives both AOF 1 and AOF 2 data but only displays AOF 2 bearing if two AOFs
are fitted; SG 2 displays AOF 1 bearing if only one AOF is fitted.
L NAV 1 and L NAV 2. L NAV course and L NAV bearing can be displayed on the
NOs. L NAV course deviation can be displayed on the PFOs and the NOs. A map
display based on the L NAV flight plan and database can be displayed on the NOs.
Other navigation data from the L NAVs, such as wind vector, can be displayed on
the NOs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overv iew

Page 5
Figure 6.1.3 - System and Sensor Inputs to th e SGs

IRS 1
IRS 2
ADC 1
ADC 2
TCAS
Weather radar
Radio altimeter 1
Radio altimeter 2
NAV 1 controller
SG 1
NAV 2 controller
SG 2
VOR 1 and MARKER

VOR2
ILS 1
ILS2
DME1
DME2
ADF 1
ADF 2
L NAV1
L NAV2
iV1- 19-00096
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page6
PFD Overview
An example of a PFD display is shown in Figure 6.1.4.

The heart of the PFD is the attitude director display. The attitude display consists of an
aircraft symbol, a pitch scale and a roll scale. The pitch scale has background shading:
blue for sky and brown for ground. The flight director (FD) is either single cue or split cue.
The single cue FD symbol is a V-bar. The associated aircraft symbol is a wedge. The FD
command is satisfied by flying the top edge of the aircraft symbol to the bottom edge of the
FD symbol.
The split cue FD symbol consists of a vertical bar and a horizontal bar. The associated
aircraft symbol has a white edged square at its centre; an L shaped white edged bar is on
each side of the square. The FD command is satisfied when the two FD bars pass through
the centre of the square.
On the left side of the attitude display is a speed display. The display includes a tape lAS
display, a numeric rolling drum lAS display, speed bugs and speed awareness cues.
When the Mach number is 0.4 or greater, a numeric display of Mach number is shown
immediately below the speed tape.
On the right side of the PFD is a vertical speed display. The display has a vertical scale
and a pointer; when the rate of climb or descent is 200ft/min or more, a numeric display of
vertical speed in hundreds of ft/min is also displayed. TCAS RAs are displayed on the
EFIS vertical speed display.
If the EFIS is unable to present RAs, TCAS in yellow is written to the left of the vertical
speed display.
A numeric display of radio altitude is shown in the bottom part of the attitude indicator.
Radio altitude decision height is shown in the bottom right corner of the PFD.
A lateral deviation indicator is at the bottom of the display. It can display localiser
deviation, VOR course deviation or L NAY deviation from track.

A glideslope deviation indicator is between the attitude display and the vertical speed
display.
Below the glideslope deviation indicator, there is an ILS source legend. The legend
indicates the source of the ILS raw data being displayed on the PFD. Legends at the top of
the PFD show the FGC status. On the left side, the autothrottle status and thrust mode are
displayed. On the right side, the FGC vertical and lateral mode status is shown. The AP
and FD status is shown just to the left of the vertical and lateral mode status. Armed
conditions are indicated by white annunciations; engaged conditions are indicated by green
annunciations.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 7
NAVIGATION
EAS Overv iew
Figure 6.1.4 -Typical PFD
Autothrottle
Thrust
status - - - , mode
AP/FD engage
status
AP/FD mode status
Engaged Armed
Vertical
Lateral
Vertical
speed
display
Speed -1-dlsplay
Radio
altitude
decision
height
Radio
AttJtude dlr&ctor display:
altitude
,. Wedge shaped aircraft symbol.
, Pitch scele with sky (blue) and ground
(brown) background shading.
, Roll scale rrom 4s teft to 45 " right.
lmclinomotor
, Single cue ntght director symbol
(slip ball)
ILS source legend
Glides! ope deviation

Indicator
Lateral deviation indicator

locallser shown
Alternative flight director display
Roll bar
Pitch bar
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview
Page a
NO Formats
The NO has four formats: rose, arc, map and plan. A FORMAT rotary switch on the
associated ECP selects the required format.
The rose format is similar to a conventional horizontal situation indicator; it has a full 360
compass rose.
The arc format includes all the information in the rose format but the compass display is
different: the compass display is enlarged, but only an arc of about 11oo is displayed.
Additionally, the arc format can show weather radar returns.
The map format is similar to the arc display; the main difference is the addition of a map
display. LNAV course information is displayed as a route on the map. A course
associated with a VOR/DME displays the VOR/DME position on the map.
The plan format displays the flight plan route from the L NAV. It has an arc display of
compass but only a few of the other features of the map format. The plan format is not
intended for general flight use.
Rose Format Overview
A typical rose format is shown in Figure 6.1.5 together with the associated ECP. The heart
of the rose format is a full 360 o compass rose. The compass has a selected heading bug.
The bug represents the heading selected on the FGS MCP. The selected heading is also
presented numerically in the top left corner of the NO.
A simple aircraft symbol is at the centre of the compass rose. The symbol is constructed
with two horizontal lines and one vertical line; the symbol is fixed.
Two course indicators are available: primary and second. A CRS rotary switch on the
associated ECP selects the source for the primary course. A 2ND CRS pushbutton on the
associated ECP selects the source for the second course. Source annunciators for the two
courses are in the top right corner of the NO.
fhe distance associated with the primary course is shown in the top left corner of the ND,
just above the selected heading. A distance source annunciator is immediately above the
distance.
One bearing pointer is available. A rotary BRG selector on the associated ECP selects the
source for the bearing pointer.
A vertical deviation indicator is on the right side of the display. If a GNS X NMS is fitted,
the deviation indicator can only display ILS glideslope deviation. If a GNS XLS or Collins
FMS is fitted, the deviation indicator can also give vertical flight path guidance for an FMS
approach.
An optional track pointer is driven by the associated IRS.
Data from the associated L NAV can be presented in the bottom right corner of the NO. A
DATA pushbutton on the associated ECP selects the required data. Successive presses of
the button move through a data menu: blank, groundspeed, wind vector, distance to the
active waypoint and ETA at the active waypoint.
The weather radar mode and tilt annunciations are shown on the left side of the NO.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overview

Page9
Figure 6.1.5 - Typical Rose Format

Numeric 4
MCP selected
<~~
....t-- heading --tlillo~ Bug
Optional track
pointer
Distance source
annunciator
Distance
Primary course
annunciator Second course
----
Second
course
Bearing -+pointer
Weather
radar - e-mode
and tilt
Bearing pointer
source
Primary
course
Format selector
L NAV data display

Vertical deviation indicator.
GlldesJope shown.
Second
course
selector
Bearing
pointer --t~H
selector
~:;.-.-'~r.-n
4-- t-
Primary
course
selector
4-of---~ll:JIII--
Associated ECP
FCOM:V1-002
AVRO 146-RJ Series
l NAV
data
selector
1011 -1900097
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview
Page 10
Arc Format Overview
A typical arc format is shown in Figure 6.1 .6 together with the associated ECP. The heart
of the arc format is the compass arc of about 110 . MCP selected heading is indicated in
the same way as in the rose format: bug and numeric display. However, there is one extra
feature; the bug has a tail that extends through the centre of the compass card. The tail
gives an analogue representation of the position of the bug when the bug is outside the
displayed range of the compass card.
A simple aircraft symbol is at the centre of the compass card. The symbol is fixed and is
the same as that in the rose mode. Just as in the rose mode, two course indicators and
one bearing pointer are available. Selection and annunciation are the same as for the rose
format.
The following are shown in the same way as for the rose format:
Distance associated with the primary course.
Vertical deviation.
Optional track pointer.
Data from the associated L NAV.
Weather radar returns can be displayed in the arc format. The maximum range of the
weather display is selected by a rotary RANGE selector on the associated ECP. The
maximum range of the display is the outer edge of the compass arc. Half range is
indicated by a white semi circle; half range is numerically displayed beneath the left end of
the semi circle.
Weather radar and the half range indications are only displayed when the weather radar
display is selected to the NO. Weather radar is selected to the NO by a combined weather
radar dimmer and on/off switch on each dimming panel. The left dimmer dims the weather
radar display on the left NO. The right dimmer dims the weather radar on the right NO.
The left switch turns the weather radar display from SG 1 on and off. The right switch turns
the weather radar display from SG 2 on and off.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 11
NAVIGATION
EAS Overview
Figure 6.1.6 -Typical Arc Format
Numeric 4
MCP selected
heading
display .......t --
---+
Bug
Distance source
annunciator
Distance
Optional track
pointer
Primary course
annunciator
Second course
annunciator
u---~~~~~--+-~~~~~~
Weather
return --111--Weather
radar
mode --41and tilt
Second -t-course
Bearing pointer source Half-range

indication
Primary
course
Range select or Format selector
L NAV data display

Vertical deviation Indicator.
Glideslope shown.
Second
course
selector
Bearing
pointer
selector
Primary
course
selector
L NAV
data
selector
Associated ECP
FCOM:V1-002
AVRO 146-RJ Series
I v1 1900098
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 12
Map Format Overview
A typical map format is shown in Figure 6.1 .7 together with the associated ECP.
The following are shown in the same way as for the arc format:
Compass display.
Heading bug.
Bearing.
Weather display.
There is no vertical deviation display.

The half range marker is displayed all the time in the map mode. In the arc mode, the half
range marker is only displayed when the weather display is selected to the ND.
The aircraft symbol is more exotic than that of the arc and rose format; the symbol is a plan
view of the 146-RJ.
When the primary or secondary course is selected to LNAV, the L NAV active flight plan is
shown on the display.
When the primary or second course is selected to a VOR with an associated DME, the
VORIDME position is shown on the display with the selected course line running through
the VORIDME symbol. The line is dashed on the FROM side and solid on the TO side.
If a VOR without an associated DME or an ILS is selected as the primary or second
course, the course indication is a course pointer and deviation; the format is exactly the
same as in the arc format.
When the primary or second course is LNAV, extra data can be added to the map display
from the associated L NAV database using the N AID, ARPT and GRP pushbuttons at the
bottom of the associated ECP.
The N AID button adds navigation aids from the L NAV database.
The ARPT button adds airports from the L NAV database.
The GRP adds ground reference points from the L NAV database.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overview

Page 13
Figure 6.1.7 - Typical Map Format

Numeric
MCP selected
heading
display ....._
Distance
-+
Bug
Primary course
Optional track annunciator
Distance source
pointer
annunciator
Second course
_,.--..-----P-----+-----+--~~~~..annunclator
Map
track
line
Weather
return
Weather
radar
mode
and tilt
Second
course
GRP
ARPT
Bearing pointer - - . . . . J
source
NAV-AIO
Half-range
indication
Aetlv~ Waypoint
waypomt
L NAV data display
R:ange selector Format selector

..-+-,-ct--
Second
course
selector
Bearing
pointer _ _.__.,..
selector
Prtmary
course
solector
LNAV
data
selector
LNAV
L NAV ground reference

point selector 1...1-1a-ooo99
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 14
Plan Format Overview
A typical plan format is shown in Figure 6.1.8 together with the associated ECP. The plan
format provides a map of the L NAV active flight plan.
The centre of the map is one of the waypoints on the active flight plan: the reference
waypoint. The reference waypoint is selected through the GNS CDU or the Collins FMS
MCDU. The map is orientated to true north: north up orientation. An arrow with an N
above it provides a reminder that the map is north up orientated.
The aircraft position is represented by a plan view of a 146-RJ. The centre of the display is
fixed to the reference way point, so the aircraft symbol moves as the aircraft changes
position. The aircraft symbol points in the direction of the aircraft's heading.
The plan format has an arc compass display like that of the arc and map formats. Selected
heading information is displayed like that of the rose format, except that there is no tail to
the heading bug.
The maximum range of the map display is controlled by the range selector on the
associated ECP. The maximum range of the display is the outer edge of the compass arc.
Half range is indicated by a cyan circle; half range is numerically displayed on the left edge
of the circle.
The aircraft symbol points in the direction of the aircraft heading relative to the north arrow,
not to the compass display. The symbol only points straight up the display when the
heading is true north. In Figure 6.1.8, the aircraft heading is 315.
The following are shown in the same way as in the NO map format:
ECP primary course selection.
Distance associated with the primary course selection.
Weather radar annunciations.
L NAV N AID, ARPT or GRP data from the L NAV database.
The L NAV flight plan is only displayed when the ECP primary CRS selector is at LNAV.
The ND annunciation of the selection is the same as in the other ND formats.
If the ECP primary CRS selector is at V/L, no VOR or ILS course indication is displayed in
the plan format.
The plan format does not include:
A bearing pointer or the ECP BRG selection.
A second course or the ECP second course selection.
The weather radar picture.
Vertical deviation.
L NAV selectable data via the DATA pushbutton.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overview

Page 15
Figure 6.1 .8 - Typical Plan Format

Numeric
display
+-
MCP selected
heading
__.. Bug
Distance source
annunciator
Optional track
pointer
Primary course
annunciator
Distance
Weather
radar
mode - ll -and tilt
Half-range
Indication
Reference
waypolnt
Waypoint
North
orlentatlorn
reminder
Primary
course
selector
LNAV
data
selector
Associated ECP
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 16
Compact Display Overview
A typical compact display format is shown in Figure 6.1 .9.

The following are identical to the PFD:
The flight director.
The speed display.
The vertical speed display.
The FGS status legends.
Glideslope deviation.
Radio altitude decision height.
The attitude display is the same width as that of the PFD, but the pitch range is smaller to
allow the addition of a compass arc display at the bottom of the compact display.
The compass shows just over 180 of the compass rose. MCP selected heading is shown
by a bug and a numerical indication.
Radio altitude is shown just below the right corner of the attitude display.
There is only one course indicator: the primary course. The selected course annunciator is
to the left of the decision height display. There is no display of distance.
Just as on the PFD, the FD can be either single or split cue.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overv iew

Page 17
Figure 6.1.9 - Typical Compact Display

Autothrottle
Thrust
status ----, mode
AP/FD engage
status
AP/FD mode status
Engaged Armed
Vertical
Lateral
Vertical
speed
display
Speod -1-dlsplay
Radio
altitude
decision
height
Numeric
d isplay
MCP selected
haadlng
ILS source legend

Inclinometer
(slip ball)
Glldeslope devlaUon Indicator

Radio altitude
Primary
course
Compass arc display
Bug

Attitude director display:
Roll bar
, Wedge shaped aircraft symbol.
, Pitctl scale with sky (blue) and ground
(brown) background shading
,. Roll scale from 4 5' left to 45' nght.
,. Single cue fhght director symbol.
Pitch bar
Aircraft
symbol
11111-00102
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview
Page 18
Transfer and Heading Reference Switches
The transfer switches and heading reference switch are shown in Figure 6.1 .1 o. There are
three transfer switches on the lower part of the left instrument panel:
EFIS: determines the SG source for each pair of DUs.
AIR DATA: determines ADC source to be used by each SG.
ATT HOG: determines the IRS source to be used by each SG.
Each switch has three positions: BOTH 1, NORM and BOTH 2.

A heading reference switch is to the left of the three transfer switches. It has two positions:
MAG and TRUE.
An LNAV transfer switch is on the centre console just aft of the weather radar indicator. It
has three positions: SPLIT, LNAV1 and LNAV2.
EFIS Transfer
If the EFIS transfer switch is at NORM:
The left EFIS DUs display the information from SG 1.
The right EFIS DUs display the data from SG 2.
If the EFIS transfer switch is at BOTH 1:
The left EFIS DUs display the information from SG 1.
The right EFIS DUs display a copy of the pictures on the left EFIS DUs.
A yellow SG 1 legend is displayed on both PFDs and both NOs.
If the EFIS transfer switch is at 80TH 2:
The right EFIS DUs display the information from SG 2.
The left EFIS DUs display a copy of the pictures on the right EFIS DUs.
A yellow SG 2 legend is displayed on both PFDs and both NOs.
AIR DATA Transfer
If the AIR DATA switch is at NORM, SG 1 uses ADC 1 and SG 2 uses ADC 2.
If the AI R DATA switch is at BOTH 1, both SGs use ADC 1 and a yellow ADC 1 legend is
displayed on both PFDs.
If the AIR DATA switch is at BOTH 2, both SGs use ADC 2 and a yellow ADC 2 legend is
displayed on both PFDs.
ATT H DG Transfer
If the ATI HOG switch is at NORM, SG 1 uses IRS 1 and SG 2 uses IRS 2.
If the ATI HOG switch is at BOTH 1, both SGs use IRS 1, a yellow ATT 1 legend is
displayed on both PFDs and a yellow HOG 1 legend is displayed on both NOs.
If the ATI HOG switch is at BOTH 2, both SGs use IRS 2, a yellow ATT 2 legend is
displayed on both PFDs and a yellow HOG 2 legend is displayed on both NOs.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 19
NAVIGATION
EAS Overv iew
LNAV Transfer
With the LNAV transfer switch at SPLIT, SG1 uses L NAV1 and SG2 uses L NAV2. At
LNAV1 , both SGs use L NAV1 . At LNAV2, both SGs use L NAV2.
Heading Reference
With the HOG switch at MAG, the heading is referenced to magnetic north on all EFIS
heading displays; no annunciation is given. At TRUE, the heading is referenced to true
north on all EFIS heading displays; TRUE is displayed on all NOs to the left of the compass
lubber line; TRU is displayed on the CPFD to the left of the compass lubber line.
OBis
The OBis are not affected by the ATT HOG switch. The R OBI is supplied by just IRS 1; so
if IRS 1 is lost, head ing information to the R OBI is lost. The L OBI has a supply from both
IRSs. It normally uses IRS 2 but automatically switches to IRS 1 if ESS DC fails. This
arrangement ensures that heading information is available on the left instrument panel at
the emergency power level.
The OBI heading is not affected by the position of the HOG switch. The heading on the
OBis is always referenced to magnetic north.
Figure 6.1.10 - Transfer and Heading Reference Switching
r Right
l. ~~0 . J
r-
Right
l..
NO ..
SG 1
HOG switch Lower part of left

Instrument panel.
position
1
J
SG 2
EFIS AIR DATA d ATT HOG
an
switch positions
I
Centre console aft of
weather radar.
14---
L NAV transfer
swltch posltlon- --t
~-~
FCOM:Vt-002
1----
~--------~
AVRO 146-RJ Series
L NAV transfer switch position
-+1
i-vl -19-0010.3
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 20
Dimming Panels
There is an EFIS dimming panel (OP) to the left of each PFO. The dimming panels are
shown in Figure 6.1.11.
Each panel has the following controls:
A PFO brightness control.
An NO brightness control.
A weather radar display brightness control.
A radio altimeter decision height setting knob.
A test button.
The brightness controls on the left OP control the brightness of the left PFO; left NO and
the weather display on the left ND.
The brightness controls on the right OP control the brightness of the right PFO, right NO
and the weather display on the right NO.
The weather radar picture can be displayed on the NO in the arc and map formats. The
WX brightness control controls the brightness of the weather display.
The WX control has an OFF position. The OFF position on the left OP turns off the
weather radar picture from SG 1. The OFF position on the right OP turns off the weather
radar picture from SG 2.
The weather radar indicator on the centre console is not affected by the dimming panel
controls.
The PFD and ND brilliance controls have a COMPACT position.

When the left PFO brightness control is set to COMPACT, the PFD output from SG 1 is
turned off and the NO output from SG 1 is switched to the compacted PFO format. When
the right PFO brightness control is set to COMPACT, the PFO output from SG 2 is turned
off and the NO output from SG 2 is switched to the compacted PFO format.
When the left ND brightness control is set to COMPACT, the NO output from SG 1 is
turned off and the PFO output from SG 1 is switched to the compacted PFO format. When
the right NO brightness control is set to COMPACT, the NO output from SG 2 is turned off
and the PFO output from SG 2 is switched to the compacted PFO format.
When the NO is in the compact mode, the WX radar brightness control adjusts the
brilliance of the background shading of the attitude, speed and vertical speed displays.
The OH knob on the left dimming panel adjusts the SG 1 decision height. The OH knob on
the right dimming panel adjusts the SG 2 decision height.
The TEST button on the left dimming panel tests SG 1 and radio altimeter 1. The TEST
button on the right dimming panel tests SG 2 and radio altimeter 2.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVI GATION
EAS Overview

Page 21
Figure 6.1.11 - EFIS Dimming Panels
Left EFIS Dimming Panel (OP)

WX (Inner knob)
Controls the brilliance of
the weather display on
the left ND.
PIFD
NO (Outer knob)

the left PFD.
Controls the brillia nee of

the left NO.
Seleel$ the SG 1 NO
output to COMPACT.
Seleets the SG 1 PFO
Seleets the SG 1
output to COMPACT.
weather radar drsplay oH
OH
Sets radio altimeter
decision height on
SG 1 dsplay.
TEST
Press to test SG 1
and RAD ALT 1.
Right EFIS Dimming Panel (OP)

~--------------~
PFO
NO (Outer knob)

the right PFD.
Contr Ols the brlllla nee of

the right NO.
Selects the SG 2 PFD
output to COMPACT
Selects the SG 2 NO
output to COMPACT.
WX (Inner knob)
the weather display on
the right NO.
Selects the SG 2
weather radar display oH
OH
Sets radio altimeter
decision height on
SG 2 dsplay.
TEST
Press to test SG 2
and RAD ALT 2.
FCOM:V1-002
Ml1 19.00104
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 22
EFIS Control Panels
The two EFIS control panels (ECPs) are on the centre console. A panel is shown in Figure
6.1.12. The left panel controls SG 1 and the right panel controls SG 2. Each panel has the
following controls for the NO:
A FORMAT rotary switch.
A BRG rotary switch.
A RANGE rotary switch.
A primary CRS source rotary switch.
A 2ND CRS source pushbutton.
Three L NAV map select pushbuttons: N AID, ARPT and GRP.
An L NAV DATA select pushbutton.
The FORMAT switch selects the format for the NO output from the associated SG: PLAN,
MAP, ARC or ROSE.
The BRG switch selects the bearing pointer source for the NO output from the associated
SG: WPT, ADF or VOR. The switch also has an OFF position so that the bearing pointer
can be removed from the NO.
The range switch sets the maximum range of the weather radar display and map format
output from the associated SG. The switch does not affect the weather radar indicator on
the centre console. There are six ranges: 10, 20, 40, 80, 160 and 320 nautical miles.
The primary CRS switch sets the source for the primary course display from the associated
SG: V/ L or LNAV. The switch has an OFF position so that the primary course can be
removed from the NO.
The 2ND CRS switch sets the source for the second course display from the associated
SG. Successive presses of the switch step through a menu of sources and an off position.
At off, the second course is removed from the display. The second course sources are
determined by the active primary course and the position of the LNAV transfer switch.
The L NAV map select buttons add L NAV data to the map and plan formats from the
associated SG. The N AID button adds navigation aids from the L NAV database. The
ARPT button adds airports from the L NAV database. The GRP button adds ground
reference points from the L NAV database. A white light beneath each illuminates when
the associated points are being displayed.
The L NAV data select button adds an L NAV parameter to the NO output from the
associated SG. There are four items of data:
Ground speed.
Wind vector.
Distance to the active L NAV waypoint.
Estimated time to the active L NAV waypoint.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overv iew

Page 23
Only one item of data can be displayed at a time; it is displayed in the bottom right corn er
of the NO. Successive presses of the button step through the four items of data and an off
position. If the primary course is LNAV, the distance to waypoint is shown in the upper left
of the NO ; in this case, distance to waypoint is removed from the L NAV DATA select
menu. A white light beneath the switch illuminates when an item of data is displayed.
Figure 6.1.12 - EFIS Control Panels
Selects the range for NO, map
alld weather radar dlsplays.
Selects the source for

the NO second course.
Selects the source for the

Selects the NO format.
NO beanng potnler.
Selects naVlgation aids to the
NO MAP and PLAN displays.
Selects L NAV
DATA to the NO.
Selects airports to the

NO MAP and PLAN d1splays
Selects the source for the
NO primary course.
Selects g round reference poins to the

NO MAP and PLAN displays.
FCOM:V1-002
AVRO 146-RJ Series
l-v1- 1 ~10S
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 24
Power Supplies
The EFIS power supplies are shown schematically in Figure 6.1 .13.
ESS AC is used to power SG1, the left PFD and the left ND. The power is routed via a
relay; the relay is controlled by the EFIS 1 MASTER switch using power from ESS DC.
ESS DC is required to switch the relay to the off position; so if ESS DC is lost, the
switching fails to the on position.
AC BUS 2 is used to power SG2, the right PFD and the right NO. The power is routed via
a relay; the relay is controlled by the EFIS 2 MASTER switch using power from DC BUS 2.
DC BUS 2 is required to switch the relay to the off position; so if DC BUS 2 is lost, the
switching fails to the on position.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overv iew

Page 25
Figure 6.1.13- EFIS Power Supplies
Left
PFO
R1ght
PFO
l. -~ '-. - J
l. .. ,_. - J
Loft
Right
NO
NO
l. .. ~ - J
l. .. J
-,c_ -
SG1
ESSDC
SG2
ESSAC
AC BUS 2
DC BUS 2
1- 1111-00106
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 26
EFIS Cooling
There are two cooling fans: one cools the two left DUs and the other cools the two right
DUs. The fans are monitored. If a fault is detected, a flight deck warning is given.
The flight deck warnings are shown in Figure 6.1.14. The cooling f an control and
monitoring circuit is shown schematically in Figure 6.1 .15.
There are two amber EFIS fan fail annunciators on the lower part of the right instrument
panel: L EFIS and R EFIS. The annunciators are on a pushbutton switch. The button can
be pushed in to reset the monitoring circuits.
Just to the left of the EFIS fan fail annunciators there are two amber IRS fan fail
annunciators: IRS 1 and IRS 2.
If either EFIS fan fail annunciator or either IRS fan fail annunciator illuminates, an amber
EFIS/IRS FAN FAIL annunciator illuminates on the overhead air conditioning panel.
The left EFIS fan is powered from ESS AC and the right EFIS fan is powered from
AC BUS 2.
There is a monitoring circuit for each EFIS fan. The left monitoring circuit is powered from
ESS DC and the right from DC BUS 2. If a monitoring circuit detects that its fan is running
at less than half speed, the monitoring circuit illuminates the associated fan fail
annunciator. The warning is latched on. If the fault is transient, the monitoring circuit can
be reset by removing power from the monitoring circuit. Power to the monitoring circuits is
routed through the pushbutton switch containing the EFIS fan fail annunciators. Pushing
the switch in removes power from the monitors. The switch is spring-loaded to the out
position. Pushing and releasing the switch resets the monitors.
Figure 6.1.14 EFIS and IRS Fan Fail Warnings

Bottom of right instrument panel
EFISIIRS
FAN FAIL
The overhead air conditioning panel Illuminates

If either EFIS ran falls or e~ther IRS fan fa11s
Optional avionics cooling fan switch

(It does not control the EAS or IRS fans).
FCOM:V1-002
AVRO 146-RJ Series
~vl-1 9-00107
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVI GATION
EAS Overview

Page 27
Figure 6.1.15- EFIS DU Cooling
ESSAC
AC BUS 2
Left EFlS
fan monitor
L EFIS
R EFtS
Right EFIS
fan monitor
Press to reset
Nonnal
At normal the monitOfS are powered.
' - + - -I---' At reset, power is removed from the
monitors to allow a transient fault to
be reset.
ESSDC
FCOM:V1-002
DC BUS2
AVRO 146-RJ Series
t-Yt- 19-00108
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 28
Comparator Function Overview
The EFIS has a display comparator function. The EFIS comparator is shown schematically
in Figure 6.1.16.
There are two CMPRTR MSTR annunciators: one on the left flight annunciator panel and
one on the right flight annunciator panel. The left annunciator is controlled by SG 1 and
the right annunciator is controlled by SG 2.
Each SG has a comparator function; each SG monitors some important parameters on the
display output of the other SG via a crosstalk bus. If an SG comparator function finds a
significant difference between its display value of a monitored parameter and the value of
that parameter on the crosstalk bus, the comparator function:
Illuminates the associated CMPRTR MSTR annunciator. The annunciator flashes

for the first 5 seconds.
Puts a yellow legend on its display output to indicate which parameter has initiated
the comparator warning.
The comparator function compares the following parameters:
Attitude. The legend is ATT and is displayed on the PFO and CPFO .
Heading. The legend is HOG and is displayed on the NO and CPFO .
Indicated airspeed. The legend is SPD and is displayed on the PFD and CPFD .
Radio altitude. The legend is RA and is displayed on the PFO and CPFO .
Localiser deviation. The legend is LOC and is displayed on the PFO, CPFO and
NO.
Glideslope deviation. The legend is GS and is displayed on the PFD, CPFO and
NO.
If the crosstalk bus fails or the EFIS transfer switch is at BOTH 1 or BOTH 2, the
comparator:
Displays a yellow CMPRTR legend on the PFO and CPFD.

The left and right displays are being driven by the same SG when the EFIS transfer switch
is not at NORM. The CMPRTR legend is displayed when the EFIS transfer switch is not at
NORM as a reminder that the left and right displays are no longer being compared.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overv iew

Page 29
Figure 6.1 .16 - EAS Comparators
GS
RA
ATT Left
PFO
LOC
CMPRTR
...
,. -..-:_
SPD
I - - Co py at BOTH 1
-1
14 - Copy at BOTH 2 --1
~ ~,
CPFD ean display all

comparator legends.
I - - Co py at BOTH 1
ATT Right GS
PFD
RA
SPD
LOC
CMPRTR
...-. .._._.. .tl"
-1
14- Copy at BOTH 2 ---1
L DU
displays at
NORM and
BOTH 1
There is an appropriate
yellow legend 1n SG 1 display
if SG 1 comparator detects
a significant difference.
+1
SG 1
SG
Thete is an appropriate
yellow legend In SG 2 display
R DU
if SG 2 comparator detects displays at
a significant difference
NORM and
BOTH2
sG 2 comparator
function monitO(S these
SG2
SGj1 parameters.
1---- Attitude, heading. lAS, radio altitude.

localiser deviation. glldeslope deVIatiOn.
Comparator
function
Crosstalk bus
SG2
Comparator ~1-41--- Atlrtude, headtng, ~AS , radio altitude.
function
tocatiser deviatioo, glideslope deviation.
SG 1 comparator
function monitors these
SO 2 para.rneters
_j
Ul if SG 1 is displaying a yellow
comparator legend
FCOM:V1-002
Lit if SG 2 Is displaying a yellow
comparator legend
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS Overview

Page 30
Maintenance Display Overview
The EFIS has a maintenance mode. The maintenance mode gives access to maintenance
functions for the EFIS and the FGS. Figure 6. 1.17 shows how the maintenance mode is
entered.
Access to the maintenance mode is inhibited unless all three of the following conditions are
met:
The aircraft is stopped.
The parking brake is set.
The maintenance mode can be accessed via SG 1 or SG 2. To access the maintenance

mode:
Press and hold the DATA button on the associated ECP.
THEN
Press the TEST button on the associated DP.
When the TEST button is pressed, the maintenance main menu will appear on the
associated PFD and NO. Both buttons can then be released.
A menu item is selected by placing a cursor against the item and then pressing the
associated ECP DATA pushbutton. The cursor is a magenta asterisk. The cursor is
moved by the associated ECP NAV AID and ARPT pushbuttons.
An arrow pointing to the right is engraved on the ARPT pushbutton. The arrow indicates
that the button moves the cursor forward through the menu: one item for each press. An
arrow pointing to the left is engraved on the NAV AID pushbutton. The arrow indicates that
the button moves the cursor backward through the menu: one item for each press.
Forward is down the menu; backward is up the menu. When the cursor is at the bottom of
the menu, a press on the ARPT pushbutton will move the cursor to the top of the menu.
When the cursor is at the top of the menu, a press on the NAV AID pushbutton will move
the cursor to the bottom of the menu.
A circle is engraved on the DATA pushbutton. The circle indicates that the button selects
the item against the cursor.
All pages contain menu items; some pages also contain information. A menu item is
identified by either a left angle bracket < or a right angle bracket>, for example:
<EFIS, if the cursor is to the left of the menu item.
MAIN MENU>, if the cursor is to the right of the menu item
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Overview

Page 31
Figure 6.1.17 - EFIS Maintenance Displays

Alrcrnft must be on the ground,
The aircraft must be stopped
The parking brake must be set and have been set for at least 20 seconds
To enter malntenanee mode__. Press and hold__. THEN Press THEN

Both buttons can be released when the maintenance display appears.
Cursor ------~._-
4 menu items
---+-
Moves the cursor

down the manu.
Moves the cursor

up the menu.
Selects the Item

against the cursor.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Overv iew
An example of a PFD display is shown in Figure 6.2. 1.
The heart of the PFD is the attitude director display. The attitude display consists of an
aircraft symbol, a pitch scale and a roll scale. The pitch scale has background shading:
blue for sky and brown for ground. The flight director (FD) is either single cue or split cue.
The si ngle cue FD symbol is a V-bar. The associated aircraft symbol is a wedge. The FD
command is satisfied by flying the top edge of the aircraft symbol to the bottom edge of the
FD symbol.
The split cue FD symbol consists of a vertical bar and a horizontal bar. The associated
aircraft symbol has a white edged square at its centre; an L-shaped white edged bar is on
each side of the square. The FD command is satisfied when the two FD bars pass through
the centre of the square.
On the left side of the attitude display is a speed display. The display includes a tape lAS
display, a numeric rolling drum lAS display, speed bugs and speed awareness cues.
When the Mach number is 0.4 or greater, a numeric display of Mach number is shown
immediately below the speed tape.
On the right side of the PFD is a vertical speed display. The display has vertical scale and
pointer; when the rate of climb or descent is 200 ft/min or more, a numeric display of
vertical speed in hundreds of ft/min is also displayed. TCAS RAs are displayed on the
EFIS vertical speed display.
If the EFIS is unable to present RAs, TCAS in yellow is written to the left of the vertical
speed display.
A numeric display of radio altitude is shown in the bottom part of the attitude indicator.
Radio altitude decision height is shown in the bottom right corner of the PFD.
A lateral deviation indicator is at the bottom of the display. It can display localiser
deviation, VOR course deviation or L NAV deviation from track.
A glideslope deviation indicator is between the attitude display and the vertical speed
displa.y.
Below the glideslope deviation indicator, there is an ILS source legend. The legend
indicates the source of the ILS raw data being displayed on the PFD.
Legends at the top of the PFD show the FGC status. On the left side, the autothrottle
status and thrust mode are displayed. On the right side, the FGC vertical and lateral mode
status is shown. Armed conditions are indicated by white annunciations; engaged
conditions are indicated by green annunciations. The AP and FD status is shown just to
the left of the vertical and lateral mode status.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS - PFD

Page 2
Figure 6 .2.1 -Typical PFD
Autothrottle
Thrust
status - - - , mode
AP/FD engage
status
AP/FD mode status

Engaged Armed
Vertical
Lateral
Vertical
speed
display
Speed -1-dlsplay
Radio
altitude
decision
height
Radio
altitude
AttJtude dlr&ctor display:
,. Wedge shaped aircraft symbol.
, Pitch scele with sky (blue) and ground
(brown) background shading.
, Roll scale rrom 4s teft to 45" right.
lmclinomotor
, Single cue ntght director symbol
(slip ball)
ILS source legend
Glides! ope deviation

Indicator
Lateral deviation indicator

locallser shown
Roll bar
Pitch bar
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS- PFD

Page3
Attitude Indicator
The EFIS obtains attitude from the IRSs: normally IRS 1 for SG 1 and IRS 2 for SG 2.
The attitude display is shown in Figure 6.2.2 and consists of:
A fixed reference aircraft symbol.
A fixed roll scale with a moving roll pointer to indicate angle of bank.
A pitch scale with sky ground background shading: blue for sky and brown for
ground. The scale moves vertically and rotates.
Fixed Aircraft Reference Symbol
There are two types of aircraft symbol: a wedge or square flanked by L-shaped bars.
The pitch attitude scale is read against the top of the wedge or against the centre of the
square.
Roll Scale
The roll scale is drawn in white above the sky ground shading. An inward facing triangle
indicates zero bank angle. There are two smaller inward facing triangles on the scale: one
indicates 30 of left bank and the other indicates 30 of right bank. There are radial lines
on the scale to indicate 10, 20 and 45 of left and right bank.
The roll pointer is an outward facing white triangle, just inside the sky ground shading. As
the bank angle changes, the roll pointer rides along the edge of the attitude display for the
full range of 180.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS - PFD

Page 4
Figure 6.2.2 - Attitude Indic-ator

20 bank
10 bank
Zero bank
Jo bank
45 bank
Sky
shading
Pitc-h
scale
Ground
shading -
+--
Fixed reference aircraft symbols

Square with L-shaped bars
for split cue FD
Wedge for single cue FD
10 -
FCOM:V1-002
10 -
10
Both symbols show
7.5" nose-up.
AVRO 146-RJ Series
10
~
-
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS - PFD

Page 5
Pitch Scale
The pitch scale is a series of white graduation lines that are always parallel to the horizon.
The scale is shown in Figure 6.2.3. The scale has background sky ground shading.
A white line running the width of the attitude display represents zero pitch: the horizon line.
The other graduation lines are shorter but are of three different lengths: long, intermediate
and short. They represent major, intermediate and minor graduations: 10, 5 and 2.5
respectively.
The major graduations are at every 1oo of pitch attitude except 50 and 80. The
intermediate graduations are at the 5 points except 55 and 85. The minor
graduations are at the 2.5 o points between +30 o and -30 .
To provide orientation at extreme attitudes, red hollow chevrons are placed on the tape;
they point towards the horizon line. There are two chevrons at high nose up angles. One
has its tip at 48 and the other at 78. There are three chevrons at high nose down
angles. The tips are at -42, -53 and -72 .
At normal pitch attitudes, the boundary between the blue brown shading is at the horizon
line. At extreme pitch attitudes, the boundary moves away from the horizon line so that
both blue and brown background shading are visible. At extreme nose up angles, at least
0.25 inches of brown shading will be visible. At extreme nose down attitudes, at least 0.25
inches of blue shading will be visible.
The attitude display at 30 nose up is shown in Figure 6.2.4; zero bank and 90 of bank are
shown.
The attitude display at 30 nose down is shown in Figure 6.2.5; zero bank and 90 of bank
are shown.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
NAVIGATION
EFIS - PFD

Page6
Figure 6.2.3 - Pitch Scale
Nose-up orientation chevrons
Major graduation - - - -
Intermediate graduation
Minor graduation - - - Horizon line
.---_._.A
Nose-down orientation chevrons
. I
---11-----i~A
iV1 1900047
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 7
EFIS - PFD
Figure 6.2.4 - High Nose up Attitude
Oll'ientation
chevron
- -+-
Bourndary no longer
at the horl:ton line.-+-
30 nose-up and
90" right ban k.
FCOM:V1-002
AVRO 146 -RJ Series
"1- -
Orientation
chevron
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS - PFD
Pages
Figure 6.2.5 - High Nose down Attitude
Boundary no longer at the horizon line.
Orientation chevron.s
30 no3Q-Qown
and so right bank.
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Page9
Invalid Attitude
If the attitude source becomes invalid, all dynamic attitude symbology is removed and a red
ATT legend is displayed between the aircraft symbol and the roll scale. The dynamic
symbology consists of the roll pointer, the pitch scale and the sky ground shading. A
typical PFD with invalid attitude is shown in Figure 6.2.6.
Fi gure 6.2.6 - EFIS Invalid Attitude
Reel ATT displayed. - --+-
Pttch scale and - -+-8iky gro und

shading removed.
lv1-19.00050
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Wind shear Pitch Limit

A pitch limit indicator (PLI) is available on the PFD and compacted PFD. The indicator is a
display of the margin between stick shaker angle of attack and the measured angle of
attack. The FGC calculates the position of the PLI.
The display is an "eye brow" symbol: see Figure 6.2.7. The PLI remains horizontal and
laterally centred at all times.
The display of the PLI is inhibited on the ground and for the first three seconds after
take-off. Otherwise, the PLI is displayed when any of the following occur:
Radio altitude is less than 2 000 ft.
If radio altitude has failed and the flap angle is 18 o or more_
The FGC is in a windshear pitch guidance mode.
Windshear is detected.
Figure 6.2. 7 - Pitch Limit Indicator
PU
Margin to
stick shaker.
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Flight Director
Flight director information is displayed on the PFD output from SG 1 when the left FD
switch on the MCP is at ON. Flight director information is displayed on the PFD output
from SG 2 when the right FD switch on the MCP is at ON.
There are two options for the flight director display: single cue symbology and split cue
symbology. The option is not pilot selectable but has to be set by maintenance.
The single cue FD symbol is a magenta V-bar. The associated aircraft symbol is a wedge.
The FD command is satisfied by flying the top edge of the aircraft symbol to the bottom
edge of the FD symbol. The display priority puts the aircraft symbol in front of the FD V
bar.
The split cue FD symbol consists of a magenta vertical bar and a magenta horizontal bar.
The associated aircraft symbol is a white edged square flanked by two L-shaped bars. The
FD roll command is satisfied when the vertical bar passes through the centre of the square;
the FD pitch command is satisfied when the horizontal bar passes through the centre of the
square. The movement of the bars is limited so that they always intersect. The display
priority puts the bars in front of the aircraft symbol.
If the FGC outputs "no computed data" for the FD signal, the EFIS just removes the FD
symbology from the display; no failure indication is displayed. If the FD information
becomes invalid, the FD symbology is removed from the display and a yellow FD legend is
displayed in the top left of the attitude display - see Figure 6.2.8. The FD legend is
removed when the on side FD switch is selected to OFF.
FGC Mode Annunciators
The FGC mode annunciators are fully described in the Flight Guidance chapter.
Speed Display Features
The speed display has the following features:
A speed tape.
A rolling drum digital speed readout.
A speed trend magenta vertical bar.
A "barber's pole" representing speeds above V Mo
A yellow line symbol representing speeds above the flap/gear limit (V FGd for the
selected configuration.
A "barber's pole" representing speeds below the stick shaker speed (Vss).
A yellow line symbol representing a minimum speed calculated by the FGC (VMIN).
Three speed reference bugs.
An FGC MCP selected speed (VsEL) bug and selected speed readout.
A digital display of Mach number below the lAS tape when the Mach number is
0.40 or greater.
The features are discussed in detail below and shown in Figure 6.2.8 to Figure 6.2.1 1.
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Figure 6-2.8 - Right Director
Single cue FD
command satisfied.
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Page 13
The Speed Tape
The speed tape displays speed from 30 to 450 kt and has scale marks every 1o kt. Every
second scale mark from 40 kt onward is marked with the corresponding airspeed value.
The scale moves against a green index mark.
Mach Number
Mach number is shown below the speed tape in green. Mach numbers below 0.40 are not
displayed.
Speed Trend
The speed trend bar originates from the tape index mark and extends either upwards or
downwards. The bar extends to the speed predicted in 10 seconds. The prediction is
based on the current acceleration or deceleration. Once the speed change in the next 1o
seconds is more than 2 kt, the speed trend indication is shown. Once the speed trend falls
below 1 kt in the next 10 seconds, the trend symbol is removed.
Maximum Operating Speed Indication
V MO is calculated by the ADC and indicated by a "barber's pole" symbol. The pole extends
from V Mo to the top of the tape.
Flap/Gear Limit Speed Indication
V FGL is indicated by a yellow line positioned outside the right edge of the airspeed tape.
The symbol extends from VFGL to VMO
Stick Shaker Indication
Vss is indicated by a "barber's pole" symbol. The pole extends from Vss to the bottom of
the tape. Vss is appropriate to the configuration and is corrected for bank angle and "g".
The Vss symbol is shown above 100 ft radio altitude after take-off; the Vss symbol is
removed on descent through 50 ft radio altitude on the approach. The Vss symbol is not
displayed when the FGS vertical mode is take-off windshear or go-around windshear.
Minimum Operating Speed Indication
V MIN is computed by the FGC and is indicated by a yellow line positioned outside the right
edge of the airspeed tape. The line extends from VMIN to Vss VMIN is correct for the
configuration but is not corrected for bank angle or "g". VMIN is either 1.15 Vs or 1.25 Vs
The value depends on the configuration and the phase of flig ht. The VMIN symbol is shown
above 100ft radio altitude after take-off; the symbol is removed on descent through 50 ft
radio altitude on the approach. The VMIN symbol is also removed if the FGS vertical mode
is take-off windshear or go-around windshear.
Airspeed Reference Bugs
There are three speed reference bugs: VcRoss. a white dagger symbol; VooT a lollipop
symbol; V 1 , a magenta 1. When the V 1 bug is displayed, the value of V1 is written at the
bottom of the tape. The VcRoss bug is used for V REF or VR The VooT bug is used for
V FTO The V 1 bug is used for V 1 The bugs are set via the TRP.
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Selected Speed
The VsEL bug and readout are set by the speed/Mach select knob on the MCP. The bug is
a cyan solid triangle. The VsEL readout is in cyan at the top right of the tape. VsEL is set to
V2 for take-off. Vset is the speed that the FGS will control to when in a speed holding
mode.
Figure 6.2.9 - EFIS Speed Display Symbology
Vsn readout
Speed
tape
v,.0 'barbor's'
pole
Digital
speed
display
Speed trend bar

Index mark
v,.,,. symbol
Vss 'barber's '
pole
number
V Fa&. symbol
VcRoss bug
V, bug
IV1 -1$1.00Q53
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Page 15
Failure Cases
Some failure cases are shown in Figure 6.2.1 0.
If the airspeed source fails, the tape is removed, :a red SPD legend replaces the digital
speed indication and the Mach display is shown as three red dashes. If Mach data is
unavailable, the Mach display is shown as three white dashes.
If VSEL is unavailable, the VSEL bug is removed and the VSEL readout is shown as three
white dashes. If VSEL is inval id, the VSEL bug is removed and the VSEL readout is shown as
three yellow crosses.
Figure 6.2.10- EFIS Speed Indication Failures
Airspeed s ource
fa iled.
Mach data
unavailable.
VseL data
unavailable.
Vse.L data invalid.

i-v1-19-00054
Digital Speed Indication

Examples of the speed digits are shown in Figure 6.2.11.
The digital rolling drum speed indication is normally green. The digits are shown in red if
the speed is above VMO or below Vss
The digits are shown in yellow if the speed is in the range spanned by the VFGL symbol or
in the range spanned by the VMIN symbol. If the speed is below VMo and above Vss but the
trend ba.r goes above VMo or below Yss the speed digits are shown in yellow.
If the speed is below 30 kt, white dashes are shown in the digital display.
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Figure 6.2.11 - EFIS Digital Speed Indication
Speed trend
above VMo.
Speed above VMo.
Speed above V FGL.
Speed trend below
Speed below stick
Speed below 30 knots.
stick shaker speed.
shaker speed.
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Speed below VMIN.
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Page 17
Setting the Reference Bugs
The three reference bugs are set on the TRP. The TRP is shown in Figure 6.2.12.
The outer knob of the N1/TEMP/VSPEED selector is selected to the required speed. The
inner knob is then rotated to set the speed. The set speed is shown on the
N1/TEMPNSPDS display.
When V 1 is first selected, the display shows dashes and the EFIS display of V 1 is blank.
The first click of the inner knob sets V 1 to 100 kt. The acceptable entry range is 80 to 160
kt.
When VcRoss is first selected, the display shows dashes. The first click of the inner knob
sets VcRoss to 120 kt. The acceptable entry range is 80 to 200 kt.
When V0 0 r is first selected, the display shows dashes. The fi rst click of the inner knob
sets VcRoss to 140 kt. The acceptable entry range is 100 to 320 kt.
VcRoss and V 1 are automatically removed from the display when the aircraft becomes
airborne. V1 cannot be set once airborne. VcRoss can be reset when airborne.
Thirty seconds after landing VcRoss and VFro are removed from the EFIS display and the
TRP display will show dashes if a reference speed is selected.
SettingVsEL
VSEL is set using the speed/mach setting knob control on the MCP. VSEL is indicated on
the MCP and on the speed tape. The MCP and the speed tape are shown in Figure
6.2.12.
VsEL defaults to 1oo kt on power up. It can be set between 80 kt and VMo
If a Mach number is set on the MCP, theVSEL speed on the EFIS speed display is the
corresponding CAS for the set Mach number and pressure altitude.
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Figure 6.2.12 - Setting Speed Bugs
Value of the Vgpos

Indicated on the dsplay.
Select the VSPos oo the outer knob.

Change the value of the speed on the
inner knob.
lAS/MACH shown on MCP

display.
VseL shown on EFIS.
Select lAS/MACH with the knob.
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Page 19
Vertical Speed Display
The vertical speed display is shown in Figure 6.2.13 to Figure 6.2.1 5. The display consists
of a pointer and a digital display. The vertical speed is normally supplied by the IRS
selected to the SG driving the PFD. The IRS takes inputs from the ADCs. The vertical
speed sent to the EFIS from the IRSs is a function of ADC vertical speed and inertial
vertical speed. If the IRS vertical speed is unavailable, the SG will automatically switch to
the in use ADC.
The pointer scale is logarithmic. There are scale marks from -500 to 500 tvmin at intervals
of 1ooft. From 500 tvmin to 2 500 tvmin, there are scale marks every 500 tvmin. From
-500 ft/min to -2 500 ft/min, there are scale marks every 500 tvmin. The top inboard corner
of the grey background is equivalent to 3 000 ft/min rate of climb. The bottom inboard
corner of the grey background is equivalent to 3 000 tvmin rate of descent. The 1 000 and
2 000 tvmin rate of climb and descent scale marks are annotated with the value in
thousands of tvmin.
The digits indicate the rate of climb or descent in hundreds of feet per minute. They are
not displayed until the rate of climb or descent is 200 tvmin or more. The digits are green
when the vertical speed is in the range 6 000 min and the source is an IRS. The digits
are white when the vertical speed is in the range 6 000 min and the source is an ADC.
The digits are yellow when the rate of climb or descent is greater than 6 000 ft/min
regardless of the source of the vertical speed.
The pointer is always green. Between -3 000 tvmin and 3 000 tvmin, the pointer appears to
be pivoted at a fixed point on the zero scale mark extended centre line (like a conventional
instrument pointer). For rates of climb and descent between 3 000 and 6 000 tvmin, the
pointer angle continues to increase but the pivot point moves progressively towards the
scale. Thus, at rates of change greater than 3 000 tvmin, the pointer angle and length
increase at a greater rate for a given change in vertical speed.
The pointer remains fixed when the rate of climb is greater than 6 000 tvmin.
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Figure 6.2.13 -Vertical speed Display -500 to 6 1 00 ftfmin

Vertic al speed increasing from -500 to 3 000 ftlmin.
The vertical speed pointer is always green.

The needle appears to be pivoted at a fixed point on the extended zero scale mark.
The vertical speed is shown in hundreds of feet once the rate of climb or descent is
200 ft/min or more. The digits are just above the pointer in a climb and just below the
pointer in a descent. The digits are green when vertical speed is from an IRS and white
when it is from an ADC.
Vertical speed increasing from 3 000 ft/min to 6 100ft/min.
The vertical speed pointer is always green.

Up to 6 000 ft/min, the pointer angle continues to increase but the pivot point moves
progressively closer to the scale. Above 6 000 ftlmin, the pointer remains fixed.
The vertical speed digits are yellow when the vertical speed is greater than 6 000 ft/min
regardless of its source (IRS or ADC).
i-v1 -19-00057
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Vertical Speed Display Failures
If the vertical speed is not valid, the scale, pointer and digits are replaced by a red Vs
legend. If the vertical speed is unavailable, the scale, pointer and digits are replaced by
white dashes. These cases are shown in Figure 6.2.14.
Figure 6 .2.14 - Vertical Speed Display Failures
Vertical speed
Vertical speed
Vertical speed
from an ADC.
not valid.
unavailable.
i-v l -19-00058
Vertical Speed Display TCAS TAs

The vertical speed element of a TCAS RA is shown on the EFIS vertical speed display.
There is no vertical speed display on the TCAS traffic display. If the EF IS is unable to
present RAs, TCAS in yellow is written to the left of the vertical speed display. The TCAS
indications are shown in Figure 6.2.15.
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Figure 6.2.15- Vertical speed Display TCAS Symbology

TCAS RAs cannot
be presented.
TCAS
corrective RA.
TCAS
preventive RA.
The digital readout is red if the vertical speed falls within the red TCAS RA vertical
speed band. The digital readout is not shown between -200 and 200ft/min.
i-vl -19-00084
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Page 23
Radio Altitude Indication
Two radio altimeters are fitted as standard: radio altimeter 1 and radio altimeter 2.
Normally SG 1 displays radio altimeter 1 data and SG 2 displays radio altimeter 2 data.
The display is shown in Figure 6.2.16.
Radio altitude is displayed at 2 500 ft and below at the bottom of the attitude display; the
readout is green with one exception: on descent through the set DH, the radio altitude
readout is displayed in yellow; at 10 ft, the display reverts to green.
The radio altitude changes in steps of:
50 ft at radio altitudes greater than 1 000 ft.
10 ft at radio altitudes between 200 ft and 1 000 ft.
tt at radio altitudes less than 200ft.
Radio Altitude Decision Height
Radio altimeter decision height for each SG is set from the DH knob on the associated
DP. The display of DH is in the bottom right corner of the PFD. The range of the display is
from zero to 500ft in 1 ft increments. The decision height display consists of a cyan DH
legend above a numeric readout. If the DH set control is rotated fully left, the decision
height display is removed.
When the aircraft is on the ground and from take off to 2 500ft radio altitude, decision
height is displayed permanently. Above 2 500ft radio altitude, the decision height display
is only present when a change in decision height is made and for three seconds after the
change has been made.
On descent through 2 500 ft radio altitude, decision height is again displayed; on passing
DH + 50ft, the decision height display flashes. At decision height, the legend and the
digital readout are replaced with a yellow DH legend. At 10ft, the DH display reverts to a
cyan DH and a cyan numeric readout of DH.
If a go around is made with the yellow DH legend illuminated, the decision height display
reverts to the normal display of decision height as the aircraft climbs through DH + 75 ft.
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Page 24
Figure 6.2.16 - Radio Altitude and Decision Height
Radio altitude: _ _ _ ___/

,.
,
,
,
,.
Decision height display (DH and numerals):
Displayed at 2 500 ft and below.

,
Green from on ground to 2 500 ft
In climb
,.
Green on descent through 2 500 fl
Yellow on de~nl through DH.
,.
Green on descent through 10ft.
,.
;;.
,
Displayed permanently on ground and from

take-off to 2 500 ft.
Above 2 500 tt. only displayed when changed

and for 3 seconds after the change.
Reappears on descent through 2 500ft
On descent through DH + 50 ft, flashes
On descent through OH, replaced by yellow OHI.
On descent through 1() fi , reverts to cyan DH
and numenc display
DH and digits flash.

,_ _ _ _ _ _ _ Radio altitude in yellow.
Yelll ow OH.
- - - - - - - Radio altitude In green.
DH indication restored.
i-V1-19-CIOOS5
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Page 25
Radio Altimeter Failures

If one radio altimeter fails:
Above 2 500 ft radio altitude, the SG associated with the failed radio altimeter
displays a red RA legend in place of the radio altitude readout. The associated DH
display is inhibited.
At 2 500 ft and below, automatic reversion to the good radio altimeter takes place:
both SGs display the radio altitude from the serviceable radio altimeter. The DH set
is now available on both PFDs.

The reversion is indicated by a white RA legend in the lower right of the attitude indicator of
the display showing the cross side information.
If both radio altimeters fail, both SGs display a red RA legend in place of the radio altitude
readout at all altitudes; the display of DH is inhibited.
Failure of both radio altimeters is shown in Figure 6.2.17. Failure of just radio altimeter 1 is
Figure 6.2.17 - Both Radio Altimeters Failed

Left PFD
Right PFD
DH set is inhibited. - - - - - - - - - - - - - '

Red RA displayed at all altitudes.
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Page 26
Figure 6.2.18 - Just Radio Altimeter 1 Failed

Above 2 500 ft.
Loft PFD
Right PFD
Red RA displayed.
Left PFO
2 500 ft and below.
Right PFO
White RA on left PFO only.

'--l{adlo altimotor 2 di splayed on both PFDs.
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Page 27
Glideslope Deviation Indicator

The glideslope deviation indicator displays raw g lideslope information ; the indicator is
shown in Figure 6.2.19. Glideslope deviation is shown by a rectangular magenta pointer
against a white scale. On slope is a horizontal white line at the centre of the scale. The
scale has four dots: two above the on slope line and two below the on slope line.
Half the pointer remains in view when the glideslope deviation is full scale or greater.
If the glideslope signal becomes invalid, the glideslope deviation pointer and scale are
removed and are replaced by GS legend in red.
If an ILS is tuned but the station is out of range, the glideslope deviation indicator is
removed from the display.
If the FGS is in localiser back course mode, the pointer and scale are removed and
replaced with a BKCRS legend in white.
Figure 6.2.19- Glideslope Deviation Indicator
Below glideslope
(deviati on full scale or greater).
1% Dots low.
On glideslope.
'!. Dot high.
Half of pointer
still visible.
Glideslope invalid.
FGS in back course mode.
;:.\1 1 ...<~ o..n nnAA
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Page 28
Lateral Deviation Indicator

The lateral deviation indicator is shown in Figure Figure 6.2.20. The indicator has a pointe r
and a white scale. The format of the pointer and the scale depend upon the source of the
displayed data. The source can be localiser, VOR or LNAV.
The localiser deviation scale has a vertical line at its midpoint with a dot either side; the
localiser deviation pointer is a magenta rectangle. One dot of deviation is the conventional
localiser "one dot".
The sense of the deviation is reversed if the FGS is in back course mode so that the
indication is in the natural sense. If a back course approach is flown without the FGC in
back course mode, the indicator will indicate in the reverse sense.
The VOR deviation scale has a vertical line at its midpoint with two dots either side. The
VOR deviation pointer is a green triangle. One dot of deviation is 5" off the selected VOR
radial.
The LNAV deviation scale is a horizontal white line with three vertical lines: one at its mid
point and one at each end. The LNAV deviation pointer is a white diamond. The values of
the left and right white lines depend on the LNAV phase : 2.5 nm en route, 0.5 nm in the
terminal phase and 0.15 nm in the approach phase.
For each format, half the pointer remains in view when the deviation is full scale or greater.
If the source becomes invalid, the scale and pointer are removed and replaced with a red
legend: LOC, VOR or LNAV as appropriate. If the source is unavailable, the lateral
deviation indicator is removed.
Figure 6.2.20 - Lateral Deviation Indicator

Localiser
VOR
Zero deviation.
Zero deviation.
w0
s right of radial.
'!. dot right.
o 0
LNAV
Zero deviation.
Distance dependent on
LNAVmode.
Full scale or greater- half the pointer shown.
]0
o o
o 0\
Invalid indications.
i-v 1 1900089
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Page 29
ILS Source
The SG 1 PFD glideslope and localiser displays are normally from the ILS 1 receiver; the
SG 2 PFD glideslope and localiser displays are normally from the ILS 2 receiver.
A PFD is set to display localiser and glideslope deviation whenever the associated VHF
NAV controller is set to an ILS frequency.
If one ILS fails or is tuned to a VOR frequency, the FGC can force an auto reversion so
that the PFD display from both SGs is from the serviceable ILS. The reversion takes place
once the FGC has captured both the localiser and the glideslope. Automatic reversion is
illustrated in Figure 6.2.21.
An ILS source legend is displayed beneath the glideslope deviation indicator: ILS 1 or ILS
2. The legend is in magenta if the ILS source is that normally associated with the SG and
automatic reversion has not taken place. If the FGC has forced an automatic reversion,
the legend is in yellow on the PFD display from both SG 1 and SG 2.
If an ILS station is tuned but out of range and automatic reversion has not been made, the
lateral and vertical deviation indicators are removed but the ILS source legend is still
presented on the display.
If an ILS frequency is selected on the associated VHF NAV controller and the ILS receiver
has failed and automatic reversion has not taken place, the deviation indicators are
replaced with the red fail warnings (GS and LOC) but the source legend is still presented
on the display.
The FGC automatic source reversion does not affect the ILS indications on the NDs and
compacted PFDs.
VOR Lateral Deviation
The conditions for VOR lateral deviation to be displayed on the PFD are:
A VOR frequency is tuned on the associated VHF NAV controller and the VORis in
range.
V/L is selected as the primary course on the associated ECP.
The FGS has not forced a localiser deviation display.
LNAV Lateral Deviation
The conditions for LNAV lateral deviation to be displayed on the PFD are:
An ILS frequency has not been tuned on the associated VHF NAV controller.
LNAV is selected as the primary course on the associated ECP.
The FGS has not forced a localiser deviation display.
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Page 30
Figure 6.2.21 - ILS Source Reversion

Left PFD
Glldeslopa not captured.
ILS 1 soervlceable.
Magenta ILS 1 legend
Left PFD
ILS 1 serviceable.
Locallur and glldMiope

captured.
Rlgf'll PFD
ILS 2 failed.
Magenta ILS 2 legend
Right PFD
ILS 2 failed.
Yellow ILS 1 legend

Automatic reversion to ILS 1 on right PFD.
1-Y1- 19.00090
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Page 31
Marker Beacon Indication
Marker beacon over flight is indicated by a flashing marker symbol between the glideslope
display and the ILS source legend. There are three symbols: outer marker, middle marker
and inner marker. They are shown in Figure 6.2.22.
The outer marker symbol is a cyan 0 inside a cyan circle.
The middle marker symbol is yellow M inside a yellow circle.
The inner marker symbol is a white I inside a white circle.
One marker beacon symbols is displayed at a time. If more than one beacon is received ,
the priority for display, from highest to lowest, is:
Outer marker.
Middle marker.
Inner marker.
The marker beacon symbols flash:
The outer marker flashes twice per second.
The middle marker flashes in pairs: a long flash followed by a short flash. The pair
is repeated twice per second.
The inner marker flashes six times per second.
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Figure 6.2.22 - Marker Beacon Indication
Outer marker symbol
Mi ddle marker symbol
lrnner marker symbol
FCOM:V1-002
AVRO 146-RJ Series
o-V1 19-00092
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS- PFD

Page 33
SG, Attitude and ADC Source Annunciations

The SG, attitude and ADC source annunciations are shown in Figure 6.2.23.
If the EFIS transfer switch is at BOTH 1, a yellow SG 1 legend is displayed at the bottom
left of each PFD. If the EFIS transfer switch is at BOTH 2, a yellow SG 2 legend is
displayed at the bottom left of each PFD. An SG source legend is not displayed if the
switch is at NORM.
If the A TT HOG transfer switch is at BOTH 1, a yellow ATT 1 legend is displayed at the top
right of each PFD below the FGS mode indications. If the ATT HOG transfer switch is at
BOTH 2, a yellow ATT 2 legend is displayed at the top right of each PFD below the FGS
mode indications. An ATT source legend is not displayed if the switch is at NORM.
If the AIR DATA transfer switch is at BOTH 1, a yellow ADC 1 legend is displayed at the
bottom left of each PFD. If the AIR DATA transfer switch is at BOTH 2, a yellow ADC 2
legend is displayed at the bottom left of each PFD. An ADC source legend is not displayed
if the switch is at NORM.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS - PFD

Page 34
Figure 6.2.23 - SG, Attitude and ADC Source Annunciations
Attitude source legend
SG source legend
ADC source legend
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overv iew
A typical rose format is shown in Figure 6.3.1 together with the associated ECP. The heart
of the rose format is a full 360 compass rose. The compass has a selected heading bug.
The bug represents the heading selected on the FGS MCP. The selected heading is also
presented numerically in the top left corner of the NO.
A simple aircraft symbol is at the centre of the compass rose. The symbol is constructed
with two horizontal lines and one vertical line; the symbol is fixed.
Two course indicators are available: primary and second. A CRS rotary switch on the
associated ECP selects the source for the primary course. A 2ND CRS pushbutton on the
associated ECP selects the source for the second course. Source annunciators for the two
courses are in the top right corner of the NO.
The distance associated with the primary course is shown in the top left comer of the NO,
distance.
One bearing pointer is available. A rotary BRG selector on the associated ECP selects the
source for the bearing pointer.

A vertical deviation indicator is on the right side of the display. If a GNS-X NMS is fitted,
the deviation indicator can only display ILS glideslope deviation. If a GNS-XLS or Collins
FMS is fitted, the deviation indicator can also give vertical flight path guidance for an FMS
approach.
An optional track pointer is driven by the associated IRS.
Data from the associated L NAV can be presented in the bottom right corner of the NO. A
DATA pushbutton on the associated ECP selects the required data. Successive presses of
the button move through a data menu : blank, groundspeed, wind vector, distance to the
active waypoint and ETA at the active waypoint.
The weather radar mode and tilt annunciations are shown on the left side of the NO.
FCOM:Vt-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format
Page 2
Figure 6.3.1 - Typical Rose Format

Numeric
MCP selected
display ~
heading __.. Bug
Distance source
annunciator
Optional track
pointer
Distance
Primary course
annunciator
Second course
annunciator
Bearing
pointer
Weather
radar
mode
and tilt
Bearing pointer
source
Primary
course
Format selector
Bearing
pointer
selector
L NAV data display

Vertical deviation indicator
Glldeslope shown
Seond
course
selector
--+-
Primary
course
selector
~~~---o~~~~~
LNAV
data
selector
Associated ECP
FCOM:V1-002
AVRO 146-RJ Series
iV1-1900129
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page3
Heading
The compass display is a full compass rose. It is shown in Figure 6.3.2.

The compass card is graduated every so. Major graduations are represented by white
lines around the edge of the card at 1oointervals from zero to 350. Minor graduations are
represented by shorter white lines at the sopoints between major graduations. The major
graduations are annotated every 30 from zero to 330 in tens of degrees.
The compass lubber mark is a white triangle at the top of the display. Fixed heading white
lines are radially aligned with the centre of the rose just outside the compass card. The
lines are at 4S 0 , 90, 13S 0 , 180, 22S 0 , 270 and 31S 0 from the compass lubber mark.
A selected heading bug moves with the card. The bug is positioned by the HEADING
control on the MCP. The bug is displayed regardless of the FGS lateral mode. A numeric
readout of the bug is given in the top left of the ND beneath the distance display. The
HEADING knob sets the bug in steps of 1 .
T rack Pointer
The optional track pointer is a green diamond. It rotates around the compass card and lies
against the aircraft track. The pointer is driven by the IRS supplying the heading
information to the NO.
If the data is not available or is invalid, the track pointer is removed.
The track pointer is called a drift indicator by some texts. However, the symbol points to
the aircraft track on the compass display. The angle between the symbol and the heading
lubber is the drift.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 4
Figure 6.3.2 - Heading Display

HEADING
n
:.-,.-:.,_.
3~~ 4f~o
;~ ~ ,-
1~-'"' .1(~
HDGSEL .
MCP selected heading
Numeric
Optional track pointer

Bug
Selected heading
shown regardless of
the FGS lateral mode
Fixed heading mark
Heading
lubber mark
Fixed heading
marks
reference
Compass card:
J;> Graduated every 5
> Major graduations at the 10 points
J;> Minor graduations at the 5" points
> Major graduations annotated every 30 in tens of degrees
i-v1-19-00130
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Rose Format

Page 5
Heading Failures
Invalid heading source is illustrated in Figure 6.3.3.
If the heading source becomes invalid:
The compass card is removed and a red HDG legend is displayed.
The primary and second course are removed.
If the BRG selector is selected to VOR or WPT, the bearing pointer is removed.
The heading bug and the numeric display of selected heading are removed.
If just the selected heading becomes invalid, the heading bug is removed and the numeric
display of selected heading is replaced with XXX in yellow. This case is illustrated by
Figure 6.3.4.
If the heading select data is unavailable but not signalled as invalid, the heading bug is
removed and the numeric display of selected heading is replaced by three white dashes.
This case is illustrated by Figure 6.3.5.
Figure 6.3.3 - Invalid Heading Source
Primary and second course removed
Red HOG legend
!selected heading
removed
~and
Compass
card
heading bug
removed
Bearing pointer
!removed if VOR or
M/PT i s selected
i-v1-19-00131
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page6
Figure 6.3.4 - Invalid Heading Select
Three yellow
crosses
Heading bug
removed
iV11900132
Figure 6.3.5- Heading Select not Availab le
Three white
dashes
Heading bug
removed
iV1 19-QQ133
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 7
Primary Course
The primary course indicator is shown in Figure 6.3.6. Localiser primary course and
distance indications are shown in Figure 6.3.7; VOR primary course and distance
indications are shown in Figure 6.3.8; LNAV primary course and distance indications are
The primary course indicator consists of a combined pointer and lateral deviation indicator.
The pointer points to the selected course. A white deviation scale is centred on the
pointer. The scale has four dots. The scale is always at right angles to the pointer. A
deviation beam bar, parallel to the pointer, moves across the scale.
The pointer and deviation bar colour depends on the selected source: magenta if the
source is an ILS, green if the source is a VOR and white if the source is an LNAV.
One dot of ILS deviation is the conventional localiser "one dot". One dot of VOR deviation
is 5 oft the selected radial. One dot of LNAV deviation is:
2.5 nm off the selected track if the L NAVis in the en route phase.
0.5 nm off the selected track if the L NAVis in the terminal phase.
0.15 nm off the selected track if the L NAVis in the approach phase.
The primary course is selected by the CRS switch on the associated ECP:
At OFF, the primary course indicator is removed from the display.
At V/L, the primary course is the VHF NAV tuned on the associated VHF NAV
controller: VHF NAV 1 controller for SG 1 and VHF NAV 2 controller for SG 2. The
selected frequency determines whether the source is an ILS localiser or a VOR.
At LNAV, the primary course is the source selected on the LNAV transfer switch.
With the switch at SPLIT, SG1 uses L NAV1 and SG2 uses L NAV2. A At LNAV1 ,
both SGs use L NAV 1. At LNAV2, both SGs use L NAV2.
The selected primary course source is annunciated at the top right of the display. A
localiser source is annunciated in magenta: LOC1 or LOC2. A VOR source is annunciated
in green: VOR1 or VOR2. An LNAV source is normally annunciated in white: LNAV1 or
LNAV2. However if the LNAV transfer switch has been used to select both SGs to the
same LNAV source, the LNAV source annunciator is yellow on the ND display from both
SGs.
When the primary course is a localiser or a VOR, the primary course pointer direction is the
value selected on the associated MCP course selector. When the primary course is LNAV,
the primary course pointer direction is the desired track to the active L NAV waypoint.
When a VOR is the primary course, an indication of to or from the VOR station is
displayed. The "to" indication is a white TO legend that precedes the green VOR source
legend. The "from" indication is a white FROM legend that precedes the green VOR
source legend.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Pages
If the primary course lateral deviation source fails:
The pointer remains displayed.
The beam bar and scale are removed.
The colour of the primary course annunciator becomes red.
If lateral deviation data is not received (for example, no station received):
The beam bar and scale are removed.
The colour of the primary course annunciator is not changed.
With primary course LOC or VOR, if the associated MCP course becomes invalid:
The pointer, beam bar and scale are removed.

The colour of the LOC or VOR annunciator is unchanged.
With primary course LNAV, if the LNAV desired track becomes invalid:
The pointer, beam bar and scale are removed.
The LNAV annunciator becomes red.

Figure 6.3.6 - Primary Course Indication
Local1ser
Course
- - Pointer head
lnd1cator
Scale
Beam bar
Each scale dot represents

one conventional dot of
localiser deviation
Local1ser
Dev1ation
lnvald or not
Available
Beam bar and

scale removed
Pointer tail
LNAV Course Indicator
Each scale dot

represents 5 off
the selected rad ial
Each seale dot represents:

l> 2.5 nm off track in en route phase
l> 0.5 nm off track in term inal phase
l> 0.15 nm off track in approach phase
iV119-00134
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page9
Primary Course Distance
The distance associated with the primary course is shown in the top left corner of the ND,
distance.
The distance is indicated in one tenth mile steps at ranges below 100 nm and in one mile
steps at ranges above 1oo nm.
If the primary course is a VOR or localiser, the distance is the DME distance associated
with the V/L source. The annunciation is DME1 or DME2.
If the source is a localiser:
The source legend and distance are displayed in magenta if the associated DME is
not in hold.
The source legend and distance are displayed in green if the associated DME is in
hold.
If the source is a VOR, the distance and its source are displayed in green.
If the source is an LNAV, the displayed distance is the distance to the active LNAV
waypoint. The annunciation is DIST. DIST and the numeric display of LNAV distance are
normally displayed in white. However, if the LNAV transfer switch has been used to select
both SGs to the same LNAV source, the DIST annunciator is yellow on the NO display
from both SGs; the numeric display of LNAV distance remains white.
If the distance becomes invalid:
The numeric display of distance is removed.
The DME or DIST legend remains and does not change colour.
In the case of L NAV distance, the course deviation indicator is removed and the
primary course annunciator is written in red.
If there is no distance data available, the DME or DIST legend is unchanged but the
numeric display is replaced with dashes: magenta dashes for an ILS DME, green dashes
for a VOR DME and white dashes for LNAV distance to waypoint.
If the DME is in "hold":
A yellow H is displayed to the right of the distance source annunciator.
The DME legend and the DME distance are green for both LOC and VOR primary
courses.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 10
Figure 6.3.7- Localiser Primary Course and Distance

controrter
I 1-1 1:1 1: l-1
I '-'
I._, 1_1
I
I
I
-, ,-
ILS frequency
sel~ted
I-
:1 :1 :1
1
Selected
course
DME d lstance
MCP VHF NAV 1

course sel ector
DME source
Course
selector
.__ LOC failed

Beam bar and
scale will be
removed from
the NO
Primary
course
annunciator
DME in hold
locallser
doviatlon
Invalid DME
DME distance
not available
V/l selected
lv1 19-00t35
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Rose Format

Page 11
Figure 6.3.8- VOR Primary Course and Distance

MCPVHF NAV1
course select or
controller
:1 1: (
.,.1
1 ,-,
I 1..1
_I
VOR frequency
selected
..J
cI :..1 1n..1
__j
Selected
- - COU11$41
Course
selector
From the VOR
FROM
V0~1
'~ ~ !
-
.
r
DME distance
DME source
..
+- VOR falle.d
Beam bar and
scale will be
removed from
the NO
Primary
cours.
annunclat.or
DME in hold
Deviation
from the
selected
radial
Invalid DME
DME distance
not available
V/L selected
1-vl-19.0013&
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 12
Figure 6.3.9 - LNA V Pri mary Course and Distance

LNAV cross track distance or desired track invalid
Course deviation indicator will be removed from the NO if cross track distance is invalid
Course pointer and deviation indicator will be removed from the NO if the desired track is
invalid
Distance to LNAV
active waypolnt
Both SGs selected

to the same LNA V
LNAV
source
legend
LNA V
desired
t rack
II
Both SGs selected

to the same LNAV
Primary
course
annunciator
Invalid DIST
distance
LNAV distance
not available
- +- LNAV selected
i-v1-19-00137
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 13
Second Course
The second course indicator is shown in Figure 6.3.1 0. The second course indicator
consists of a combined pointer and lateral deviation indicator. The pointer points to the
selected course. The lateral deviation indicator consists of a bar without a scale. The
second course is cyan regardless of the source.
It is easy to distinguish the second course indicator from the primary course indicator:
The second course beam bar and pointer colour is always cyan; the primary course
pointer and bar are never cyan.
The second course beam bar and most of the pointer are hollow whereas the
equivalent parts of the primary course indicator are solid.
The second course deviation indicator does not have a scale whereas the primary
course deviation indicator has a scale.
The 2N CRS pushbutton on the associated ECP selects the source for the second
course. The source annunciator for the second course is immediately below the primary
course source annunciator; the second course annunciator legend is cyan for all second
course sources.
When the secondary course is a localiser or a VOR, the second course pointer direction is
the value selected on the associated MCP course selector. When the second course is
LNAV, the second course pointer direction is the desired track to the active associated
LNAV active waypoint.
There is no distance display associated with the second course. There is no TO/FROM
indication for a VOR second course.
If second course lateral deviation source fails:
The beam bar is removed.
The colour of the second source annunciator becomes red.
If lateral deviation data is not received (for example, no station received):
The beam bar is removed.
The colour of the second source annunciator is not changed.
With second course LOC or VOR, if the associated MCP course becomes invalid:
The pointer and beam bar are removed.
The colour of the LOC or VOR legend is unchanged.
With second course LNAV, if the LNAV desired track becomes invalid:
The pointer and beam bar are removed.
The LNAV legend becomes red.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 14
Figure 6.3.10- Sec ond Course

Pointer head
Dev1at1on
mvalld or not
avai lable
Beam bar
removed
Beam bar
The second course 1s cyan
regard l ess of the s ourc e
Pointer ta il
i-v1-19-00138
Second Course Menus

Successive presses of the 2 ND CRS pushbutton move through a menu of second course
sources. The menu available for an SG depends on the primary course selected on the
associated ECP and the position of the L NAV transfer switch.
The second course selection logic obeys the following rules:
The menu always includes an off selection. The off select ion removes the second
course from the display.
The second course cannot be the same as the selected primary course.
LNAV is only available as a second course when the associated primary course is
selected to V/L.
The second course L NAV can only be the L NAV available as primary course to
the associated SG.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 15
Second Course Menu with Primary Course at LNAV
The second course menu with the primary CRS set to LNAV is shown in Figure 6.3.11.
With the primary CRS set to LNAV, the second course menu contains the following
selections:
V/ L 1. A localiser is presented if a localiser frequency is selected on VHF NAV 1.

A VOR is presented if a VOR frequency is selected on VHF NAV 1.

No second course. The second course is removed from the ND.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 16
Figure 6.3.11- Second Course Selections (Primary Course LNAV}

CRS
OFF
\
LNAV
CRS
SG 1
SG2
. O\ F F
VIL
LNAV
VIL
OR
With the CRS selector at LNAV,

pressing
sequences through:
V/L 1
V/L 2
l~lill
ltllitl
OR
OR
11111 11111
2"'D course
r-emoved
1.2
1.2
SPLIT
LNAV ~.LNAV
OR
SPLIT
LNAV.~
LNAV
regardless of the position of

the LN AV transfer switch
With the CRS selector at LNAV,

pressing
V/L 1
sequences through:
V/L 2
ltz.lill Pllitl
OR
OR
11111 11111
2ND course
removed
regardless of the position of

the LNA V transfer switch
i-v1-19-00139
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 17
Second Course Menu with Primary Course at V/L
The second course menu with the primary CRS set to V/L is shown in Figure 6.3.12.
With the primary CRS set to V/L, the second course menu contains the following
selections:
The cross side V/ L. A localiser is presented if a localiser frequency is selected on

the associated VHF NAV. A VOR is presented if a VOR frequency is selected on
the associated VHF NAV.
The L NAV available as primary course to the associated SG.
No second course. The second course is removed from the ND.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 18
Figure 6.3.12- Second Course Selections (Primary Course V/L )

CRS
~'OFF
LNAV
CRS
SG 1
SG2
.'.O,FF
VIL
LNAV
VIL
With the CRS selector at V/L and

the LNAV transfer switch at split,

the LNAV transfer at split,
pressing
pressing
II
V/L2 LNAV 1
l'leliJ 18U4+*'
OR
LOC2
sequences through:
2ND course
.'.O' FF
sequences through:
V/L 1 LNAV 2
removed
l"l511 11UN11
OR
h.2
CRS
LNAV
~~~
SG 1
LNAV
2 ND course
removed
CRS
SPLIT
~-LNAV
SG 2
.'OFF
LNAVI
VIL

the LNAV transfer switch at LNAV1 ,
pressing
1!1
V/L2 LNAV 1
1''14'J 11msn
OR
"'*J
'
VIL

the LNAV transfer switch at LNAV1,
pressing
sequences through:
2ND course
lf!l sequences through :
V/L 1 LNAV 1
removed
I'N;U "~W*'
...,..
OR
1.2
course
removed
2ND
SPLIT
SG 1
LNAV_&

~~~
sequences through:
2ND course
V/L 2 LNAV 2
removed
pressing
l'leJ#J "~Wtl
OR
"'*J
FCOM:V1-002
SG2
LNAV

1!11
sequences through:
2ND course
V/L 1 LNAV 2
removed
pressing
he)ijl l!~fNtJ
...,..
OR
AVRO 146-RJ Series
i-v1-19-00140
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 19
Second Course Menu with Primary Course at OFF
The second course menu with the primary CRS set to OFF is shown in Figure 6.3.1 3.
With the primary CRS set to OFF, the second course menu contains the following
selections:


The L NAV available as primary course to the associated SG.
No second course. The second course is removed from the NO.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 20
Figure 6.3.1 3 - Sec ond Course Selections (Primary Course OFF)

CRS
'OFF
LNAV
VIL
CRS

~~~
pressing
V/L 1
OR
OR
LOC1
LOC2
course
removed
1.2
CRS
LNAV
pressing
2ND
We]#JI f'J)iJ'J I!U#JI
'OFF
VIL
V/L 1
~~~
SG 1
sequences through:
V/L 2 LNAV 1
ND
course
removed
w.gn f'llitJ I!UMI

OR
~~~sequences through:
V/L 1
VIL 2
OR
OR
LNAV 2
1!"'1!'*1
2 ND COUI'S&
removed
CRS
~-LNAV

pressing
OR
""'"'*J
"'OFF
, ' VIL
LNAV
SG2

the LNAV transfer switch at LNAV1 ,
pressing
V/L 1
1!1 sequences through:
V/L 2
LNAV 1
f'llijl f'llid IIUNJI

OR
OR
I!"'"'*J
2ND cours&
removed
CRS
CRS
SG 1
VIL
SPLIT
LNAV
._OFF
LNAV

sequences through:
V/L 2 LNAV 1
SG2
SG 1
SG2
'OFF
, ' VIL
"'oFF
, ' WL
LNAV
LNAV


pressing
pressing
V/L 1
V/L 2 LNAV 2
f'41;fj "t4i1J
OR
OR
ND
course
removed
V/L 1
VIL 2
OR
OR
L NAV 2
2ND course
removed
i-v1-19-00141
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Rose Format

Page 21
Bearing Pointer
The ND can display just one bearing pointer at a time.
The BRG rotary switch on the ECP selects the bearing source to the associated SG. The
switch has four positions: OFF, VOR, ADF and WPT. At OFF the bearing pointer is not
displayed. The selector is shown in Figure 6.3.14.
Figure 6.3.14 - Bearing Selector
Pointer not
VOR bearing
ADF bearing
Bearing to L NAV
displayed
selected
selected
active waypolnt
selected
i-v1-19-00142
There are two pointer formats: number one and number 2. Both are green.
The number 1 pointer is associated with VOR 1, ADF 1 and L NAY 1. The number 2
pointer is associated with VOR 2, ADF 2 and L NAY 2.
The source for the bearing pointer is annunciated in green at the bottom left of the ND: a
green VOR, ADF or WPT legend preceded by a symbol denoting number 1 or number 2
bearing. The number 1 bearing pointer symbol is a green "stick" arrow; the number 2
bearing pointer symbol is a green hollow arrow.
The pointers and the associated source symbols are shown in Figure 6.3.15.
If a bearing pointer is selected but the source is unavailable, the source annunciation is
displayed but the pointer is not displayed.
If a bearing pointer is selected but the source has failed:
The pointer is not displayed.

The source symbol and legend remain on the display; the source symbol remains
green but the legend colour changes to red.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 22
Figure 6.3.15 - Bearing Pointers

Number 1 Bearing
Valid
bearing
received
Bearing
not
available
Number 2 Bearing
Bearing
source
failed
Valid
bearing
received
Bearing
not
available
Bearing
source
failed
iV119-0014:3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 23
Pointer Source
The bearing displayed by an SG depends on the number of ADFs fitted, the position of the
L NAV transfer switch and the position of the associated ECP BRG switch. The
possibilities are shown in Figure 6.3.16.
If the left switch is at VOR, SG 1 displays VOR 1 bearing using the number 1 pointer
format; SG 1 cannot display VOR 2 bearing. If the right switch is at VOR, SG 2 displays
VOR 2 bearing using the number 2 pointer format; SG 2 cannot display VOR 1 bearing.
Either one or two ADFs are fitted. With just one ADF fitted:
If the left ECP BRG switch is at ADF, SG 1 displays the ADF bearing using the
number 1 pointer format.
If the right ECP BRG switch is at ADF, SG 2 displays the ADF bearing using the
number 1 pointer format.
With two ADFs fitted:
If the left BRG switch is at ADF, SG 1 displays ADF 1 bearing using the number 1
pointer format; SG 1 cannot display ADF 2 bearing.
If the right BRG switch is at ADF, SG 2 displays ADF 2 bearing using the number 2
pointer format; SG 2 cannot display ADF 1 bearing.
The WPT selection is the bearing to the associated L NAV active waypoint. The L NAV
used depends on the position of the L NAV transfer switch.
At SPLIT:
If the left BRG switch is at WPT, SG 1 displays L NAV 1 bearing using the number
1 pointer format.
If the right BRG switch is at WPT, SG 2 displays L NAV 2 bearing using the number
2 pointer format.
At LNAV1:
1 pointer format.
1 pointer format.
At LNAV2:
2 pointer format.
2 pointer format.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 24
Figure 6.3.16 - Bearing Pointer Source

SG1
SG2
BRG
BRG
WPT'. . . OFF
I
WPT'. . . OFF
-\
ADF
VOR
BRG
Two ADFs fitted
VOR
BRG
VOR
BRG
,'
WPT'. .\ . OFF
ADF
-\
ADF
WPT'. . . OFF
One ADF fitted
1.2
ADF
VOR
BRG
SPLIT
LNAV
WPT;.. . . OFF
I
ADF
~.LNAV
WPT;.. . . OFF
I
VOR
ADF
VOR
i-v11900144
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 25
Vertical Deviation Indicator
A vertical deviation indicator is on the right side of the display. On all aircraft, the deviation
indicator can display ILS glideslope deviation. On some aircraft, the deviation indicator can
also give vertical flight path guidance for an FMS approach.
The glideslope indicator can only be displayed when the primary course is a localiser. The
indicator is identical to the PFD glideslope indicator.
The FMS approach VNAV deviation indicator can only be displayed when the primary
course is LNAV.
The VNAV vertical deviation indicator is shown in Figure 6.3.17.
The VNAV deviation scale is a vertical white line with three horizontal lines: one at its mid
point and one at each end. The VNAV deviation pointer is a hollow white diamond.
With the pointer on the centre line, the aircraft is on the VNAV approach path. With the
pointer on the top line, the aircraft is 200 ft below the VNAV approach path. With the
pointer on the bottom line, the aircraft is 200 ft above the VNAV approach path.
Half the pointer remains in view when the VNAV deviation is full scale of greater.
If the glideslope signal becomes invalid, the VNAV deviation pointer and scale are removed
and are replaced by a VNAV legend in red.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 26
NAVIGATION
EAS ND Rose Format
Figure 6.3.17 - VNAV Deviation Indicator
Below Approach Path

(deviation full scale or greater)
On
200ft Low
100ft Low
Approach
Path
100ft High
Half of pointer
stili visible
VNAV Data Invalid
iV1 -1 900145
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 27
L NAV Data Display
Data from the associated L NAV can be presented in the bottom right corner of the NO.
The OAT A pushbutton on the associated ECP selects the required data.
The data fields and the selection logic are shown in Figure 6.3.18.
Each item of selected data has a title. The title and the data are white. Successive
presses of the button move through a no data position and up to four data items.
The contents of the menu depends on the selected primary course.
With the CRS switch at OFF or V/ L, the menu is:
No data; a blank field.
Wind vector. A title WND, a direction arrow and a wind speed readout to the
nearest knot. The direction arrow is relative to the current aircraft heading.
Groundspeed: a title GSPD above a groundspeed display to the nearest knot.
Distance to the active waypoint. A title DIST and a distance display. The distance
is to the nearest one tenth nm below 100 nm and to the nearest one nm above
100 nm.
ETA at the active waypoint. A title ETA above a display of time, in hours and
minutes, in the 24 hour format.
With the CRS switch at LNAV:
The menu is the same except that distance to the active waypoint is removed.
Distance to the active waypoint is displayed in the top left of the NO regardless of
the LNAV data display selection.
If the selected data becomes invalid, the data is removed from the display but the title
remains displayed.
If the selected data is not available, the data is removed and replaced by dashes; the title
remains displayed.
At wind speeds below 3 kt, the wind speed is displayed as zero and the direction arrow is
removed; the WND title remains displayed. Wind speed and direction are not displayed
again until the wind speed rises above 6 kt.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 28
Figure 6.3.18 - L NAV Data Display
L NAV data display
L NAV data display

Menu with
CRS at LNAV
Menu with CRS

at OFF or V/L
LNAVdataoff
Successive presses of the

L NAV data selector move
through the menu
Groundspeed
Distance is not in the menu if

the primary course is LNAV
Ill
Wind direction and speed

Distance to the
active waypoint
ETA at the active waypoint
in hours and minutes
Example of
data not
available
Example of
invalid data
LNAV
<lata
selector
iV1 1900146
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 29
L NAV Annunciators
There are four L NAV annunciations: two yellow and two white. They are shown in Figure
6.3.19.
The yellow annunciators are displayed to the right of the primary course distance. The
white annunciators are displayed to the left of the primary course annunciation.
The yellow annunciations are MSG and DR. They are displayed in the same place; MSG
takes priority over DR.
MSG indicates that a message is displayed on the L NAV CDU; the annunciator flashes for
the first five seconds.
DR indicates that the LNAV is in the dead reckoning mode.
The white annunciations are WPT and XTK.
WPT indicates close proximity to the L NAV active waypoint. WPT is annunciated two
minutes prior to reaching the active waypoint; the annunciator flashes for the first five
seconds.
XTX indicates that an offset cross track value has been set for the active L NAV flight leg.
The WPT, XTK and DR annunciators are only displayed when LNAV is selected as the
primary course. The MSG annunciator is displayed regardless of the primary course
selection.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 30
Figure 6.3.19- L NAV Annunciators
A message is displayed
on the L NAV CDU
MSG is displayed regardless of

the primary course selection
The L NAVis in the

dead reckoning mode
DR. WPT and XTK can only be displayed

ifthe primary course Is LNAV
MSG takes priority over DR
Close proximity to
the active waypoint
MSG and DR field
An offset track is selected

for the active L NAV leg
iv1-1 9-00147
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 31
Weather Radar Annunciations
Weather radar returns are only displayed on the ND arc and map formats. However,
weather radar annunciations are displayed on all ND formats provided the weather radar is
not off and the associated WX dimmer on the DP is in the on range.
Weather radar annunciations are displayed at the left edge of the ND a little bit below the
centre of the display. The annunciations are displayed on up to three lines. The position
of the annunciations on the ND display is shown in Figure 6.3.20.
The weather radar annunciations and weather display are described in the EFIS Arc ND
Chapter.
Maintenance Check Annunciation
The EFIS has to be set for the options fitted to the aircraft and the options selected for the
EFIS itself. These selections are known as the EFIS configuration. The EFIS configuration
is defined in two ways: the software configuration and the hardware configuration.
The software configuration is set using the EFIS maintenance functions. The hardware
configuration is defined by the aircraft wiring to the SGs.
A yellow MAINT CHECK legend is shown on the ND and CPFD if:
The software configuration is not the same on each SG.
OR
The software configuration does not agree with the hardware configuration.
The MAINT CHECK legend can only be shown on the ground with the parking brake set.
The position of the MAINT CHECK legend is shown in Figure 6.3.20.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 32
Figure 6.3.20 - Weather Radar and Maintenance Annunciators
Maintenance
c heck legend
iV11900148
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Rose Format

Page 33
SG and Heading Source Annunciators
The SG and heading source annunciations are shown in Figure 6.3.21.

left of each ND. If the EFIS transfer switch is at BOTH 2, a yellow SG 2 legend is
displayed at the bottom left of each ND. An SG source legend is not displayed if the switch
is at NORM.
If the ATT HOG transfer switch is at BOTH 1, a yellow HOG 1 legend is displayed at the
top right of each NO below the second course annunciator. If the ATT HOG transfer switch
is at BOTH 2, a yellow HOG 2 legend is displayed at the top right of each NO below the
second course annunciator. A HOG source legend is not displayed if the switch is at
NORM.
Heading Reference
If the HOG switch is at TRUE, a white TRUE legend is displayed to the left of the heading
lubber line. A heading reference legend is not displayed if the switch is at MAG.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS ND Rose Format

Page 34
Figure 6.3.21 - SG Source, HOG Source and Compass Reference Legends

Compass referenced to true north
SG Source Legend
FCOM:V1-002
Heading Source Legend
i-v1 -19 -00149
AVRO 146-RJ Series
Nov 01 / 09
Overview
A typical arc format is shown in Figure 6.4.1 together with the associated ECP. The heart
of the arc format is the compass arc of about 11 oo. MCP selected heading is indicated in
the same way as in the rose format: bug and numeric display. However, there is one extra
feature; the bug has a tail that extends through the centre of the compass card. The tail
gives an analogue representation of the position of the bug when the bug is outside the
displayed range of the compass card.
A simple aircraft symbol is at the centre of the compass card. The symbol is fixed and is
the same as that of the rose mode.
Just as in the rose mode, two course indicators and one bearing pointer are available.
Selection and annunciation are the same as for the rose format.
The following are shown in the same way as for the rose format:

Vertical deviation.

L NA V annunciations.
Maintenance check legend.
SG source, HOG source and TRUE legends.
Weather radar returns can be displayed in the arc format. The maximum range of the
weather display is selected by a rotary RANGE selector on the associated ECP. The
maximum range of the display is the outer edge of the compass arc. Half range is
indicated by a white semi circle; half range is numerically displayed beneath the left end of
the semi circle.
Weather radar and the half range indications are only displayed when t he ND weather
radar display is selected on with the dimming control on the associated DP.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 2
NAVIGATION
EFIS NO Arc Format
Figure 6.4.1 -Typical Arc Format
Numeric
display
+-
MCP selected
heading
-+ Bug
Distance source
annunciator
Optional track
pointer
Distance
Primary course
annunciator
Second course
annunciator
Bearing
pointer
radar
mode
and tilt
course
Bearing pointer source
Half-range
indication
Range selector
Primary
course
Format selector
L NAV data display

Vertical deviation indicator
Glideslope shown
Second
course
selector
Bearing
p ointer
selector
-+-
Primary
course
selector
LNAV
data
selector
Associated ECP
FCOM:V1-002
AVRO 146-RJ Series
iv1-1900152
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Arc For mat

Page 3
Heading
The arc format heading display is shown in Figure 6.4.2 with the heading bug off the
display. However the numeric readout of heading bug position is retained and the tail of
the bug can still be seen.
The rose format has fixed heading marks but the arc format does not. The arc compass
lubber mark is the same as the rose lubber mark: a white hollow triangle.
Invalid heading source is illustrated in Figure 6.4.3. If the heading source becomes invalid:

The primary and second course are removed.
If the BRG selector is selected to VOR or WPT, the bearing pointer is removed.
The heading bug and the numeric display of selected heading are removed.
Invalid heading select is indicated in the same way as for the rose format; the heading bug
is removed and the numeric display of selected heading is replaced with XXX in yellow.
Unavailable selected heading is indicated in the same way as for the rose format; the
heading bug is removed and the numeric display of selected heading is replaced by three
white dashes.
Figure 6.4.2 - Arc Format Heading
Selec ted heading
Heading lubber
Heading bug tail
i-vH9-00153
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Arc Format

Page 4
Figure 6.4-3 - Arc Format Invalid Heading

Red HOG legend
Course Indicators removed
Selected heading
removed - - --1:
Compass card
and heading bug
removed
Bearing pointer
removed if VOR or
WPT is selected
i-v1-1 9-00154
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Arc Format

Page 5
Course and Bearing Pointers

The bearing and course pointer colours used in the arc format are the same as those used
in the rose format. However, the arc format symbology for the bearing and course pointers
differs a little from the symbology used in the rose format.
The rose and arc bearing pointers are compared in Figure 6.4.4. The rose and arc course
pointers are compared in Figure 6.4.5.
The arc format number 1 bearing pointer has two arrows on its head and two arrows on its
tail, whereas the rose format number 1 pointer has just one arrow on its head and one
arrow on its tail.
The arc format number 2 bearing pointer has an arrow head and arrow flights on both the
pointer head and the pointer tail. The rose format number 2 pointer has just an arrowhead
on the pointer head and just arrow flights on the pointer tail.
The arc format course pointers have a dashed line extension to their tails whereas the rose
format course pointers do not.
Figure 6.4.4 - Rose and Are Bearing Pointers

Number 1
Bearing pointers
Rose
Number 2
Bearing point ers
Rose
Arc
The rose format pointers have one

arrowhead either side of centre.
The arc format pointers have two
arrow heads either side of centre.
Arc
The rose format pointers have one

arrowhead either side of centre.
The arc format pointers have two
arrow heads either side of centre.
i-v1-19-001 55
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Arc Format

Page6
Figure 6.4.5 - Rose and Arc Course Pointers

Rose on the top row and arc on the bottom r'OW
Primary VOR
Primary ILS
Primary LNAV
The arc format pointers have dashes added to their tails
FCOM:V1-002
AVRO 146-RJ Series
Second
i-v 1-19-00156
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Arc Format

Page 7
Weather Radar Control
Weather radar returns are only displayed on the NO arc and map formats. However,
weather radar annunciations are displayed on all NO formats provided the weather radar is
not off and the associated WX dimmer on the OP is in the on range.
The relationship of the weather radar to the EFIS is shown in Figure 6.4.6.
There are three video outputs from the weather radar receiver/transmitter (RIT): one for the
weather radar indicator, one for SG 1 and one for SG 2. This allows the range of each
indicator to be different.
The range for the weather radar indicator (on the centre console) is set by its range control.
The range for the SG 1 weather radar display is set by the RANGE control on the left
ECP. The range for the SG 2 weather radar display is set by the RANGE control on the
right ECP. Selected range is sent from the ECP to the SG and then on to the R/T.
The WX control on each DP is an on/off switch and a dimmer.
When the left OP WX control is at OFF, the radar display from SG 1 is tuned off. When the
left WX control is not at OFF, the radar display from SG 1 is turned on and the position of
the left WX control determines the brightness of the weather radar display on the left NO.
When the right OP WX control is at OFF, the radar display from SG 2 is tuned off. When
the right WX control is not at OFF, the radar display from SG 2 is turned on and the
position of the right WX control determines the brightness of the weather radar display on
the right NO.
With the EFIS transfer switch at NORM, every thing works naturally:
The left NO radar display switching and brightness are controlled by the left WX
control, and the left NO weather range is controlled by the left ECP RANGE switch.
The right NO radar display switching and brightness are controlled by the right WX
control, and the right NO weather range is controlled by the right ECP RANGE
switch.
With the EFIS transfer switch at BOTH 1 or BOTH 2, the left NO radar brightness is still
controlled by the left WX control and the right NO radar brightness is still controlled by the
right WX control.
With the EFIS transfer switch at BOTH 1:
The radar display on both NOs is switched on and off by the left WX control.
The left ECP RANGE switch selects the weather range on both NOS.
With the EFIS transfer switch at BOTH 2:
The radar display on both NOs is switched on and off by the right WX control.
The right ECP RANGE switch selects the weather range on both NOS.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Pages
NAVIGATION
EFIS NO Arc Format
Figure 6-4.6 - Weather Radar
A
n
t
Video signal
for weather
radar indicator
Weather radar
receiver/transmitter
e
n
n
a
Range
selection
Right ECP
range control
RANGE
320- e
160;
RANGE
... 1o
"20
Range
selection
SG1
Range
seltX:tion
' '40
80
320- e - 1 0
160;
80
~ "20
40
Left ECP
range control
NO radar
display
ON/OFF
NO radar
display
ON/OFF
Weather display
brightness
Left OP
Weather au;;p~Y
brightness
Right OP
i-v1-19-00157
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Arc Format

Page9
Weather Radar Display
The NO arc format weather radar display is shown in Figure 6.4.7.

Weather radar returns are displayed in the same colours as on the weather radar indicator.
The NO radar display shows radar returns 80 either side of the aircraft's heading.
The maximum range of the NO radar display is the value selected on the RANGE selector
on the associated ECP. The maximum range is the outer edge of the compass card.
Whenever the associated WX control is in the on range, a half range semicircle is
displayed. The semicircle is white with the half range value at its bottom left edge. The
half range figure is half the value on the RANGE switch.
Weather radar annunciations are displayed at the left edge of the NO a little bit below the
centre of the display. The annunciations are displayed on up to three lines.
The RJ has one weather radar system, but there are two types of radar available: the
PRIMUS 708A and the ROR 4A. The annunciations depend on the radar fitted. The
annunciations can only be displayed if the associated OP WX dimmer is in the on range.
The annunciations are:
The weather radar modes in cyan. All PRIMUS 708A modes are annunciated. The
only ROR 4A mode that is annunciated is TEST mode.
The tilt angle in cyan. The PRIMUS 708A tilt angle is displayed whenever a mode
is selected on the weather radar indicator. The ROR 4A tilt angle is not
permanently displayed; it is displayed when the tilt control is moved and for three
seconds after the tilt control has stopped moving.
Weather radar faults in yellow.
EFIS faults associated with the weather radar in yellow.
The EFIS faults are OU OVHT and WXR RNGE.

OU OVHT indicates that the NO is too hot; the weather radar display will be removed until
the display cools sufficiently.
WX RNGE indicates that the range format of the data sent from the weather radar R/T to
the SG does not agree with the range selected on the ECP RANGE switch.
When the radar is In TEST mode, TEST is annunciated in cyan. If the test fails, FAIL is
written in yellow below TEST. The reason for the failure is written in yellow below the FAIL
annunciation if a PRUMUS 708A radar system is fitted. The reason for the failure is not
annunciated on the EFIS if an ROR 4A radar system is fitted.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Arc Format

Page 10
Figure 6-4-7- NO Arc Format Weather Radar Display
Maximum range of weather display:

+ - - - :1> Set on associated ECP RANGE selector
:1> Outer edge of compass card
Weather return
Weather radar annunciations:

:1> Up to three lines are used
:1> In the same position in all
ND formats
:1> The annunciations depend
on which radar is fitted
~BRT
DH(.)
TEST
1Fru
Half range indication:

:1> White semicircle with distance readout
:1> Only present in ARC format when WX
dimmer is not OFF
ND+WX
o&
{COMPACT _1 WX OFF
FORMAT
PLAN'. . .
MAPf
"ARC
i-v1-19-001 58
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overview
A typical map format is shown in Figure 6.5.1 together with the associated ECP.
The following are shown in the same way as for the arc format:
Compass display.
Heading bug.
Bearing pointers.
Weather display.
Maintenance check legend.

There is no vertical deviation display.

The half range marker is disp layed all the time. In the arc mode, the half range marker is
only displayed when the weather radar is selected to the NO.
The aircraft symbol is more exotic than that of the arc and rose format; the symbol is a plan
view of the 146 RJ.
When the primary or secondary course is selected to LNAV, the L NAV active flight plan is
shown on the display.
When the primary or second course is selected to a VOR with an associated DME, the
VOR/ DME position is shown on the display with the selected course line running through
the VORIDME symbol. The line is dashed on the FROM side and solid on the TO side.
If a VOR without an associated DME or an ILS is selected as the primary or second
course, the course indication is the same as for the arc mode.
When the primary or second course is LNAV, extra data can be added to the map display
from the associated L NAV database using theN AID, ARPT and GRP pushbuttons at the
bottom of the associated ECP.
TheN AID button adds navigation aids from the LNAV database.
The ARPT button adds airports from the LNAV database.
The GRP adds ground reference points from the L NAV database.
FCOM:V1 002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Map Format

Page 2
Figure 6.5.1 - Typical Map Format

Numeric
display
Distaooo
MCP solected
heading
Bug
Oluance source
annunciator
Optional track
pointer
Primary course
annunciator Second course
annunciator
Map
track
line
Weather
SQcond
course
radar
mode
and tilt
source ---~
NAV-AJO
Half.range
A ctive Waypoint
Indication
w.aypolnt
Range selector
Format selector
Second
course
selector
Bearing
pointer
sa lector
Prtmary
course
selector
LNAV
navtgatlon ~!-...;.---+1
aid seledor
LNAV
data
selector
l NAV airport 8el4tCt<)r'
Associated ECP
FCOM:V1-002
L NAV data d isplay
AVRO 146-RJ Series
L NAV ground reference

point &elector ;. 1 19_001611
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Map Format

Page3
Primary Course Indication
The NO map format has three forms of primary course symbology:
White map track line. This symbology is always used when the primary course is
LNAV. The white lines are the active flight plan from the LNAV. The waypoints
from the active flight plan are also displayed as four pointed stars. The waypoint
symbols are white except for the active waypoint; the active waypoint is magenta.
A distance/bearing symbology. A green line representing the selected VOR course

is drawn in the correct position on the map. If the associated VOR/DME station is
within the range of the display, the VOR/DME station is correctly placed on the
line. The VOR/DME symbol is always at the correct relative position to the aircraft
symbol. A dashed line represents the radial from the station and a solid line
represents the radial to the station. The lines and the station are green.
A course pointer and deviation indicator identical to the arc course pointer. This
symbology is not used when the primary course is LNAV. It is always used when
the primary course is ILS. It is used when VOR is the primary course and the
associated DME is not available or cannot be used. When an ILS is used, the
colour is magenta. When a VOR is used the colour is green.
The track line and distance bearing symbology are shown in Figure 6.5.2.
The distance bearing symbology is used when:
The selected primary course is VOR.
AND
The associated VOR/DME source is valid.
AND
The associated DME is not in the hold mode.
The arc format course pointer and deviation indicator are used for VOR primary course
when the selected primary course is VOR and:
The associated DME source is not valid.
OR
The associated DME is in the hold mode.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Map Format

Page 4
Figure 6.5.2 - Map Format Primary Course Symbology

Track line
symbology
Distance/bearing
Symbology
:- - FROM
bearing
LNAV act ive flight plan waypolnts:

lndentifier to the righ t
VORJDME
symbol
LNAV active waypoint:

Identifier to the right
White track line: - - - - - --:

The LNAV active flight plan
: -- - TO
bearing
i-v 1-1 9-00160
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Map Format

Page 5
Second Course
When the second course is LNAV, the map symbology is identical to the primary course
LNAV symbology except that the track line is cyan and all the waypoint symbols are cyan,
including the active waypoint.
When the second course is VOR, the symbology can be the distance/bearing format or a
second course indicator identical to that used in the arc format. The logic for determining
which symbology is used is the same as that for the primary course.
The second course distance/bearing symbology is the same as that for the primary course
except that the second course symbology is all cyan.
If a DME is not available, a whiteD precedes the second course source annunciator. If the
associated DME is in hold, a white H precedes the second course source annunciator.
When the second course is localiser, the second course symbology is identical to that used
in the arc format.
L NAV Map Select Buttons
There are three L NAV map select buttons on each ECP: N AID, ARPT and GRP. They
allow points from the L NAV database to be added to the map display. Each symbol has
an identifier written to the right of the symbol. The identifier is the same colour as the
symbol.
The N AID button toggles navigations aids on and off the display. The ten closest aids are
selected for display. There are three types of navigation aid: VOR, VORTAC and
DME/TACAN. The symbology is shown in Figure 6.5.3. All the symbols are cyan.
The ARPT button toggles airports on and off the display. The ten closest airports with
runways longer than 5 000 ft are selected for display. The airport symbol is a white hollow
circle.
The GRP button toggles ground reference points on and off the display. Ground reference
points are navigation reference points that are not in the flight plan. They are displayed as
cyan hollow triangles.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Map Format

Page6
Figure 6.5.3 - L NAV Map Select Button Data Symbology
DMEITACAN
VOR
Navigation aids
VORTAC
Airport
Ground reference point

i-v1 -19-00161
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overv iew
A typical plan format is shown in Figure 6.6.1 together with the associated ECP. The plan
format provides a map of the L NAV active flight plan. The centre of the map is one of the
waypoints on the active flight plan : the reference waypoint. The reference waypoint is
selected through the GNS CDU or the FMS MCDU. The map is orientated to true north:
north up orientation. An arrow with an N above it provides a reminder that t he map is north
up orientated.
The aircraft position is represented by a plan view of a 146 RJ. The centre of the display is
fixed t o the reference way point, so the aircraft symbol moves as the aircraft changes
position. The aircraft symbol points in the direction of the aircraft's heading .
The plan format has an arc compass display like that of the arc and map formats. Selected
heading information is displayed like that of the rose format, except that there is no tail to
the heading bug.
The maximum range of the map display is controlled by the range selector on the
associated ECP. The maximum range of the display is the outer edge of the compass arc.
Half range is indicated by a cyan circle; half range is numerically displayed on the left edge
of the circle.
The aircraft symbol points in the direction of the aircraft heading relative to the north arrow,
not to the compass display . The symbol only points straight up the display when the
heading is true north. In Figure 6.6.1, the aircraft heading is 315 o.
The following are shown in the same way as in the NO map format:
ECP primary course selection.
Distance associated with the primary course selection.
Weather radar annunciations.

LNAV N AID, ARPT and GAP data from the LNAV database.
Maintenance check annunciator.
The LNAV flight plan is only displayed when the ECP primary CAS selector is at LNAV.
The NO annunciation of the selection is the same as in the other NO formats.
The plan format does not include:
A bearing pointer or the ECP BAG selection.
VOA or ILS primary course display.
A second course or the ECP second course selection.

Vertical deviation.
L NAV selectable data via the DATA pushbutton.
FCOM:V1 -002
AVAO 146-AJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Plan Format
Page 2
Figure 6.6.1 - Typical Plan Format

Numeric
MCP selected
display ~
heading __,... Bug
Distance source
annunciator
Optional track
pointer
Primary course
annunciator
Distance
Weather
radar
mode
and tilt
Half-range
Indication
Waypoint
waypoint
Range selector
North
orientation
reminder
Format selector
Primary
course
selector
LNAV
data
se.lector
Associated ECP
FCOM:V1-002
AVRO 146-RJ Series
i-v1-19-00162
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS ND Plan Format

Page3
Heading Failures
If the heading source becomes invalid:
The heading bug and the numeric display of selected heading are removed~
The L NAV primary course remains displayed.
Any selected database points remain displayed.
Map Orientation
It is easy to be confused by the compass indication when looking at the map display.
Straight up the map display is always true north even though the aircraft's actual heading is
displayed on the compass card at the top of the display.
The centre of the display is always the reference L NAV waypoint. The map symbology is
stationary with respect to the display until the reference waypoint changes.
The aircraft symbol moves across the display. The aircraft symbol will only be shown if its
position is within the selected display range.
The longitudinal axis of the aircraft symbol is aligned with the aircraft's heading relative to
the map display not to the compass display. The aircraft symbol rotates as the aircraft
turns.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EFIS NO Plan Format

Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Overview
A typical compact display format is shown in Figure 6.7.1.
The display is a combination of the PFD and the ND.
PFD Elements
All PFD elements on the CPFD are to the same scale as those on the PFD. They all have
the same range with one exception: the attitude indicator pitch range is reduced to allow
some ND elements to be displayed below the attitude indicator.
The reduced attitude range leaves no room for the r adio altitude display within the attitude
indicator. The radio altitude display is positioned just below the right corner of the attitude
display. In all other respects, the radio altitude display is the same as that of the PFD.
There is no ILS source legend, because there is no automatic reversion of the ILS display
on the CPFD. There is no lateral deviation display. However, lateral deviation is available
on a display of the selected primary course.
The following PFD elements are identical to the PFD:
The flight director: just as on the PFD, the FD can be either single or split cue.
The speed display.
The vertical speed display.

The FGS status legends.
Glideslope deviation.
Radio altitude decision height.
Marker beacon.
NO El ements
The compass shows just over 180" of the compass rose. MCP selected heading is shown
by a cyan bug and a cyan numerical indication.
There is only one course indicator: the primary course. It can display localiser, VOR and
LNAV in the same way as the ND rose format. The course indicator is just a smaller
version of the rose format course indicator.
The selected primary course annunciator is to the left of the decision height display. There
is no display of distance associated wit h the primary course.
There is no LNAV selected data (the DATA button function).
There is no map display.
There is no radar display.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 2
NAVIGATION
EFIS Compact Display
Figure 6-1-1 -Typical Compact Display
Autothrottle
status
Thrust
mode
APIFD .e ngage
AP/FD mode status
st!atus - - - .
Vertical
Lateral
Speed
display
Vertical
sp89d
display
Radio
altitude
decision
height
Numeric
display
Primary cou rse annunciat or

Inclinometer
(slip ball)
Glldestope deviati on Indicator

Radio altitude
MCP selected
heading
Compass arc display
Primary
course
Bug
Alternative flight dlr.ctor display
Attitude director display:

Wedge shaped aircraft symbol
o
o
Pitch scale w1U1 Sky (blue) and
o
o
ground (brown) bad<ground shading

Roll scale from 4 s left to 45 right
Single cue lllght director symbol
FCOM:V1-002
Roll bar
AVRO 146-RJ Series
symbol
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page3
SG, Attitude, Heading and ADC Source Annunciations

The SG, attitude, heading and ADC source annunciations are shown in Figure 6.7.2.
left of each CPFD. If the EFIS transfer switch is at BOTH 2, a yellow SG 2 legend is
displayed at the bottom left of each CPFD.
An SG source legend is not displayed if the switch is at NORM.
If the A TT HDG transfer switch is at BOTH 1, a yellow ATT 1 legend is displayed at the top
right of each CPFD and a yellow HDG 1 legend is displayed to the right of the CPFD
compass. If the ATT HDG transfer switch is at BOTH 2, a yellow ATT 2 legend is
displayed at the top right of each CPFD and a yellow HDG 2 legend is displayed to the
right of the CPFD compass.
ATT and HDG source legends are not displayed if the switch is at NORM.
If the AIR DATA transfer switch is at BOTH 1, a yellow ADC 1 legend is displayed at the
bottom left of each CPFD. If the AIR DATA transfer switch is at BOTH 2, a yellow ADC 2
legend is displayed at the bottom left of each CPFD. An ADC source legend is not
displayed if the switch is at NORM.
Heading Reference
If the HDG switch is at TRUE, a white TRU legend is displayed to the left of the heading
lubber line. A heading reference legend is not displayed if the switch is at MAG.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 4
Figure 6.7.2- SG Source, ATT Source and TRU Legends

Attitude Source Legend
ADC Source Legend

Compass referenced to true north
i-v1-1900164
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 5
Maintenance Check Annunciation
The EFIS has to be set for the options fitted to the aircraft and the options selected for the
EFIS itself. These selections are known as the EFIS configuration. The EFIS configuration
is defined in two ways: the software configuration and the hardware configuration.
The software configuration is set using the EFIS maintenance functions . The hardware
configuration is defined by the aircraft wiring to the SGs.
A yellow MAINT CHECK legend is shown on the NO and CPFD if:
The software configuration is not the same on each SG.
OR
The software configuration does not agree with the hardware configuration.
The MAINT CHECK legend can only be shown on the ground with the parking brake set.
The position of the MAINT CHECK legend is shown in Figure 6.7.3.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page6
Figure 6.7.3- Maintenance Check Legend
Maintenance check annunciator

i-v l-1900165
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
The monitoring consists of a display comparator function and an excessive ILS deviation
function. The excessive deviation function warns of excessive localiser deviation on a
category 2 or a category 3 approach. A TEST button is on each dimming panel.
Comparator
The EFIS comparator is shown schematically in Figure 6.8.1.

There are two CMPRTR MSTR annunciators: one on the left flight annunciator panel and
one on the right flight annunciator panel. The left annunciator is controlled by SG 1 and
the right annunciator is controlled by SG 2.
Each SG has a comparator function; each SG monitors some parameters on the display
output of the other SG via a crosstalk bus. If an SG comparator function finds a significant
difference between its display value of a monitored parameter and the value of that
parameter on the crosstalk bus, the comparator function :
Puts a yellow legend on its display output to indicate which parameter has initiated
the comparator warning.
The comparator function compares the following parameters:
Attitude. The legend is ATT and is displayed on the PFD and CPFD.
Heading. The legend is HOG and is displayed on the NO and CPFD.

Indicated airspeed. The legend is SPD and is displayed on the PFD and CPFD.
Radio altitude. The legend is RA and is displayed on the PFD and CPFD.
Localiser deviation. The legend is LOC and is displayed on the PFD, CPFD and
NO.
Glideslope deviation. The legend is GS and is displayed on the PFD, CPFD and
NO.
If the crosstalk bus fails or the EFIS transfer switch is at BOTH 1 or BOTH 2, the
comparator:
Displays a yellow CMPRTR legend on the PFD and CPFD.

The left and right displays are being driven by the same SG when the EFIS transfer switch
is not at NORM. The CMPRTR legend is displayed when the EFIS transfer switch is not at
NORM as a reminder that the left and right displays are no longer being compared.
If one SG fails, the crosstalk bus fails, so the serviceable SG:
Illuminates its CMPRTR MSTR annunciator.
Displays its yellow CMPRTR legend.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1

Page 2
NAVIGATION
EFIS Monitoring and Test
Figure 6.8.1 - EFIS Comparators
ATT Left
GS
PFO
RA
SPD
LOC
C MPRTR
\.~
1--
Copy at BOTH 1
~,:_p ~r
CPFD ean d i splay all

comparator legends.
Copy at BOTH 1
14 - Copy at BOTH 2
LOU
1 - Copy at BOTH 2 - -1
1--
d isplays at
NORM and
BOTH 1
-t
yellow legend in SG 1 d isplay
if SG 1 comparator detects
a significant difrerence.
SG 1
SG
ATT Right GS
PFD
RA
SPD
LOC
~r \.~ ~.::::R
-t
- -t
yellow legend In SG 2 d isplay
R ou
If SG 2 comparator detects
displays at
a significant difference.
NORM and
BOTH 2
SG 2 comparator
' function monitors these
SG2
SG, 1 parameters
1
...,.._ _ Attitude, heading, lAS, radio altitude,
local1ser deviation, glideslope de\llahon.
Comparator
function
Crosstalk bus
SG2
Comparator
function
1-4-- Attitude, head1ng, lAS, radio altrtude.

localiser delliation, glideslope deviation.
SG 1 oomparjttor
_j
function monitors these

SG 2 parameters
Lit if SG 1 is dlsplayilng a yellow

comparator legend o:r the EFIS
transfer switch is not at NORM .
Lit if SG 2 is dlsplaying a yellow

comparator legend or the EFIS
transfei switch is not at NORM.
IV1- 19-001fl6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page3
Attitude Comparator
If the SG 1 and SG 2 displayed values of pitch disagree by more than 4 , an ATT

comparator warning is given.
If the SG 1 and SG 2 displayed values of roll disagree by more than 4 , an ATT comparator
warning is given.
The ATT comparator warning is given on both the PFO and the compact display.
Heading Comparator
If the SG 1 and SG 2 displayed values of heading disagree by more than the heading
miscompare threshold, the HOG comparator warning is given. The threshold is 6 at zero
angle of bank, but increases by 0.3 times the bank angle. For example, the threshold is 9
at 1ooof bank.
The HOG comparator warning is given on all NO formats and on the CPFD.
Airspeed Comparator
If the SG 1 and SG 2 displayed values of airspeed disagree by more than the airspeed
miscompare threshold, the SPO comparator warning is given.
The airspeed miscompare threshold is:
Eight kt if the average of the SG 1 and SG 2 speeds is less than 1oo kt.
Five kt if the average of the SG 1 and SG 2 speeds is between 100 kt and 200 kt
inclusive.
Three kt if the average of the SG 1 and SG 2 speeds is greater than 200 kt.
The SPD comparator warning is inhibited if the associated SG airspeed is below 80 kt.
The SPD comparator warning is given on both the PFD and the CPFD.
Radio Altitude Comparator
If the SG 1 and SG 2 displayed values of radio altitude disagree by more than the radio
altitude miscompare threshold, the RA comparator warning is given.
The radio altitude miscompare threshold is:
If the average of the SG 1 and SG 2 radio altitudes less than 100 ft, 10 ft.
If the average of the SG 1 and SG 2 radio altitudes is 100 ft or above but less than
500 ft, one tenth of the average radio altitude.
If the average of the SG 1 and SG 2 radio altitudes is 500ft or above, 10ft plus one
tenth of the average radio altitude.
TheRA comparator warning is inhibited if the associated SG radio altitude is below 50ft or
above 2 500 ft.
TheRA comparator warning is given on both the PFD and the CPFO.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page4
Localiser and Glideslope Comparators
The localiser and glideslope comparators are only active during category 2 and category 3
approaches. The comparators become active when CAT 2 status is achieved.
If the SG 1 and SG 2 displayed values of localiser deviation disagree by more than the
localiser miscompare threshold, the LOC comparator warning is given.
The localiser miscompare threshold is 0.4 dots plus 0.25 times the average of the SG 1
and SG 2 localiser deviations.
If the SG 1 and SG 2 displayed values of glideslope deviation disagree by more than the
glideslope miscompare threshold, the GS comparator warning is given.
The glideslope miscompare threshold is 0.53 dots plus 0.25 times the average of the SG 1
and SG 2 glideslope deviations.
The GS and LOC comparator warnings are displayed on the PFD, CPFD and NO. A LOC
comparator warning will only be given on the ND if both NDs have been set to display
localiser deviation and the miscompare threshold is exceeded.
A GS comparator warning will only be given on the NO if both NOs have been set to
display glideslope deviation and the miscompare threshold is exceeded.
The GS comparator warning is inhibited below 75 ft radio altitude.
General Comparator Inhibition
All comparator warnings are inhibited from an SG if:
AND
The parking brake is on.
AND
The associated radio altitude is not valid or both radio altitudes are valid and the
average of the SG 1 and SG 2 radio altitudes is less than 50 ft.
EFIS Comparator Displays
The PFD comparator annunciations are shown in Figure 6.8.2.

The NO comparator annunciations are shown in Figure 6.8.3.
The CPFD comparator annunciations are shown in Figure 6.8.4.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Monitoring and Test

Page 5
Figure 6.8.2 - PFD Comparator Warnings

Attitude
comparator
warning
Glideslope
comparator
warning
Radio altimeter
comparator
warning
Airspeed
comparator
warning
Locallser
comparator
warning
Comparator
failure
warning
i-v1-19-00167
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page6
Figure 6.8.3 - NO Comparator Warnings

Heading comparator warning
Localiser comparator warning
Glideslope comparator warning

i-v1-19-00168
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EAS Monitoring and Test

Page 7
Figure 6.8.4 - CPFD Comparator Warnings

Attitude
comparator
warning
Glldeslope
comparator
warning
Radio altimeter
comparator
warning
Airspeed
comparator
warning
Locallser
comparator
warning
Comparator
failure
warning
i-v1-1 9-00169
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Pages
Excessive Localiser and Glideslope Deviation

Once category 2 or category 3 status has been achieved, the excessive localiser and
glideslope deviation function is armed. The glideslope warning is inhibited below 1oo It
radio altitude. The localiser warning is inhibited below 35 It radio altitude. The warnings
are shown in Figure 6.8.5.
Excessive localiser deviation is indicated on the PFD, CPFD and ND lateral deviation
indicators. Excessive localiser deviation is indicated on the PFD deviation indicators by the
pointer changing colour to yellow and flashing. Excessive localiser deviation is indicated
on the CPFD and ND deviation indicators by the beam bar changing colour to yellow and
flashing.
The localiser excessive deviation threshold is 0.26 dots left or right. Excessive glideslope
deviation is indicated on the PFD, CPFD and ND glideslope deviation indicator. The
excessive glideslope deviation indication is given by the pointer changing colour to yellow
and flashing.
The glideslope excessive deviation warning threshold is 0.86 dots high or low.
Excessive deviation warnings remain as long the associated threshold is exceeded.

Figure 6.8.5 - Excessive Deviation Warnings
PFO excessive localiser deviation
[]
PFO. CPFO and NO excessive

glideslope devia.t ion
CPFO and NO excessive

locallser deviation
The yellow pointers and

deviation bar flash
i-1 1 ~001 70
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page9
EFIS Test
The EFIS can be comprehensively tested through the maintenance mode by maintenance
personnel. A pilot test is made in the Flight Deck Safety Checks. The pilot test is made by
pressing and holding the TEST buttons on the DPs.
Pressing and holding the left TEST button, tests SG 1 and radio altimeter 1. Pressing and
holding the right button, tests SG 2 and radio altimeter 2. Typical PFD and ND test
displays are shown in Figure 6.8.6.
On the PFD:
The pitch attitude tape and the roll pointer are replaced by a red ATT legend.
The lAS display is replaced by a red SPD flag. The Mach display is replaced by an
M and three dashes in red. The selected speed is replaced by three yellow
crosses.
The vertical speed display is replaced by a red VS legend and a yellow TCAS
legend.
If the FD is selected ON, the FD bars are removed and a yellow FD symbol is
displayed.
The FGC annunciations are removed. Dashes are displayed in place of the NT
engagement and AP/FD status annunciations.
The radio altimeter readout displays 40 ft.
On the ND:
The compass card is replaced by a red HDG legend.
The heading bug is removed and selected heading is replaced by three yellow
crosses.
If a bearing pointer is selected, the bearing source legend is written in red. WPT
and ADF bearing pointers are removed; a VOR bearing pointer is not removed.
If a VOR primary course is selected, the TO or FROM indication is removed.
If the primary course is at V/L, the DME distance is removed.
The second course is removed.
LNAV data selected by the ECP DATA button is removed apart from the distance to
the active way point. The identifiers for the DATA remain displayed.
If the vertical deviation scale is displaying VNAV information the vert.ical deviation
scale is replaced with VNAV in red.
On the compact display, the indications are the same as on the PFD but with some
additions:
The compass card is replaced by a red HDG legend.
The heading bug is removed and selected heading is replaced by three yellow
crosses.
If a VOR primary course is selected, the TO or FROM indication is removed.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page 10
Figure 6.8.6 - EFIS Test Displays

Attitude display shown as invalid:
:> All dynamic attitude
information removed
VS display shown as invalid :

:> Scale, pointer & digits
removed
:>
:>
Red AIT displayed
MCP VSEL shown as invalid
Red VS displayed
Speed display shown as invalid:

:> Speed tape & digits removed
l>
:>
Red SPO displayed

Mach number display
indicates M --- in red
Radio altimeter display shows 40
TCAS RAs cannot be displayed

DME distance removed
Press & hold to test the
associated EFIS & the
associated radio altimeter
Second course removed
MCP selected HOG

shown as invalid
Heading display shown as
mv~lld: -c
:> Dynamic heading information

removed
:> Red HOG displayed

:> HOG bug removed
Bearing pointer removed

and shown as invalid -------:~
i-v1-19-00171
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Equipment
Two mode S transponders are fitted: transponder 1 and transponder 2. One TCAS
computer is fitted. The transponders and the TCAS computer are in the avionics bay.
The TCAS computer communicates with other aircraft TCAS equipment using the
transponder's mode S.
A combined TCAS and transponder control panel is on the centre console. There are three
standards of control panel.
On most aircraft, the transponders are enhanced mode S transponders. The enhanced
mode S transponders have additional facilities:
In addition to an ATC code, a flight identification (FID) code can be entered.
The transponders send additional data to the ground. These items in the data are
known as downlink aircraft parameters (DAP).
If Collins FMSs are fitted, the FID code is entered via the MCDU. If GNS-Xs or GNS-XLSs
are fitted, the FID code is entered through the transponder and TCAS control panel.
The flight deck elements are shown in Figure 7.1.1.
The control panel is used to:
Select the in use transponder.

Select the TCAS and transponder modes.
Select the ADC for the active transponder.
Select the range for the two TCAS traffic displays.
Make an identification squawk.

Enter a transponder code.
Enter a flight identification (FID) code for enhanced mode S transponders without
Collins FMSs.
The panel also gives warning of transponder failure.

A TCAS traffic display is on each pilot's instrument panel. A traffic display:
Presents aircraft detected by the TCAS computer in a plan position format.

The aircraft symbols are colour coded according to their importance.
The TCAS computer provides resolution advisories (RAs) which require manoeuvres in the
vertical plane. The required manoeuvre is indicated on the EFIS VSis
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
Transponder and TCAS Overview

Page 2
Figure 7.1.1- Transponder and TCAS Flight Deck Elements
Right TCAS
Tra ffic Display
LQft TCAS
Traffic Display
Right
left EFIS VSI
EFIS VSI
Tran sponder and

TCAS Controller
:)ulill
r:::..., w '-'
One of these three

controllers is frtted
Jl'<ft
)
A
' ie1
.ott N'IO
ATC
,:~
(F
'll! l
....
'
[ ) a.\'
-:::: :::
l'C.C't4l
c
A
J
~1- (_
,Sl!'r
.1m'
CL R
<]
111fT
No&.
,~
....,
'
R.o.'ali:J,S
1 v1 19-0~23
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION

Page3
Architecture
The transponder architecture is shown in Figure 7.1.2

Each transponder has an upper and a lower antenna. The TCAS has an upper and lower
antenna. The antennas are shown in Figure 7.1.3 and Figure 7.1.4
The antenna positions shown in Figure 7 .1.3 are for an RJ-85 or RJ-1 00. On an RJ-70,
there is no room for the transponder antennas between the TCAS antenna and the ADF
antennas. So the transponder antennas are mounted either side of the ADF antennas.
Each transponder takes inputs of altitude from both ADCs via digital buses.
transponder gets ground air/status from a squat switch.
Each
The transponders communicate with the TCAS via digital buses. The transponders
communicate with the control panel. The TCAS settings on the panel are passed to the
TCAS computer via the transponders.
The TCAS computer takes information digitally from both radio altimeters and IRS 1.
Discrete inputs are given to the TCAS computer from the flap system, the gear indication
system and the squat switch system.
The TCAS computer supplies the two TCAS traffic displays and the two EFIS SGs via
digital buses. The TCAS computer gives voice messages via the aircraft's audible warning
system.
If enhanced mode S transponders are fitted, the transponders also receive data from other
aircraft systems.
FCOM:V1-002
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Page 4
Figure 7.1.2 - Tran sp onder and TCAS Architecture

Top
Antenna
Squat
Switch 1
Squat
Switch 2
Top
Antenna
ADC 1
A DC2
Other systems also make inputs to

the transponders if enhanced
modeS transponders are fitted
Transponder 1
Transponder 2
Control Panel
Bottom
Anten na
Bottom
A ntenna
Top
Antenna
RAIO ALT 1
Bottom
Ant enna
RADALT2
Flap Position
Squat
Switch 1
Gear position
EFIS SG 1
EFISSG2
Audible Warning
System
i-v1 -19-00424
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

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NAVIGATION

Page 5
Figure 7.1 .3 - Transponder and TCAS Upper Antennas
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FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

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' .,
..,
'
'

Page6
Figure 7.1.4- Transponder and TCAS Lower Antennas
..
NAVIGATION
Transponder an d TCAS Overview
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Nov 01 / 09
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Page 7
Power Supplies
The transponder and TCAS power supplies are shown schematically in Figure 7.1 .5 .
Transponder 1 is powered from ESS AC. Transponder 2 is powered from AC BUS 2.
The TCAS computer is powered from AC BUS 1. The left TCAS traffic display is powered
from ESS AC. The right TCAS traffic display is powered from AC BUS 2.
Transponder 1, the TCAS computer and the left traffic display are powered via relays
controlled by avionics master 1. Transponder 2 and the right traffic display are powered
via relays controlled by avionics master 2. The relays are powered to the off position by
DC BUS 2. When DC 2 is lost, the transponders, traffic displays and TCAS computer
default to on.
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Figure 7.1.5 - Transponder and TCAS Power Supplies

DC BUS 2
ESS AC
AC BUS2
0
ESS AC
AC BUS2
14---i
AC BUS 1
Transponder 1
TCAS Computer
T-ransponder 2
i-1 -1Q..00..27
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
General
The transponders are the airborne component of the secondary surveillance radar (SSR)
system. The system uses a. digitally based communication system. The system uses an
interrogation frequency of 1 030 MHz; the system uses a reply frequency of 1 090 MHz.
Either elementary mode S transponders are fitted or enhanced mode S transponders are
fitted.
Elementary Mode S
The elementary mode S transponders reply to interrogations with the ATC code set on the
controller and the pressure altitude of the aircraft: 1hat is, altitude based on the standard
pressure setting.
The elementary mode S also allows the TCAS to communicate with other TCAS-equipped
aircraft.
Enhanced Mode S
If enhanced mode S transponders a.re fitted, a flight ID must be entered. If the L NAVs are
GNS-X or GNS-XLS, the flight ID is entered on the transponder control panel. If the
L NAVs are Collins FMSs, the flight ID is entered via the MCDUs.
An FID code consists of two parts: the airline call sign and the flight number. The call sign
consists of two or three alpha characters. The flight number is a series of numerals.
If enhanced mode S transponders are fitted, the transponders also:
Receive data from the lASs.
Receive the selected altitude from the FGS mode select panel (MCP).
Use more than just altitude from the ADCs.

Receive data from the FMSs if Collins FMSs are fitted.
Enhanced mode S transponders downlink the following parameters:
The flight identification code.
Selected altitude on the MCP.
Mach number.
lAS.
Magnetic Heading.
Barometric altitude rate.
Groundspeed.
True track angle.
Bank angle.
Rate of change of track angle.
Schematics for elementary mode S, enhanced modes S with GNSs and enhanced mode S
with Collins FMSs are shown in Figure 7.2.1, Figure 7.2.2 and Figure 7.2.3.
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Transponder

Page 2
Figure 7.2.1 - Schematic for Elementary ModeS

Top
Top
Antenna
A ntenna
A DC 1
A DC 2
Transponder 1
Transponder 2
Control Panel
Bottom
Antenna
Bottom
Top
Antenna
Antenna
Bottom
Antenna
Flap Position
Gear position
EFIS SG 2
iv1-19-00428
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Transponder

Page 3
Figure 7.2.2 - Scematic for Enhanced Mode S with GNS

Top
Top
Antenna
Ant-enna
ADC 1
ADC 2
MCP
IRS 1
Transponder 1
Transponder 2
IRS2
Control Pane l
Bottom
Ant-enna
Bottom
Antenna
Top
Antenna
RADALT1
Bottom
Antenna
RADALT 2
TCAS Computer
Flap Position
Gear position
EFIS SG 1
EFIS SG 2
i-v 1-19-00429
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Nov 01 /09
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Transponder

Page 4
Figure 7.2.3 - Schematic for Enhanced Mode S with Collins FMS

Top
Antenna
Squat
Switch 1
Squat
Switch 2
Top
Antenna
ADC 1
ADC2
MCP
FMS1
FMS 2
Transponder 1
Tra nsponder 2
IRS 1
IRS2
Control Panel
Bottom
Antenna
Bottom
Top
Antenna
Antenna
RAI!l ALT 1
Bottom
Antenna
RADA.LT2
Flap Position
Squat
Switch 1
Gear position
EFIS SG 1
EFISSG2
Audible Warning
System
i-v1 - 19-00430
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Detection
TCAS detects other aircraft in the airspace around the host aircraft. It does so by
interrogating those aircraft with operating transponders: mode A, C or S. Aircraft without
operat ing transponders cannot be detected by TCAS.
The TCAS determines the range and relative bearing of other transponder-equipped
aircraft relative to the host aircraft. The TCAS is then able to determine the closure rate of
the tracked aircraft to the host aircraft. If the other transponder is reporting altitude, the
TCAS computer also determines relative altitude.
TCAS establishes three volumes of airspace around the aircraft. They are known as the
collision zone, the warning zone and the caution zone. The zones are shown
schematically in Figure 7.3.1. The caution zone is the furthest from the aircraft and the
collision zone is the closest. An aircraft entering the caution or the warning zone is
classified as an intruder. If an intruder enters the caution area, the intruder is classified as
a traffic advisory (TA).
If an intruder enters the warning area, the intruder is classified as a resolution
advisory (RA).
The size of the zones are based on time. The TCAS determines the time that a tracked
aircraft will take to enter the collision zone. The boundary of the caution zone is 20 to 48
seconds from the collision zone. The boundary of the warning zone is 15 to 35 seconds
from the collision zone.
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Nov 01 /09
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TCAS Detection and Display

Page 2
Figure 7.3.1 -Protection and Collision Zones

Intruder generating a TA
Intruder generating an RA
Host Aircraft
Collllon Zone
Caution Zone
Gives 20 to 43 seconds warning of an
intruder entering the collision area
Warning Zone
Gives 15 t o 35 seconds warning of an
Intruder entering the coll1sion area
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Nov 01 / 09
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Page3
Displays
The TCAS flight deck displays are shown in Figure 7 .3.2

RAs and TAs are displayed on TCAS traffic displays. The traffic displays are plan position
indicators. They display the intruder aircraft positions relative to the TCAS host aircraft.
An RA is represented by a filled red square. A TA is represented by a filled yellow circle.
The traffic displays show two other types of traffic: proximate traffic and other traffic.
An aircraft classified as proximate traffic is an aircraft within 6 nm horizontally and 1 200 ft
vertically of the TCAS host aircraft, but whose flightpath is not predicted to enter the
caution zone. A proximate traffic is represented by a filled cyan diamond.
Other traffic is any transponder replying aircraft within the horizontal and vertical range of
the display but not classified as proximate traffic, a TA or an RA. Other traffic are
represented by an open cyan diamond.
On some aircraft, other traffic and proximate traffic symbols are in white rather than cyan.
Voice announcements accompany TAs and RAs. There are no voice announcements
associated with proximate and other traffic. Proximate traffic and other traffic provide
awareness of traffic around the aircraft. No specific action is required.
Resolution advisories fall into two categories: preventative and corrective. A preventative
RA restricts vertical speed to ensure separation; the EFIS vertical speed indicator shows
the prohibited vertical speed range as a red strip. A corrective RA requires an evasive
vertical manoeuvre to increase separation from a threat; the EFIS vertical speed displays
show the vertical speed range to be avoided as a red strip and the vertical speed range to
be flown to as a green strip.
If an EFIS symbol generator cannot present RAs, a yellow TCAS legend is written
alongside the associated vertical speed display.
Each aircraft on a traffic display has a data tag. The tag shows the vertical separation
between the host and the traffic in hundreds of feet. If the traffic is above the host, the
number is preceded by a plus sign and written above the traffic symbol ; if the traffic is
below the host, the number is preceded by a minus sign and written below the traffic
symbol. The tag also includes an arrow to the right of the traffic if the traffic's rate of climb
or descent is greater than 500 Wmin. The arrow points up for rates of climb and down for
rates of descent.
TCAS is capable of determining bearing but this is not used for collision prediction.
Bearing is just used to help in visual acquisition of the target. All TCAS avoidance
manoeuvres are in the vertical plane.
Off Scale Advisories
If a TA or RA is outside the range of the display, one half of the appropriate symbol is
shown at the edge of the display at the appropriate bearing. The data tag is shown if there
is room. The symbol is in its proper colour. An example is shown in Figure 7.3.2
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Page 4
Figure 7.3.2 - TCAS Displays
Left EFIS
VSI
Right EFIS
VSI
Left TC AS
Traffic Display
Corrective RA
Preventative RA
Fly to range
RA s Cannot be
Pre~an tad
Avoid range
Prohibited range
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Page 5
No Bearing Advisories
If the TCAS is unable to track the bearing of an intruder, the advisory is displayed at the
lower centre of the display just below the host aircraft symbol. The advisory is written as a
row of data in the colour appropriate to the advisory. An example is given in Figure 7.3.2.
There are four elements in the row. The first element describes the advisory: TA or RA.
The second gives the range of the intruder in nautical miles. The third gives the vertical
separation. The fourth is an arrow. The arrow is only displayed if the intruder's rate of
climb or descent is greater than 500 ft/min. The arrow points up for rates of climb and
down for rates of descent. The example shows a no bearing T A at a range of 2 nm and
200ft above the host; the intruder is climbing in excess of 500ft/min. The ability of TCAS
to compute TAs and RAs is not degraded by lack of bearing information. Usually, a no
bearing advisory becomes an advisory with bearing in a few seconds.
TCAS Test Displays

Each control panel has a test button.
When the test button on the TCAS and transponder control panel is momentarily pressed,
the TCAS is tested.
The test begins with an aural message indicating that the test has started: 'TCAS TEST" or
'TCAS SYSTEM TEST" depending on the manufactures of the equipment The traffic
display and the VSis display standard test patterns. They are shown in Figure 7.3.3. At
the completion of the test, an aural pass or fail message is given. The messages depend
on the manufacturer; the messages are:
'TCAS TEST PASSED" or "TCAS TEST FAIL".
OR
'T CAS SYSTEMS TEST PASSED" or " TCAS SYSTEM TEST FAIL".
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Nov 01 /09
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Page6
Figure 7.3.3- TCAS Test Displays

EFIS VSI during
first half of the test
EFIS VSI during

second half of the test
Traffic Display Test Pattern
i-v1-1 9-00433
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Page 7
Display Altitude Range
The normal altitude range of the display is from 2 700 ft below the host aircraft to 2 700 ft
above the host aircraft. Some installations have a control to increase the altitude range.
These aircraft have an above and a below control. The control selects between:
The normal altitude range.
An above range where just the range above the host aircraft is increased. The
range is increased to between 7 000 and 9 900 ft above the host aircraft. The
exact value depends on the installation.
A below range where just the range below the host aircraft is increased. The range
is increased to between 7 000 and 9 900ft below the host aircraft. The exact value
depends on the installation.
TCAS Mode
The TCAS has two modes: TA only and TA and RA.

The display annunciates which mode the TCAS is in.
Display Annunciations
The display annunciations are shown in Figure 7.3.4. The selected range is shown in the
top right corner of the display. If an above and below facility is fitted, the above and below
modes are annunciated in the bottom left corner of the display. The TCAS T A only mode
is annunciated in the bottom right corner of the display. A message field is at the centre of
the right side of the display. It can show:
TEST.
TCAS OFF.
TCAS FAIL.
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Pages
Figure 7.3.4- Display Annunciations

Range
Message
Field
Above or below annunciation
FCOM:V1-002
TA Only Annunciation
AVRO 146-RJ Series
iV11 900434
Nov 01 / 09
Traffic Advisory
When a TA occurs, the TGAS gives an aural message ''Traffic, Traffic" and the traffic
appears on the traffic displays as a TA.
The traffic displays and traffic advisories are intended for assistance in visually locating the
indicated conflicting traffic.
Evasive manoeuvres must not be initiated using traffic advisory information without visually
sighting the conflicting traffic.
An RA will normally be preceded by a TA.
Resolution Advisories
In relation to TGAS, pilots may only deviate from their ATG assigned altitude to the extent
necessary to comply with a TGAS RA. Pilots are expected to respond promptly to an RA
unless it is considered unsafe to do so.
RAs fall into two categories: preventative and corrective. A preventative RA restricts
vertical speed to ensure separation. A corrective RA requires an evasive vertical
manoeuvre to increase separation from a threat.
Every RA is accompanied by an aural message.
If an RA aural message includes the word "Grossing" the RA is known as a crossing RA. If
a crossing RA is given, the aircraft's flightpath will cross that of the intruder's flightpath
during the evasive manoeuvre. The vertical separation will reduce to zero before
increasing. Any hesitation to comply with these alerts will reduce safe separation.
If it is not possible to comply with a crossing RA, reduced vertical separation will result. If
possible, safe horizontal separation must be maintained by visual means.

Sometimes an RA will reverse or strengthen a previously given RA. These advisories are
only expected to occur on rare occasions. They are caused by the intruder suddenly
changing its flight path or the host aircraft not responding correctly to the previous RA.
Preventative RAs
A preventative RA is announced by "Monitor Vertical Speed". The traffic display will
simultaneously show the traffic causing the RA. There will not be a green strip on the VSI.
There will be one or two red strips on the VSI. The pilot is expected to monitor the vertical
speed and keep the vertical speed out of the red strip or red strips on the VSI. The pilot is
also expected to minimise the deviation from the ATG clearance to reduce further adverse
effects on ATG.
FGOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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TCAS TAs and RAs

Page2
Climb Corrective RA
If TCAS determines that a climb is necessary, then TCAS issues a climb RA using one of
the following aural messages:
"Climb -Climb"
"Climb, Crossing Climb - Climb, Crossing Climb"
A red strip and a green strip will be displayed on the VSI. The aircraft vertical speed must
be flown out of the red strip into the green strip.
The crossing climb message is used if the host and the intruder's flight paths will cross; the
vertical separation between the intruder and the host will reduce to zero and then increase.
Descend Corrective RA
If TCAS determines that a descent is necessary, then TCAS issues a descent RA using
one of the following aural messages:
"Descend- Descend"
"Descend, Crossing Descend- Descend, Crossing Descend"
A red strip and a green strip will be displayed on the VSI. The aircraft vertical speed must
be flown out of the red strip into the green strip.
The crossing descent message is used if the host and the intruder's flight paths will cross;
the vertical separation between the intruder and the host will reduce to zero and then
increase.
Adjust Vertical Speed I Level Off Corrective RA
There are currently two versions of the TCAS software, 7.0 and 7.1 , information is supplied
for both versions. Aircraft will have only one version at any given time. In TCAS 7.1 the
TCAS 7.0 call out 'Adjust Vertical Speed' is replaced by 'Level Off'. The actions are
identified as either TCAS Version 7.0 or TCAS Version 7. 1 where required.
TCAS Version 7.0
An adjust vertical speed RA is issued by TCAS if:
The aircraft is climbing and the TCAS requires the climb rate to be reduced.
OR
The aircraft is descending and the TCAS requires the descent rate to be reduced.
The aural message is "Adjust Vertical Speed, Adjust".

Red and green arcs will be on the VSI. The vertical speed must be adjusted to be within
the green arc on the VSI.
The adjust vertical speed RA is known as a weakening RA.
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TCAS TAs and RAs

Page3
TCAS Version 7.1
A Level Off RA is issued by TCAS if:
The aircraft is climbing and the TCAS requires the climb rate to be reduced to zero.
OR
The aircraft is descending and the TCAS requires the descent rate to be reduced to
zero.
The aural message is "Level Off, Level Off".

Red and green arcs will be on the VSI. The vertical speed must be adjusted to be within
the green arc on the VSI.
The Level-Off RA is known as a weakening RA.
Maintain Vertical Speed Corrective RA
If the aircraft is climbing or descending and the TCAS requires the vertical speed to be
maintained, then TCAS issues a maintain vertical speed RA.
The aural message is one of the following:
"Maintain Vertical Speed, Maintain".
"Maintain Vertical Speed, Crossing Maintain"
Green and red strips will be shown on the VSI. In both cases, the vertical speed must be
maintained within the green strip.
The crossing maintain vertical speed message is used If the host and the intruder's flight
paths will cross; the vertical separation between the intruder and the host will reduce to
zero and then increase.
The maintain vertical speed RA is known as a restrictive RA.
Increase Climb Corrective RA
If the aircraft is climbing and the TCAS requires the climb rate to be increased, then TCAS
issues an increase climb RA.
The aural message is "Increase climb -Increase Climb".
The green strip on the VSI will move to a higher climb rate range. The vertical speed must
be adjusted to be within the new green strip on the VSI.
The increase climb RA is a strengthening RA and will have been preceded by another RA.
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TCAS TAs and RAs

Page4
Increase Descent Corrective RA
If the aircraft is descending and the TCAS requires the descent rate to be increased, then
TCAS issues an increase descent RA.
The aural message is "Increase descent -Increase descent".
The green strip on the VSI will move to a higher descent rate range. The vertical speed
must be adjusted to be within the new green strip on the VSI.
The increase descent RA is a strengthening RA and will have been preceded by another
RA.
Climb Now Corrective RA
If the aircraft is descending following a previous RA and the TCAS now requires the aircraft
to climb, then TCAS issues a climb now RA.
The aural message is "Climb, climb now- Climb, climb now".
The vertical speed will now be in a red strip; the vertical speed must be adjusted to the
green strip on the climb rate scale of the VSI.
The climb now RA is known as a reversed RA.
Descend Now Corrective RA
If the aircraft is climbing following a previous RA and the TCAS now requires the aircraft to
descend, then TCAS issues a descend now RA.
The aural message is "Descend, descend now- Descend, descend now".

The vertical speed will now be in a red strip; the vertical speed must be adjusted to the
green strip on the descent rate scale of the VSI.
The descend now RA is known as a reversed RA.
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TCAS TAs and RAs

Page 5
Clear of Conflict Message
A "Clear of Conflict" message is given when the RA encounter has ended. A return to the
original ATC clearance is expected.
Inhibitions
Climb RAs are inhibited with flaps greater than 30 on the RJ-85 and RJ-1 00.
Increase climb RAs are inhibited in the following configurations:
On the RJ-85 and RJ-1 00, at all flap settings other than UP.
On the RJ-70, at flap 24 o and greater.
"Descend" RAs are inhibited :
Below 1 ooo ft agl when the aircraft is descending.
Until the aircraft is above 1 200 ft agl when the aircraft is climbing,
"Increase descent" RAs are inhibited:
Below 1 450ft agl when the aircraft is descending.
Below 1 650 ft agl when the aircraft is climbing.
All RAs are inhibited:
Below 900ft agl when the aircraft is descending.
Below 1 100 ft agl when the aircraft is climbing.
Audio messages are inhibited:
Below 400ft agl when the aircraft is descending.
Below 600ft agl when the aircraft is climbing.
If the case of a GPWS warni ng, windshear warning or stall warning:
The TCAS is forced into theTA ONLY mode.
TCAS audio messages are inhibited.
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Aug 15/ 12
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TCAS TAs and RAs

Page6
FCOM:V1-002
AVRO 146-RJ Series
Aug 15/ 12
Control Panel
Two enhanced mode S transponders are fitted to the aircraft. At least one transponder
must be functional for the TCAS to function. The t ransponders and TCAS are controlled
from a combined TCAS and 1ransponder panel on the centre console. The panel is shown
in Figure 7.5.1
The TCAS system has two operating modes: TAIRA and TA. The modes are selected on
the TCAS and transponder control panel. The TAIRA mode gives TAs and RAs. The TA
mode gives TAs but not RAs.
Transponder Select Knob

There are two transponders: transponder 1 and transponder 2; only one is used at a time.
The transponder select knob has two positions: 1 and 2. The transponder select knob is
used to select the active transponder. At 1, transponder 1 is active and transponder 2 is in
a standby mode. At 2, transponder 2 is active and transponder 1 is in a standby mode.
Transponder Fail Indicator

If the selected transponder fails, the transponder fail indicator illuminates.
Identi fication Button
The identification button is pressed in response to an ATC "squawk ident" request.
Mode Select Knob

The mode select switch has seven positions: STBY, AL T OFF, XPNDR, TA, TAIRA, ABV
and BLW. The mode select knob only affects the transponder selected on the transponder
select knob. The non selected transponder is in the standby mode.
At STBY, the selected transponder is in the standby mode.
At ALT OFF, the transponder is active but without altitude reporting; the TCAS function is
off.
At XPNDR, TA, TAIRA, ABV and BLW, the transponder is active with altitude reporting.
At XPNDR, the TCAS function is off.
At TA, the TCAS function is on and gives TAs but not RAs; traffic information is only given
for targets between 2 700 ft above and 2 700 ft below the aircraft.
At TAIRA, the TCAS function is on and gives TAs and RAs; traffic information is only given
for targets between 2 700 It above and 2 700 It below the aircraft.
At ABV, the TCAS function is on and gives TAs and RAs; traffic information is only given
for targets between 9 900 ft above and 2 700 ft below the aircraft.
At BLW, the TCAS function is on and gives TAs and RAs; traffic information is only given
for targets between 2 700 It above and 9 900 ft below the aircraft.
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Aug 15/ 12
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NAVIGATION
Gables G74g0-15 Controller
Test Button
The test button tests:
The control panel.
The transponders.
The TCAS.
Display
The display is an LCD that displays up to eight characters. The display in Figure 7.5.1
shows all the segments lit. The display has a cursor that shows the position that the next
entered character will take. The cursor is a short horizontal line at the bottom of the
display.
Clear Button
The clear button is used to remove data from the display. A short press, removes the last
entered character from the display. If the button is pressed for two seconds or more, all
the displayed characters are removed from the display.
Figure 7.5.1 - Gables G7490-15 Controller
Alphanumeric Keyboard
Flight Identification Mode Indicator

ATC Mode Indicator
LCD Display
IIIJRIIHIJHII
Enter button
Test button
ALT Select Button
Mode Select Knob
Clear button
ATC/'FID Mode Select Button

Transponder Select Knob
Identification Button
FCOM:V1-002
Traffic Display Range Select Buttons

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Gables G7490-15 Controller

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ATC and FlO Modes
The panel has two display modes: ATC and flight identification (FID). There is an indicator
for each mode at the top left of the panel. The ATC/FID mode selector button switches the
display between the ATC and FID modes. In the ATC mode, the ATC code is displayed
and the ATC mode indicator is lit. In the FID mode, the FID code is displayed and the FID
mode indicator is lit.
Enter Button
The enter button is used to validate a new FID code.

ALT Select Button
The transponders get altitude information from the two ADCs: ADC 1 and ADC 2. Only one
ADC is used at a time. The ALT select button selects the ADC to be used by the active
transponder. When the ALT button is pressed, the ADC in use is changed and the new in
use ADC is displayed on the LCD for a few seconds.
Traffic Display Range Buttons
There is a TCAS traffic display on each pilot's instrument panel. The traffic displays have
three ranges: 5 nm, 10 nm and 20 nm. The range of both displays is selected by the traffic
display range buttons. There are two buttons: RNG + and RNG -. The RNG + button
increases the range. The RNG - button decreases the range. The button presses do not
wrap around. When the range is 20 nm, pressing the RNG + button does nothing, and,
when the range is 5 nm, pressing the RNG - button does nothing. When a RNG button is
pressed, the new selected range is shown on the LCD for a few seconds.
Alphanumeric Keypad
The alphanumeric keypad is used to enter an ATC code or an FID code. The required
display mode must be selected with the ATC/FID mode select button.
Using the Alphanumeric Keypad
The alphanumeric keypad has ten buttons marked with a numeral: 0,1 , 2, 3, 4, 5, 6, 7, 8, 9.
The "0" button is only used to enter zero.
Each of the other buttons is used to enter a numeral and up to three individual letters. The
numeral and the letters are written in a row on the button. The row starts with the
numeral. The letters are in alphabetical order: for example: "1 ABC".
To enter a numeral, the associated button is pressed just once.
To enter a letter, the associated key has to be pressed more than once. The number of
key presses required is the same as the position of the letter in the row. For example, to
enter "8", the "1 ABC" button must be pressed three times. On the first, the numeral
appears; subsequent presses display the letters in the row one by one, from left to right,
until the desired letter is reached. The interval between the presses must be less than
1.5 seconds. The end of the 1.5 second delay is indicated by the cursor appearing in the
next place to the right.
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Page4
If a code has two adjacent characters that require the same button to be used, a pause of
1.5 seconds is required before the entry sequence for the second character is started. The
end of the 1.5 second delay is indicated by the cursor appeari ng in the next place to the
right.
If adjacent characters in a code are associated with different buttons, the second button
may be pressed immediately after the required character has been entered with the first
button.
Entering an ATC Code
To enter an ATC code, the display must be set to the ATC mode. The ATC code can be
set to any value from oooo to 7777. To set an ATC code, use the keypad buttons o to 7 to
enter a four digit code. The new ATC code will be transmitted after five seconds. If the
IDENT button is pressed before five seconds has elapsed, the new code will be transmitted
immediately.
The keypad buttons "8 VWX" and "9 YZ'' are not use to set an ATC code. If either button is
pressed, the display will show "INVALID".
If a four digit code is not entered, then, five seconds after the last character was entered,
the display will revert back to the previous ATC code.
If the clear button is pressed to clear the display and the new entry is not completed or
started, then, five seconds after the last key press, the display will revert back to the
previous A TC code.
If the IDENT button is pressed while the entered code is incomplete, the incomplete code
is not transmitted and the previously transmitted code will reappear on the display.
Entering an FlO Code
An FID code consists of two parts: the airline call sign and the flight number. The call sign
consists of two or three alpha characters. The flight number is a series of numerals.
To clear the complete FID, press and hold the clear button for at least two seconds.
The call sign is retained in memory. If just the flight number is to be changed, just enter
the new number. There is no need to use the clear button.
The FID indicator illuminates when the FID display mode is selected. The FID indicator
starts to flash when a keypad button is pressed to enter a new FID.
Before the FID can be transmitted, the enter button must be pressed. The FID indicator
stops flashing when the enter button is pressed.
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Transponder and Panel Test
When the test button on the TCAS and transponder control panel is momentarily pressed,
the following are tested:
The control panel.
The transponders.
The TCAS.
If the panel and the transponders pass the test, after three seconds:
The display shows CP1 PASS followed by CP2 PASS if the transponder select
switch is at 1.
The display shows CP2 PASS followed by CP1 PASS if the transponder select
switch is at 2.
If a failure is detected within the control panel, CP FAIL is displayed.
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FCOM:V1-002
AVRO 146-RJ Series
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Control Panel
Two mode S transponders are fitted to the aircraft. At least one transponder must be
functional for the TCAS to function. The transponders and TCAS are controlled from a
combined TCAS and transponder panel on the centre console. The panel is shown in
Figure 7.6.1
The TCAS system has two operating modes: RNTA and TA. The modes are selected on
the TCAS and transponder control panel. The RAfTA mode gives TAs and RAs. The TA
Transponder Select Switch
The transponder select knob has two posit ions: 1 and 2. The transponder select switch is

Mode Select Switch
The mode select switch has four positions: STBY, ON, TA and RNTA. The mode select
switch only affects the transponder selected on the transponder select switch. The
non-selected transponder is in the standby mode.
At ON, the selected transponder is active but the TCAS function is off.
At TA, the TCAS function is on and gives TAs but not RAs; traffic information is given for
targets between 2 700 ft above and 2 700 ft below the aircraft.
At RAfTA, the TCAS function is on and gives TAs and RAs; traffic information is given for
targets between 2 700 ft above and 2 700 ft below the aircraft.
Liquid Crystal Display
A liquid crystal display (LCD) displays the selected ATC code and the transponder in use.
Altitude Reporting Switch
The ALT RPTG switch has three positions : 1, OFF and 2. At 1, the altitude from ADC 1 is
used. At 2, altitude from ADC 2 is used. At off, altitude reporting and the TCAS are off.
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NAVIGATION
Gables 6990-15 Controller
Range Switch
The range selects the range for the TCAS traffic displays. There are three range
selections: 5, 10 and 20 nautical miles. The selected range is displayed in the top right
corner of the traffic displays.
Keypad
The keypad is used to enter the ATC code. The code is displayed on the LCD. If an entr y
is not completed, after a few seconds the system reverts to the previously selected code.
Test Button
Pressing and releasing the TEST button initiates a transponder test. The XPNDR FAIL
lamp illuminates for three seconds; if the test passes, PASS is displayed on the LCD ; if the
test fails, F followed by a fail code will be displayed on the LCD.
Figure 7.6.1 -Gables G6990-15 Controller
TranspondeT Select Switch
Numeric Keyboard
Traffic Display Range Select Switch

FCOM:V1-002
LCD Display
Test button
Mode Select Knob

i-v1-19-00436
AVRO 146-RJ Series
Nov 01 / 09
Control Panel
Two mode S transponders are fitted to the aircraft. At least one transponder must be
functional for the TCAS to function. The transponders and TCAS are controlled from a
combined TCAS and transponder panel on the centre console. The panel is shown in
Figure 7.7.1
The TCAS system has two operating modes: TAIRA and TA. The modes are selected on
the TCAS and transponder control panel. The TA/RA mode gives TAs and RAs. The TA
The transponder select switch has two positions: 1 and 2. The transponder select switch is

Mode Select Switch
The mode select switch has four positions: STBY, XPDR, TA ONLY and TAIRA. The
mode select switch only affects the transponder selected on the transponder select switch.
The non-selected transponder is in the standby mode.
At XPDR, the selected transponder is active but the TCAS function is off.
At TA, the TCAS function is on and gives TAs but not RAs.
At TA/RA, the TCAS function is on and gives TAs and RAs.
Traffic Switch
The traffic switch changes the altitude range of the traffic displays. The switch has four
positions: THRT, ALL, ABV and BLW.
The THAT position is inoperative. At ALL, the altitude range of the traffic display is from
2 700 ft below the host aircraft to 2 700ft above the host aircraft. At ABV, the altitude
range of the traffic display is from 2 700 ft below the host aircraft to 7 000 ft above the host
aircraft. At BLW, the altitude range of the traffic display is from 7 000 ft below the host
aircraft to 2 700 ft above the host aircraft.
Liquid Crystal Display
A liquid crystal display (LCD) displays the selected ATC code and the transponder in use.
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NAVIGATION
Gables G699058 Controller

The ALT RPTG switch has three positions: 1, OFF and 2. At 1, the altitude from ADC 1 is
used. At 2, altitude f rom ADC 2 is used. At OFF, attitude reporting and the TCAS are off.
Range Swit ch
The range selects the range for the TCAS traffic displays. There are four range selections:
6, 12, 20 and 40 nautical miles. The selected range is displayed in the top right corner o f
the traffic displays.
Keypad
The keypad is used to enter the ATC code. The code is displayed on the LCD, if an entry
is not completed, aft'er a few seconds the system reverts to the previously selected code.
Test Button
Pressing and releasing the TEST button initiates a transponder test. The XPNDR FAIL
lamp illuminates for three seconds; if the test passes, PASS is displayed on the LCD ; if the
test fails, F followed by a fail code will be displayed on the LCD.
Figure 7.7.1 Gables G6990-58 Controller
LCD Display
Numeric Keyboard
OfF
h/2
([)
I
ATC
1-y-2
FAL~
*'
t I 1-ti t-1
.: -. 1_0 ,_,
-~
[[)
Transponder Fall Indicator
/IURPIG
nRT, \' ,a.w 7

'IR.AFR;
r
12
Aa. NJI
CLR
A'lG
'OS!
, ST8Y
-XPDR
(J]
I
~ t '-~~y
~
Traffic Switch
T
~
A
3)
\''~
'
I)EHf
Mode Select Knob
FCOM:V1-002
Traffic Display Range Select Switch
AVRO 146-RJ Series
o.v119.aa..37
Nov 01 / 09
Weather Radar Type
There are two types of weather radar fitted to the RJ:

Primus 708A.
RDR-4A.
They are both digital light-weight X-band radars.

Purpose
The weather radar is designed for:
Weather analysis.
Weather avoidance.
Ground mapping.
The weather radar is not designed for:
Collision avoidance.
Terrain avoidance.
Principal Components
The weather radar has three principal components:
An antenna behind a radome in the nose of the aircraft.

A receiver transmitter (RIT) in the forward part of the avionics bay just behind the
antenna.
A radar indicator on the flight deck centre console; the indicator includes the
controls.
The R/T and the location of the three components are shown in Figure 8. 1.1 .
The antenna is shown in Figure 8.1.4. The indicators are shown in the individual weather
radar topics.
The radome is hinged at the top; it is fastened by two latches on each side.
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Weather Radar - Overview
Page 2
Figure 8.1.1 - Radar Component Location
Radome
latches
Radar lndlcator on
flight deck centre
console.
Two latches
on each side.
View looking forward in avionics bay.

RJT Is on the nght forward of the door.
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Architecture
The weather radar is shown schematically in Figure 8.1 .2.

The antenna is connected to the RIT by a waveguide. The RIT:
Generates the radar pulses.
Controls the antenna.
Processes the return signals.
Sends a video signal to the radar indicator.
The indicator displays a colour weather picture on a CRT and has controls for the display
and the R/T.
The radar picture is referenced to earth axes, not to the aircraft's axes. The radar beam
scans in an arc centred on the aircraft's heading. The arc is maintained at a constant
angle above or below the horizon: the tilt angle. The radar sweep is parallel to the horizon.
A TILT control on the indicator allows the pilot to select the tilt angle between 15 o below the
horizon to 15 o above the horizon.
Stabilisation is achieved using pitch and roll signals from the IRSs. Beam stabilisation is
Radar pulses pass between the RIT and the antenna via a wave guide. The antenna angle
is controlled electrically by the R/T.
The EGPWS terrain awareness display (TAD) can be displayed on the radar indicator.
However the radar indicator can only display one of the three pictures at a time.
The weather radar picture can also be displayed on both NOs.
There are three video outputs from the RIT: one for the radar indicator and one for each
EFIS symbol generator (SG); thus the range of each display can be different.
The TAD display cannot be displayed on the EFIS. The navigation and checklist data
cannot be displayed on the EFIS. However, the radar picture can be displayed on the
EFIS regardless of the display on the radar indicator.
The illumination of the indicator panel legends and function buttons is controlled from the
forward centre console dimmer. A separate control on the indicator controls the brilliance
of the CRT.
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NAVIGATION
Page 4
Figure 8.1.2 - Radar Architecture
A ntenna
Attitude
Panel
lights
Attitude
R1T
+
~-~ Radar
picture
Indicator
The lndi'cator can display just

one of the following at a time:
,. The radar picture
EFIS
SG 1
EFIS
SG2
,. The EGPWS TAD

, The optional data picture.
TAD
Loft NO
Plcturo
---
----
1 Right
NO
Data
~
l .. . J l .. . J
EGPWS
computer
Optional
data
system
The TAD cannot be d isplayed on EFtS

The data picture canmot be displayed on EFIS
iV1 1~00034
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Page 5
The Antenna
The antenna is moved by two electric motors driven by the R/T: the scan motor and the
elevation motor. The axis of each motor is shown in Figure 8.1.4.
The scan motor sweeps the beam from side to side.
The elevation motor maintains the beam at the selected tilt angle as the aircraft pitches
and rolls. To maintain the selected tilt with the wings level, the elevation of the antenna is
the same as the antenna sweeps from side to side. To maintain the selected tilt angle with
bank applied:
The elevation is gradually increased as the antenna sweeps to the wing-down side.
The elevation is gradually decreased as the antenna sweeps to the wing -up side.
Figure 8.1.3 - Radar Beam Stabilisation
o nose U'P
pitch a
~ ~
- Ra
tt\tude.
d rbeam
a
+"\Q tilt
~ ~ Horizontal -----'-~.-.
Tilt +10, pitch 10 nose down.
Pitch atti:t ude
10 nosed
Pitch attitu~wn
e.
Radar beam scanning

between left and right.
+--------Horizontal---------.
Radar beam scans parallel to the horizon.
Radar beam scanning

between left and right.
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NAVIGATION
There are mechanical limits on how much elevation can be applied to the antenna. The
elevation limit increases as the antenna scans away from the centreline to allow for any
bank that is applied. In practice, the antenna does not reach the mechanical limits for
normal tilt angles and normal aircraft manoeuvres.
Figure 8.1.4 - The Antenna (Primus 708A)
Radome
&:an motor rotates

antenna about this axis
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Page 7
EFIS Architecture
There are two EFIS symbol generators (SGs): SG 1 and SG 2. A three position EFIS
transfer switch directs the SGs to the left and right EFIS displays. The positions are BOTH
1, NORM and BOTH 2. The switch is at the bottom of the left instrument panel.
Two EFIS control panels (ECPs) are on the centre console - Figure 8.1.5. The left ECP
controls the NO output from SG 1; the right ECP controls the NO output from SG 2.
With the EFIS transfer switch at NORM, SG 1 is directed to the left displays, and so the left
NO is controlled by the left ECP.
With the EFIS transfer switch at NORM, SG 2 is directed to the right displays, and so the
right NO is controlled by the right ECP.
With the EFIS transfer switch at BOTH 1, SG 1 is directed to the left displays and copied
from the left displays to the right displays; so both NOs are controlled by the left ECP.
With the EFIS transfer switch at BOTH 2, SG 2 is directed to the right displays and copied
from the right displays to the left displays; so both NOs are controlled by the right ECP.
There are four formats for the NOs: ROSE, ARC, MAP and PLAN. The formats are
described in the EFIS topic of this chapter. The NO format from an SG is selected by a
FORMAT switch on the associated ECP. The weather radar can be displayed in ARC and
MAP formats but not in ROSE and PLAN formats.
There are two EFIS dimming panels: one on the left instrument panel and one on the right.
They are shown in Figure 8.1.6. The dimmers on the left panel are for the EFIS screens
on the left instrument panel; the dimmers on the right panel are for the EFIS screens on the
right instrument panel.
The NO has two concentric dimmers: NO and WX. The WX control on each OP is an on/off
switch and a dimmer.
When the left OP WX control is at OFF, the radar display from SG 1 is tuned off. When the
left WX control is not at OFF, the radar display from SG 1 is turned on and the position of
the left WX control determines the brightness of the weather radar display on the left NO.
When the right OP WX control is at OFF, the radar display from SG 2 is tuned off. When
the right WX control is not at OFF, the radar display from SG 2 is turned on and the
position of the right WX control determines the brightness of the weather radar display on
the right NO.
There is a RANGE switch on each ECP. It communicates with the RIT and the associated
SG. The video output from the RIT to an SG is formatted to the range selected on the
associated ECP. The range switch also selects the maximum range for:
The NO MAP and PLAN formats.
The radar display on the NO ARC format.
The radar range selected on an ECP determines the maximum range of the radar display
on the associated NO. All three displays can be set independently.
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Page8
Figure 8.1.5 - ECPs
FORMAT swit ches

select NO display format
from as,soctated SG.
RANGE switches
Determine wealtler radar
range from associated SG
Left ECP
Controls SG 1
Right ECP
Controls SG 2.
Figure 8.1.6 - EFIS Dimming Panels
Left EFIS dimming panel.
Right EFIS dimming panel.
The dimmers control the screens on

the left instrument panel.
The dimmers oontrol ltle screens on

the right instrument panel.
In MAP or ARC formats, the black WX dimmer:

, Switches the radar display on and off.
,
FCOM:V1-002
Controls the bnlllano.e of the weather radar dtsplay,
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NAVIGATION
Page9
EFIS Weather Radar Display
The weather display is shown in ARC format in Figure 8.1.7.

The weather display is displayed in a 160 arc on the NO when it is in the ARC or MAP
format and the associated WX dimmer is in the on range.
The outer edge of the compass arc is the maximum range of the weather display.
Half the selected range is indicated by a white 180 o arc; the arc range is written at the
bottom left of the arc.
The half range marker is always displayed in MAP mode. In ARC mode, the half range
marker is only displayed when the associated WX dimmer is in the on range.
ND Weather Radar Annunciations
Weather radar annunciations are displayed at the left edge of the NO approximately half
way up; three lines are made available for the annunciations.
The possible annunciations are:
The weather radar modes in cyan.
The tilt angle in cyan.
Weather radar faults in yellow.
EFIS faults associated with the weather radar in yellow.
The NO weather radar annunciations are shown in all NO formats provided:
The weather radar is not off.
The associated WX dimmer is in the on range.
The EFIS faults are:
OU OVHT: the associated NO is too hot.
WXR RNGE: the range format of the data sent from the RIT to the SG does not
agree with the range set on the associated ECP.
All PRIMUS 708A modes are annunciated. The only ROR-4A mode that is annunciated is
TEST mode.
For the PRIMUS 708A, tilt angle is displayed whenever a mode is displayed.
For the ROR-4A, tilt angle is displayed when the tilt control is operated and for three
seconds after movement of the control has stopped.
In TEST mode, TEST is written on the top line in cyan. If the test fails, FAIL is written in
yellow below TEST; additionally, for the PRIMUS 708A, the reason for the failure is written
in yellow below the FAIL annunciation.
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Page 10
Figure 8.1.7- EFIS ND ARC with WX Radar

Outer edge of compass
arc is max1mum range
of weather display.
0
.'
Maxmum range i&

selected by the
associated SG ECP
RANGE selector.
..___ Half range indication:

,
,
,
White semicircle with distance readout.

Always present in MAP formal
Only presemt In arc format when the WX d immer is not off.
Weather radar annunciators:

;
,.
,.
The two lines shown and the one ber.ow.

In the same position in all NO formats.
Annunciators depend on wh1ch radar is fitted.
Radar picture is displayed when the associate SG FORMAT switch is at MAP or
ARC and the WX dimmer is in the ON range.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
General
A weather return is displayed in one of five colours: black, green, yellow, red and
magenta. Black represents a weak or no return. Green, yellow, red and magenta
represent returns of progressively increasing strength.
Areas of turbulence are displayed in white. The system cannot detect clear air turbulence;
the system can only detect turbulence associated with precipitation.
In the ground mapping mode, areas of increasing reflectivity are displayed as black, cyan,
yellow and magenta.
Architecture
A schematic of the weather radar system is shown in Figure 8.2. 1

is controlled electrically by the R!f. The R/T receives pitch and roll attitude signals from
both IRSs. The R/T uses these signals to stabilise the antenna. With the ATT HOG
transfer switch at NORM or BOTH 1, IRS 1 is used. With the ATT HOG transfer switch at
BOTH 2, IRS 2 is used.
The weather radar is controlled from the weather radar indicator on the forward centre
console. The weather returns are displayed on a CRT display on the indicator.
The illumination of the indicator panel legends is controlled from the centre console panel
dimmer. Two separate controls on the indicator control the brilliance of the CRT.
The indicator CRT can display three types of picture:
The EGPWS terrain awareness display (TAD).
An optional DATANAV II checklist display.
Only one of the three pictures can be displayed at a time. The DATANAV picture is sent
directly to the indicator. If the DATANAV is selected to the indicator, neither the weather
radar picture nor the TAD can be displayed on the indicator.
When the DATANAV is not selected to the indicator, a relay controlled by the EGPWS
determines whether the radar picture or the TAD is displayed on the indicator.
The TAD can be selected to the weather radar display by pressing a TERRAIN DISPLAY
switch light. The switch light is on the centre console. The switch light has a green ON
annunciator. The annunciator illuminates whenever the TAD is being displayed.
Provided the DATANAV is not selected and the weather radar is powered, the TAD will pop
up when:
The EGPWS gives a terrain caution or terrain alert. The TAD will remain displayed
until the TERRAIN DISPLAY switch is selected off.
The EGPWS is tested. The TAD is automatically removed at the end of the test.
The weather returns can also be displayed on both EFIS NOs. The TAD and DATANAV
checklists cannot be displayed on the EFIS. The range of the EFIS display of weather
radar can be set independently of the range set on the weather radar indicator.
FCOM:V1-002
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Nov 01 /09
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Page 2
NAVIGATION
Weather Radar - Primus 708A
Figure 8.2.1 - Primus 708A Weather Radar Schematic
~~
Antenna
RIT
Indicator
Relay
contro1
EGPWS
Computer
Range
On/off
mT!'tll
mmD
WXdlm
Panol
lights
Optional
DATANAVII
Part of left EFIS

d imming panel.
Part of left EFIS
control panel.
Part of right
c ontrol panel.
When the terrain d isplay ON annunciator Is lit:

, The weather radar returns are not d1splayed on the
ind1cator.
,. The EGPWS TAD is displayed on the indicator
prov1ded DATAN AV Is not selected to tne Indicator.
, The EFIS s not affected.
FCOM:V1-002
Part of right EFtS

d imming panel.
AVRO 146-RJ Series
TAD cannot ~ displayed
1f OATANAV is selected to
the indicator.
1....1
19~173
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NAVIGATION
Weather Radar- Primus 708A

Page3
Controls
The Primus 708A weather radar indicator includes the display screen and the radar
controls. The indicator is shown in Figure 8.2.2.
There are five MODE momentary pushbuttons at the top of the indicator:
SB/T toggles between a standby mode and a test mode.
Pressing WX selects the basic weather mode.
Pressing WX/T adds turbulence detection to the basic weather mode.
Pressing RCT selects weather with Rain Echo Attenuation Compensation (REACT)
circuitry. REACT compensates for the attenuation of returns by intervening
weather.
Pressing GCR enables ground clutter reduction circuitry. GCR can be used with
the basic weather mode or with RCT.
Pressing MAP selects the ground mapping mode.
There are six RANGE momentary push buttons below the mode selectors: 1o, 20, 40, 80,
160 and 320. Pressing a button selects the maximum range of the display in nautical
miles.
A SEC button, to the right of the range selectors, toggles the display between a 160
azimuth scan and an 80 azimuth scan.
A TILT rotary control selects antenna tilt between 15 down and 15Up in 0.25 steps.
A VAR button, to the left of the range selectors, toggles between automatic and manual
receiver gain. A receiver GAIN control above the button is only active in manual.
A display rotary control, on the left of the indicator, adjusts the brightness of the returns
and the alphanumerics on the display; the control also turns the system on and off.
A MARKER rotary control, on the right of the indicator, adjusts the brightness of the range
and azimuth markers.
There are six momentary pushbuttons on the sides of the display:
The FRZ button toggles the display between a frozen and unfrozen state.
The AZ button toggles the azimuth markers on and off.
The LEFT button toggles the display between a straight ahead view and a look left
view.
The RIGHT button toggles the display between a straight ahead view and a look
right view.
The ALRT button toggles a target alert feature on and off.
The INOP button does nothing.
FCOM:V1-002
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NAVIGATION

Page 4
Figure 8.2.2- Primus 708A Weather Radar Controls

Manual gain
selector
Manual gain Six mode

Six range
control pushbuttons pushbuttons
Tilt
control
Scan width
selector
Inoperative
Toggles target alert on and off.
Toggles between look

left and straight ahead.
Toggles between look - - - - - '

right and straight ahead.
Toggles freeze on and off.
Toggles azimuth markers on and off.
L - - - Controls the picture and

alphanumeric brightness.
Controls the brightness of the - - - - '

range and azimuth markers.
Also turns the system on and off.
i-v 1-19-00 101
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Page 5
Display
The display is shown in Figure 8.2.3 to Figure 8.2.5; the figures show the 160 scan, the
80 o scan, the left scan and the right scan.
There are four equally spaced range arcs. The outer arc is at the selected range. Weather
returns are not shown beyond this range. The arcs are annotated with their range.
A red dot on the smallest range marker is called the azimuth position indicator; it indicates
the azimuth angle of the radar beam.
Azimuth marks can be toggled on and off by the AZ pushbutton. They are displayed at 30
intervals. In the 160 scan, from 60 left to 60 right. In the 80 scan, from 30 left to 30
right. In the left and right views, from 60 on the selected side to straight ahead.
There are several alphanumeric fields:
A mode field at the top right of the display.
A selected range field immediately below the mode field.
An auxiliary field at the top left of the display.
A fault field immediately below the auxiliary field.
A target alert field to the right of the auxiliary field.
A selected tilt field at the bottom left of the display.
Mode Field
The mode field is at the top right of the display. The mode field displays the mode selected
via the six mode push buttons. Just one of the following will be written in the mode field:
WX: the basic weather mode is active.
WX/T: the basic weather mode together with turbulence detection is active.
RCT: the basic weather mode with the REACT circuitry active.
W/GR: the basic weather mode with ground clutter reduction active.
R/GR: the basic weather mode with REACT and ground clutter reduction active.
MAP: the ground mapping mode is active.
TEST: the radar is in the test mode.
Selected Range Field

The selected range field corresponds to the range selected using the RANGE
push buttons. The possible values are: 10, 20, 40, 80, 160 and 320 nautical miles.
Tilt Field
The tilt field is at the bottom left of the display displays the selected tilt. Positive tilt is in the
up sense. The tilt control changes the tilt in 0.25 o steps from -15 o to + 15. Tilt is displayed
to the nearest tenth of a degree; so 0.25 is displayed as 0.3 and 0.75 as 0.8.
FCOM:V1-002
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Volume 1
NAVIGATION
Page6
Figure 8-2.3- Primus 708A 160 Scan Display

Auxiliary field
f'!11i(e]
Automatic receiver gain; green in MAP mode.
Manual receiver gain; ga in value from -7 to +7; g1reen in MAP mode.
Display frozen; FRZ flashes; green in MAP mode.
Target detected beyond selected range.
ALRT active.
Selected range
10 , 20, 40,
80,160, 320.
Azimuth position
indicator
Red dot on
1Srr1aues1 range arc.
Range marker
Az.imuth angle oif

radar beam.
Azimuth marker
._J
Markers and
distances green
in MAP mode.
Tilt angle
-1 5to+15
Green in MAP
Mode field
Fa ult field
Weather mode.
Antenna not scanning.
mJ
Loss of stabilisation input.
Weather mode with

turbulence detection .
[!!!~
Transmitter output power low.
Weather mode with REACT.
t!te!e]!
Rff temperature excessive.
[IJ~ii!
Weather mode with ground

cl utter reduction.
b'l@;J
Problem with the control panel.
lal#Jij!
Problem with the indicator.
Weather mode with REACT

and ground clutter reduction.
lifi!j3
CJil
Problem with the Rff.
Test mode .
11~1
Ground mapping mode.
MMA
~11.!.'1:1 Elevation drive on the stop.
M:til
iv1 19-00 128
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Page 7
Auxiliary Field
The field at the top left of the display is called the auxiliary field. It displays just one of the
following:
AUTO : the receiver gain is being automatically controlled.
A flashing FRZ: the display freeze facility is on.
V n: the receiver gain is being manually controlled to the value selected on the
GAIN control; n is the set value of gain; it ranges from -7 to +7 in steps of 1.
Flashing TGTi in red: the target alert function has detected a target beyond the
selected range of the display.
Fault Field
Immediately below the auxiliary field is the fault field. Faults are displayed in yellow text.
Possible faults are:
DSPL: a problem with the indicator.
R/T: a problem with the receiver-transmitter.
ANT: the antenna has stopped scanning.
CNTL: a problem with the control panel.
ATT: loss of the stabilisation input.
STAB: indicates that the elevation drive is on a stop.
COOL: the operating temperature within the receiver transmitter is excessive.
CAL: the transmitter output power is low.
Target Alert Field
The target alert field is to the right of the auxiliary field. It shows a red T when the target
alert mode is active; otherwise, the field is blank.
Sector Scan
The SEC scan button toggles between a scan of 80 and a scan of 160. The 80 scan
format is shown in Figure 8.2.4.
The alphanumeric fields are identical to those in the 160 scan.
The total sweep area of the antenna is reduced in the
the update rate of the display.
eooscan; this effectively increasing
On power up, the scan defaults to 160 .

On entering standby from an operating mode, the scan defaults to 160.
FCOM:V1-002
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Nov 01 /09
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Volume 1
NAVIGATION
Pages
Figure 8.2.4 - Primus 708A 80 Scan Display
The alphanumeric displays are the same

as those of the 1so scan.
Display update rate is higher in
so scan.
i-v1-1 9-00172
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Page9
Left and Right View
The LEFT button toggles the 160 scan centre line between the centre of the display and
the right edge of the display: a look left feature at the full radar display range.
The RIGHT button toggles the 160 scan centre line between the centre of the display and
the left edge of the display: a look right feature at the fu ll radar display range.
The left and right views are shown in Figure 8.2.5.
This feature is useful:
In the weather mode, before making a large change in track.
In the ground mapping mode, when following a reference feature to one side of the
aircraft such as a coast line.
The alphanumeric fields are identical to those in the 160 scan with one exception : the
range marker annotations are in different positions.
Pressing SEC in left or right view will change the display to the 80 forward view scan. In
the 80 scan, the LEFT and RIGHT buttons have no effect.
Markers
The azimuth markers are toggled off and on by the AZ button. They default to off on power
up. The azimuth marker state is remembered at standby if standby is entered from an
operating mode.
The brilliance of the range and azimuth markers is controlled by the MARKER rotary
control. Turning the control fully left turns off both the range markers and the azimuth
markers.
Display Brilliance
The alphanumerics and radar picture brilliance are controlled by the DISPLAY rotary
control. The DISPLAY control does not affect the brilliance of the markers.
When the DISPLAY control is at OFF. the system is selected off.
Display Freeze
The FRZ button toggles the display between a frozen and unfrozen state. When FRZ is
active, the auxiliary field flashes FRZ.
Additional weather information can be obtained by using the freeze facility.
While the display is frozen, the antenna continues scanning and the display memory
circuits continue to be updated. When freeze is deactivated, the display is updated with a
new display.
Comparison between the held display and the new display may reveal:
The direction in which a cell is moving: the position change.
Whether a cell is building or decaying: the change in cell intensity.
FCOM:V1-002
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NAVIGATION
Page 10
F igure 8.2.5 - Primus 7 08A Left and Right Views

Left view
Right view
The alphanumeric displays are the same as those of the 160 scan
except that the range marker annotations are in different positions .
Toggles between the left and

forward views of the 160 scan.
and
Pressing
Toggles between the right and

forward views of the 160 scan.
not functional in 80 scan.
in left or right view will change the display to the 80 scan.
i-v1-19 -00151
Range Selection
On power up, the range defaults to 320 nautical mile s.
The range is changed by pressing a RANGE button. For each selected range, four range
markers are displayed.
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Page 11
Receiver Gain
The receiver gain can be in manual or automatic. The VAR pushbutton toggles between
automatic and manual gain provided the mode is WX or MAP. In automatic control, AUTO
is displayed in the auxiliary field. In manual control, the GAIN is adjusted using the GAIN
control and "V n" replaces AUTO in the auxiliary field; n indicates the position of the GAIN
control and varies between -7 and +7.
At the 12 o'clock position, the gain is approximately the same as in AUTO and "V 0" is
displayed. Counter clockwise rotation reduces the gain; clockwise rotation increases the
gain.
When operating in WX mode, the GAIN control can be used to increase the gain of the
receiver to display weak weather returns such as those from ice crystals and dry hail.
In MAP mode, a better picture is sometimes obtained by selecting VAR and manually
decreasing the gain to eliminate unwanted clutter.
Target Alert
The ALRT pushbutton toggles the target alert function on and off. The function is only
active when selected on by the ALRT button and:
AUTO gain is selected.
AND
The selected range is 10, 20, 40 or 80.
AND
The mode is not MAP.
When the function is active, a red letter T is displayed to the right of the auxiliary field.
If target alert is active and VAR is selected, MAP is selected or a range of 160 or 320 is
selected, the function will become inactive and the red Twill be removed from the display.
Deselecting VAR, setting a weather mode and setting the range between 1o and 80 will
reactivate the function and the red Twill be displayed.
When the function is active and a target is detected in the target alert sector, a flashing red
TGTi symbol replaces AUTO in the auxiliary field if target is not displayed.
The alert sector is always just beyond the selected range; the width of the sector is from
7.5 left of heading to 7.5 right of heading. The sector length is :
From 10 to 90 miles when the selected range is 10.
If a target alert is given, and the range is then increased to a range in which the associated
alert sector contains no targets, the TGTi symbol will be replaced by the T symbol.
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Page 12
Power Up
On power up, the system defaults to:
320 nm range.
A_zimuth marks off.
160 scan.
Auto gain.
Target alert off.
Display unfrozen.
Standby Mode About 15 seconds after the system is turned on, standby mode is entered.
The indicator displays STANDBY in the centre of the screen and the tilt angle is displayed
in the tilt field. The format is shown in Figure 8.2.2.
In the standby mode:
The antenna does not scan.
The transmitter is disabled.
The display radar memory is erased.
If the radar is in an operating mode, the radar will revert to standby if the SB/T button is
pressed.
If the SB/T button is pressed when the radar is in standby, the radar will enter the test
mode.
If STBY is entered from an operating mode and then an operating mode is entered, the
system defaults to:
320 nm range.
160 scan.
Auto gain.
Display unfrozen.
If STBY is entered from an operating mode, the system remembers the state of the
azimuth marker selection and the target alert selection.
Weather Mode
Weather mode is selected by pressing the WX button.

A weather return is displayed in one of five colours: black, green, yellow, red and
magenta. Black represents a weak or no return. Green, yellow, red and magenta
represent returns of progressively increasing strength.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
NAVIGATION
Weather Radar - Prim us 708A

Page 13
Turbulence Detection
Turbulence detection can be added to the basic weather mode by pressing WXJT.
Selection of WXJT automatically puts the receiver gain to AUTO.
Turbulence detection is limited to the first 40 nautical miles. Areas where turbulence has
been detected are displayed in white. Figure 8.2.6 shows a display with turbulence
detected. If a range greater than 40 nm is selected in WXJT, the system reverts to WX;
returning to a range of 40 or less will return the mode to WXJT.
The system detects turbulence by measuring velocity changes of precipitation along the
path of the radar beam. This is interpreted as a change in wind speed . Turbulence is
displayed if the change in speed is more than 5 metres per second.
Turbulence detection requires the presence of precipitation ; clear air turbulence cannot be
detected by the radar system.
Weather areas displaying red or magenta should be avoided whether or not they display
turbulence.
Figure 8.2.6 - Primus 708A Turbulence Display
WXIT Indicates turbulence mode.

Areas ol turbulence shown In white
The htgh Intensity red and magenta returns must also be avoided
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Page 14
Rain Echo Compensation Tec hnique (REACT)

The RCT pushbutton selects the REACT mode. The REACT mode can be used in all
ranges. The REACT display is shown in Figure 8.2.7. When RCT is selected:
The system is forced to AUTO gain.

The system operates in weather mode but with the AUTO gain functioning in a
different way from WX.
The gain is adjusted according to the intervening rainfall. Returns from behind a cell will be
attenuated by the cell on the way out and on the way back; the REACT circuitry adjusts for
this attenuation. This reduces the chance of missing storms behind intervening rainfall.
The REACT circuitry cannot cope with all situations. Once there is uncertainty about
returns behind a cell, the background of the area of uncertainty is coloured blue. Any
returns in the blue area will be coloured red.
Figure 8-2-7 - Primus 708A REACT Display
RCT indicates REACT mode.

Background of areas of uncertainty shown in bllue.
Any returns In the blue area shown in red.
I-V1- 19-QQQ39
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Page 15
Ground Clutter Reduction

The ground clutter reduction mode is selected with the GCR pushbutton. GCR can be
selected with either WX or RCT. If GCR is selected with WX, the mode field displays
W/GR. If GCR is selected with RCT, the mode field displays RIGR and the gain is forced
to AUTO.
GCR is not active in the 160 and 320 ranges. If GCR is active and a range of 160 or 320 is
selected, GCR drops out; it does not become active again when a range of less than 160 is
selected; a reselection of GCR must be made.
When GCR is active, signals with a high probability of originating from ground returns are
automatically reduced on the display; some portions of weather targets may also be
reduced.
The mode is provided for analysis; it is not to be used continuously.
Ground Mapping
The ground mapping mode is selected by pressing the MAP button. The tilt should be
adjusted downwards until the desired amount of terrain is displayed.
The RIT characteristics are changed in ground mapping to enhance the display of ground
returns. Generally AUTO gain will produce the best display. However a better picture is
sometimes obtained by selecting VAR and manually decreasing the gain to eliminate
unwanted clutter.
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Page 16
Test
The test mode is entered by pressing SB/T when in the standby mode. The antenna is
forced to 15 up. The TILT knob can be rotated and the tilt readout will change, but the
antenna will stay at 15 up. The radar transmits in test mode.
In test, the four weather colours are shown as arcs of circles: as shown in Figure 8.2.8 .
The colour bands are fixed relative to the range markers; so this part of the test pattern is
the same at all selected ranges.
A noise band is shown between the two outer range marks. The noise band is usually
displayed on all selected ranges; however, the noise band is calibrated for a selected
range of 160 nm ; so it should only be assessed with 160 selected. The noise band
indicates that the automatic frequency control (AFC) has locked on frequency and that the
receiver circuits are working correctly. The noise band should be coloured green and
yellow, and it should be uniformly patterned. If the noise band is broken or missing, the
weather radar is not operational.
If a range of 40 or less is selected, an additional colour band is shown: white between the
edge of the magenta band and the third range marker. The white band indicates that the
turbulence detection circuits are working correctly.
Figure 8.2.8 - Primus 708A Test Display
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Page 17
EFIS Display
The EFIS displays are shown in the radar overview topic. The NO mode field legends are:
STBY for standby.
WX for the basic weather
WX+T for the basic weather mode with turbulence detection.
REAC for the basic weather mode with REACT
W+GR for the basic weather mode with ground clutter reduction.
R+GR for the basic weather mode with REACT and ground clutter reduction.
MAP for the ground mapping mode.
TEST for the test mode.
mode~
The Primus 708A faults displayed on the EFIS when the mode is not TEST are:
The faults shown in the bottom line when the TEST mode fails are:
R/T: a problem with the receiver-transmitter.
ANT: the antenna has stopped scanning.
CNTL: a problem with the control panel.
ATT: loss of the stabilisation input.
OU: the NO has overheated.
RNGE: a miscompare between the range data from the R/T and the range set on
the ECP.
VAR is displayed in yellow when manual gain is selected.
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Page 18
Display Update Rate
The quickest update rate (every 3.5 seconds) is achieved if both EFIS NOs and the
weather radar indicator are set to the same range. All displays are updated on both the left
right and the right left sweep of the antenna.
If both NOs are set to the same range but the EFIS range is different from the radar
indicator range , then the EFIS and the radar indicator will be updated every 7 seconds.
The radar indicator is updated on the right left sweep and the NOs on the left right sweep.
If the ranges of the two NOs are different but one is the same as that of the radar indicator,
all the displays are updated every seven seconds. The indicator and the NO with the same
range on the right left sweep and the other NO on the left right sweep.
If none of the displays are set to the same range, the radar indicator will be updated every
7 seconds and the EFIS NOs will be updated every 14 seconds. The radar indicator is
updated on the right left sweep; the NOs are updated on alternate left right sweeps.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
A weather return is displayed in one of four colours: black, green, yellow and red. Black
represents a weak or no return. Green, yellow and red represent returns of progressively
increasing strength.
Areas of turbulence are displayed in magenta. The system cannot detect clear air
turbulence; the system can only detect turbulence associated with precipitation.
In the ground mapping mode, areas of increasing reflectivity are displayed as black, green,
yellow and red.
Architecture
A schematic of the weather radar system is shown in Figure 8.3.1.

is controlled electrically by the R!f. The R!f receives pitch and roll attitude signals from
IRSs. The R!f uses these signals to stabilise the antenna.
The weather radar is controlled from the weather radar indicator on the forward centre
console. The weather returns are displayed on a CRT display on the indicator.
The illumination of the indicator panel legends is controlled from the centre console panel
dimmer. Two separate controls on the indicator control the brilliance of the CRT.
The indicator CRT can display three types of picture:
The EGPWS terrain awareness display (TAD).

An optional checklist display.
Only one of the three pictures can be displayed a1 a time. The checklist picture is sent
directly to the indicator. If the checklist is selected to the indicator, neither the weather
radar picture nor the TAD can be displayed on the indicator.
When the checklist is not selected to the indicator, a relay controlled by the EGPWS
determines whether the radar picture or the TAD is displayed on the indicator.
The TAD can be selected to the weather radar display by pressing a TERRAIN DISPLAY
switch light. The switch light is on the centre console. The switch light has a green ON
annunciator. The annunciator illuminates whenever the TAD is being displayed.
Provided the checklist is not selected and the weather radar is powered, the TAD will pop
up when:
The weather returns can also be displayed on both EFIS NOs. The TAD and checklist
cannot be displayed on the EFIS. The range of the EFIS display of weather radar can be
set independently of the range set on the weather radar indicator.
FCOM:V1 -002
AVRO 146-RJ Series
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Volume 1
NAVIGATION
Weather Radar- RDR-4A
Page 2
Figure 8.3.1 - RDR-4A Weather Schematic
~~
Antenna
Attitude Altitude ,...-----<::Ortrc,l- - - - -.,
1-~ . -Radar pulse.-+ ,.......,L..___....L.......I- ,
Wave guide
Indicator
RIT
contr ol
EFIS
EFIS
SG2
SG 1
Range
On/off
On/off
EGPWS
Computer
Range
WXdim
Panel
lights
Optional
DATANAV II
Part of left EFIS
.,.
Part o f right EFIS

.,.
dimming panel
Part o f left EFIS
Part of right EFIS
control panel
control panel
dimming panel
When ltle tOtTain display ON anoonciatO( is lit.
TAD cannot be displayed
The weather radar retums are not displayed on the indicator.
if OATANAV Is selected to
,.
The EGPWS TAO Is displayed on tho indicator provided

DATANAVis not solectod to ltlo indicatO(.
tho Indicator
,. The EFIS is not affected.
FCOM:V1-002
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Page3
IRSs
If the ATT HDG transfer switch is at NORM, the Bendix RDR-4A weather radar uses IRS 1
but will use IRS 2 if IRS 1 fails.
The Bendix RDRe4A prefers IRS 1 at NORM and BOTH 1 and IRS 2 at BOTH 2. However,
if the preferred IRS fails, the radar automatically uses the serviceable IRS.
Controls
The RDR-4A weather radar indicator includes the display screen and the radar controls.
The indicator is shown in Figure 8.3.2. The controls are all at the top of the display; they
are from left to right:
A display brightness control.
A range selector.
A rotary receiver gain control.
A mode selector.
An auxiliary function on/off switch.
An antenna tilt selector.
The display brightness control adjusts the brightness of the radar returns and the
alphanumerics on the display.
The range selector selects the maximum range of the display in nautical miles. There are
six ranges available: 10, 20, 40, 80, 160 and 320 nm.
The receiver gain control allows automatic gain or manual gain to be selected. At the fully
clockwise position, a switch selects the automatic mode. The position is marked AUTO.
Away from AUTO, manual gain is selected. Rotating the control anticlockwise decreases
the gain.
The rotary mode selector has the following positions:
OFF: selects the system off.
TEST: selects a test mode.
WX: selects the basic weather mode.
TURB: adds turbulence detection to the basic weather mode.
MAP: selects the ground mapping mode.
The AUX control is a mechanically latched button. When pushed in, it allows an optional
checklist display to be selected to the radar indicator.
The rotary control selects the antenna tilt between 15 Q down and 15 Q up in 0.25 9 steps.
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Page 4
Figure 8.3.2 - RDR-4A Weather Radar Controls

Display brightness
Manual gain
Auxiliary
control
control
function selector
Range
Mode
Tilt
selector
selector
control
0
i-v 119-00072
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Page 5
Display
The display is shown in Figure 8.3.3.
There are four equally spaced range arcs at all selected ranges except 10 nm. Only two
range markers are shown when a range of 1o nm is selected.
The outer arc is at the selected range. Weather returns are not shown beyond this range.
The arcs are not annotated with their range.
There are five azimuth markers at 30 intervals from 60 left to 60 right.
A thin scan line indicates the azimuth angle of the radar beam ; the scan line just reduces
the intensity of the display as it sweeps across the display.
There are several alphanumeric fields:
A selected range field at the top left of the display.
A range mark field at the top right of the display.
A selected mode field immediately below the selected range field.
An antenna tilt field immediately below the range mark field.
An Rff performance field immediately below the antenna tilt field.
A receiver gain field immediately below the RfT performance field.
An R!T cooling warning field immediately below the selected mode field.
A hard fault field in the centre of the display.
Selected Range Field

The range field is in cyan ; its side heading is RNG and it is followed by the selected range
in nautical miles.
Range Mark Field
The range mark field shows the distance between consecutive range markers in cyan; its
side heading is MKR and it is followed by the distance in nautical miles.
Selected Mode Field

The selected mode field shows the selected mode in cyan: WX, TURB, MAP or TEST.
Antenna Tilt Field

The antenna tilt field normally shows the selected antenna tilt in cyan; the value is given in
degrees followed by an arrow to indicate the direction of tilt: up or down.
If the stabilisation attitude limit is reached, the tilt angle is replaced with STAB in cyan.
If there is a stabilisation fault, the tilt angle is replaced with STAB in yellow.
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Page6
Figure 8.3.3 - RDR-4A Weather Radar Display

Mode field
Antenna tilt
1m
Basic weather mode
Weather mode with

turbulence detection
Normally displays selected tilt

Up
angle from 15 down to 15 up Down
Ground mapping mode
If stabilisation pitch or roll limit

reached, tilt angle is replaced with
Test mode
If there is a stabilisation fault,

lilt angle is replaced with
(J'
Range mark field
Selected range field
li II lillll!l ~
IIBIJmlGEIIB
Range
marker~
Azimuth
marker
Fault field
R/T FAUL
Receiver-transmitter fault
ANT FAUL
Antenna fault
CON FAUL
Control fault
ATI FAUL
Attitude fault
I ND FAUL
Indicator fault
COOL FAUL
RIT unit cooling fault
RJT performance field

If gain control not at AUTO, displays
RIT cooling warning field

Displays
E!
Gain Field
In manual control, the level of gain
is displayed as one of the following:
when R/T cooling air fails
If RIT out of calibration, displays
II!
tiD
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R/T Performance Field
The performance field shows:
CAL in cyan if the GAIN control is not at AUTO.
CAL in yellow if the receiver is out of calibration ~
Receiver Gain Field
The receiver gain field shows the selected level of gain when the GAIN control is not at
AUTO and the mode is TEST, WX or TURB. When the control is away from AUTO, the
field displays the manually set gain in cyan.
In MAP mode, the field is blank when manual gain is in use.
Display Brilliance
The BRT control controls the brilliance of the complete display.

Range Selection
The maximum range of the display is selected with the range switch; six ranges are
available: 10, 20, 40, 80, 160 and 320 nm. For each selected range, four range markers
are displayed, but only two range markers are shown when a range of 1o nm is selected.
The selected range is shown in the range field and the distance between range markers in
the range marker field.
Receiver Gain
At the fully clockwise position of the GAIN control (AUTO), the receiver gain is
automatically controlled. When the control is moved a little away from AUTO, the gain is
switched to manual control; rotating the control further anticlockwise reduces the gain. At
the fully anticlockwise position (MIN), the manual gain is at its lowest value.
When manual gain is selected, CAL in cyan is displayed in the R/T performance field.
In TEST, WX and TURB modes, the level of manual gain is shown in the manual gain
field. MAX is indicated at the switch point from automatic to manual gain; as the control is
rotated anticlockwise to MIN, the indication follows the following sequence: 9, 8, 7, 6, 5, 4,
3, 2, 1, MIN. At 5, the gain is approximately the same as at the AUTO position.
The manual gain field is blank when manual gain is selected in MAP mode.
System Power
The RDR 4A uses a solid state transmitter; a warm up period is not required; there is no
standby mode. A mode is available as soon as it is selected on the mode switch. When
the mode switch is at OFF, the system is not powered.
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Page8
Weather Mode
Weather mode is entered by selecting the mode switch to WX.
A weather return is displayed in one of four colours: black, green, yellow and red. Black
represents a weak or no return. Green, yellow and red represent returns of progressively
increasing strength.
Turbulence Detection
Turbulence detection can be added to the basic weather mode by selecting the mode
switch to WX/TURB.
The TURB function will be available at all selected ranges, but turbulence will only be
detected and displayed up to 40 nm.
Areas where turbulence has been detected are displayed in magenta. Figure 8.3.4 shows
a display with turbulence detected. If a range greater than 40 nm is selected in WXffURB,
turbulence will only be displayed for the first 40 nm; only weather will be displayed beyond
40 nm.
The system detects turbulence by measuring velocity changes of precipitation along the
path of the radar beam. This is interpreted as a change in wind speed.
Turbulence detection requires the presence of precipitation; clear air turbulence cannot be
detected by the radar system. Weather areas displaying red should be avoided whether or
not they display turbulence.
Figure 8.3.4 - RDR-4A Turbulence Display
Beyond 40 nm, only

weather returns are shown
Turbulence can only be

shown up to 40 nm
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Ground Mapping
The ground mapping mode is entered by selecting the mode switch to MAP. The tilt
should be adjusted downwards until the desired amount of terrain is displayed.
The RIT characteristics are changed in ground mapping to enhance the display of ground
returns. If necessary, use manual gain for optimum observation of terrain features.
Faults
Faults can be divided into two classes: soft and hard.

Soft failures appear as yellow legends on the display. The radar display will be maintained
during a soft failure. If a hard fault occurs, the radar display will be removed and replaced
by an annunciation of the faulty unit in the hard fault field.
Soft failures are those which cause limited system operation. Radar information will still be
displayed but the display may not truly represent the weather.
Soft Cooling Fault
If a yellow COOL fault is shown in the R/T cooling warning field, the system should be
turned on only long enough to analyse weather targets; it should then be turned off to allow
cooling of the R/T.
The system may fail if it is operated continually; failure will be indicated by COOL FAULT in
the hard fault field.
Soft Stabilisation Fault
A stabilisation fault is indicated by a yellow STAB annunciation in the antenna tilt field. The
fault indicates that the antenna is stabilised to the aircraft axes not to earth axes.
Soft Transmitter Power Fault
Reduced receiver transmitter performance is indicated by a yellow CAL legend in the RIT
performance field. The returns from targets will be weak; so the weather may be more
severe than it appears on the indicator.
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Hard failures
Hard failures are displayed in the hard fault field- Figure 8.3.5. Possible failures are:
R/T FAULT: a fault in the receiver/transmitter.
ANT FAULT: a fault in the antenna.
CON FAULT: a control fault.
ATT FAULT: a fault in the attitude control.

IND fault: a fault in the display unit.
COOL FAULT: the receiver transmitter cooling has failed.
If a hard fault occurs, the mode switch should be selected to OFF. Leaving the system on
could cause further damage to the system.
Figure 8-3-5 - RDR-4A Hard Fault Dis play
Hard Fault Field
R/T FAU LT
Receiver-transmitter fau It
ANT FAULT
Antenna fault
CON FAULT
Control fault
ATT FAU LT
Attitude fault
I ND FAU LT
Indicator fault
COOL FAULT
R/T unit cooling fault
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NAVIGATION
Weather Radar - RDR-4A

Page 11
Test
The system test procedure is:
Select the tilt angle to 15 o up.
Set the GAIN control to AUTO.
Select the mode switch to TEST.

Check the display pattern.
Any range selection may be used for test.

The test display is shown in Figure 8.3.6. The coloured test bands and the alphanumeric
fields should all be present.
In the first second of the test, two pulses are radiated. The radar does not transmit for the
remainder of the test.
Figure 8.3.6- RDR-4A Test Display Format
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EFIS Display
The EFIS displays are shown in the radar overview topic.

The only mode annunciation shown on the EFIS is TEST.
Tilt angle is displayed when the tilt control is operated and for three seconds after
movement of the control has stopped.
The only RDR 4A fault shown on the EFIS is CAL. However, if a fault is detected in TEST
mode, a yellow FAIL is written below TEST.
Update Rate
There are two bands of range selection: low (1o, 20 and 40) and high (80, 160 and 320).
The update rate depends on the ranges set on the indicator and the EFIS control panels.
If all three ranges are in the same band, then each display will be updated on the left right
and the right-left scan.
If only two ranges are set in the same band, the displays in the same band will be updated
on the sweep to one side and the other screen will be updated on the return sweep.
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NMSand FMS
Either two GNS-X navigation management systems (NMSs) are fitted or two flight
management systems (FMSs) are fitted. There are two FMSs available: a GNS-XLS or a
Collins FMS. The control and display units are on the forward cent re console.
VOR
DME
IRS
All FMSs also have a GPS sensor. The GPS sensor is an option for the GNS-X NMS
the NMSs and the FMSs is the L NAV element. The NMSs and FMSs are known
Normally L NAV 1 supplies SG 1 and L NAV 2 supplies SG 2. If one L NAV fails, a transfer
system allows one L NAV to supply both SGs. An L NAV transfer switch is just aft of the
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Overv iew
Two GNS-X NMSs may be fitted as an option: GNS 1 and GNS 2. An overview schematic
is given in Figure 9.2.1. Each GNS has a navigation management unit (NMU) and a
control and display unit (CDU). The CDUs are on the forward centre console. The NMUs
are in the avionics bay.
There are two types of CDU: a colour CDU and a monochrome CDU. A GNS-X Operator's
Manual contains a full description of the GNS-X and its operation. There is one manual for
the colour CDU version and another for the monochrome CDU version. Each manual has
a report number: 1395 for the colour CDU and 1408 for the monochrome CDU.
Each NMU provides:
Lateral navigation.
Flight planning including fuel planning. Fuel data comes from each PED.
Coupling of the AP/FD to theGNS active flight plan via the FGS LNAV mode.
Display of the flight plan route on the EFIS. This is described in the EFIS topic.
The GNS-X provides great circle navigation from the aircraft's present posit ion direct to any
waypoint or via a flight plan. The system receives inputs from several navigation sensors;
the NMU use the navigation data to calculate a composite position, taking into account the
characteristics of each type of navigation sensor.
Each NMU contains a VORTAC positioning unit (VPU) : VPU 1 for NMU 1 and VPU 2 for
NMU 2. Both VPUs are available to each NMU. The VPUs communicate with the VHF
NAV controller, the DMEs and the VORs.
Both NMUs receive inputs from both IRSs. An opt ional stand alone GPS may be fitted.
The GPS serves both NMUs. Using the navigation sensors, the GNS calculates position
against time and so is able to present track and groundspeed data. The IRSs provide a
heading input, thus theGNS can also calculate drift angle. The ADCs provide a TAS input
to the NMUs; with both heading and TAS inputs, theGNS can also calculate wind velocity.
Each NMU has a navigation database known as the navigation data bank (NOB); the NOB
stores positions, SIDs, STARs and EN-ROUTE airways. The NOB is updated every 28
days.
NMU 1 sends data to the FOR via the FDAU.
Each NMU sends the GNS composite position to the EGPWS.
An intersystem bus allows each NMU to access data from the other NMU.
The HOG reference switch position is sent to both CDUs. With the HOG switch at MAG all
CDU -directions are in degrees magnetic except wind direction, which is in degrees true.
With the HOG switch at TRUE , all directions are in degrees true.
TheGNS can also interface with an optional Airborne Flight Information System (AFIS).
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NAVIGATION
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Page 2
Figure 9-2-1 - GNS Architecture
NMU 1
NMU 2
GPS Sensor
Navigation
Databank
CDU1
Navigation
Database
CDU 2
VPU2
VPU1
IRS 2
DME 1
Functions
Lateral
navlgatJoo
Funotlons
DME2
VOR1
Letefal
navigation
VOR2
NAV 1 Controller
DISplay on EFIS
NAV 2 Controller
FGC LNAV
OlsplliY on EFIS
FGC LNAV
mode
mode
Len PED
R1ght PED
Fuel planning
EGPWC
Fllgh~
planning
Fuel p&aoolilg
Data to ~OR
FGC2
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Page 3
Mono chrome CDU

The CDU has a monochrome CRT display and :all the necessary cont rols for system
operation. The controls are all push button switches. Up to 8 lines of information can be
displayed; each line can contain up to 20 characters. The CDU is shown in Figure 9.2.2.
A data keyboard containing the numerals 0 to 9 is at the top right of the CDU. A group of
alpha characters is at the bo1tom of the CDU. It contains a linear alphabet ical keyboard of
all 26 letters, a star key, a hash key and a key.
A key marked ON, on the right side of the CDU, is used to turn the system on and off.
Immediately below the ON key is a BRT key; it controls the brightness of the CRT display.
On system power up, a test takes place and then the user is presented with an initialisation
page; thereafter system operation is mostly through sections of pages, rather like chapters
in a book. In the left corner of the display is a group of keys known as display selector
keys. The first page of each section is accessed by one of the display selector keys:
AFIS- access the optional AFIS system.
NAY - accesses a navigation section.
PLAN -accesses a planning section.
FPL- accesses a flight plan section.
TUNE - accesses a VHF radio and navigation tuning section. The facility is not
operative on the RJ.
I:D -
accesses a direct to waypoint section.
Each subsequent press on a section key moves one page forward within the section; when
the last page is reached, the next press accesses the first page again and t he cycle can be
repeated. Next (NXT) and previous (PRY) keys on the left edge of the CDU can be used
to page forwards and backwards through a section.
The display has a bright rectangular cursor; it is placed over a display field to enter or
change the data in that field. There are two cursor control keys, at the bottom left of the
CDU; they are used to move the cursor up and down the display.
There are three keys immediately beneath the data keyboard: HOLD, ENTER and BACK.
HOLD is used to check or update the GNS position. ENTER is used to complete data
entry or complete an entry sequence. The BACK key is used:
To move backwards through the pages of a section.
To delete entries.
To display lists of options associated wit h the cursor position.
To display a prompt associated with the cursor position.
The GNS has a message section of pages. A message (MSG) key, with an integral
annunciator, is below the AFIS key. The MSG annunciator alerts the operator to a new
message. Pressing the MSG key opens the appropriate message page.
A space (SP) key is at the bottom right of the alphabetical keyboard. It is inoperative
unless AFIS is fitted.
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NAVIGATION
GNS-X
Figure 9.2.2 - GNS X Monochrome CDU
The data keyboard
Hold key - .
...-Back key
Enter key-.
CDU brightness control

Sytem on/off switch
Next key
Previous key
Message
key&
annunciator
Cursor
control keys
The alphabetical keyboard:
~ The 26 letters
Display
selector keys
Space key
for AFIS
AND
l7>
The three special keys
AFIS, NAV, PLAN, FPL and direct to keys
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Colour CDU
The CDU has a colour CRT display and all the necessary controls for system operation.
The controls are all push button switches. Up to 10 lines of information can be displayed;
each line can contain up to 20 characters. The CDU is shown in Figure 9.2.3.
A key marked ON, in the top right corner of the CDU, is used to turn the system on and
off. A BRT key, in the top left corner of the CDU, controls the brightness of the CRT
display.
Below the CRT, there is a group of alpha characters. The group contains a linear
alphabetical keyboard of all 26 letters, a star key, a hash key and a key. A data
keyboard containing the numerals 0 to 9 is to the right of the alphanumeric keyboard. An
ENTER key, below the data keyboard, is used to complete data entry or complete entry
sequences.
in a book. In the left corner of the display is a group of keys known as display selector
keys. The first page of each section is accessed by one of the display selector keys:
NAY - accesses a navigation section.
PLAN -accesses a planning section.
FPL- accesses a flight plan section.
AFIS - access the optional AFIS system. A space key (SP) is to the left of the
ENTER key. It is only used if AFIS is fitted.
APCH- accesses an approach section. The facility is inoperative on the RJ.
I:D-
accesses a direct to waypoint section.
A TUNE display selector key, above the SP key, accesses a VHF radio and navigation
tuning section. The facility is not operative on the RJ.
Each subsequent press on a section key moves one page forward within the section ; when
the last page is reached, the next press accesses the first page again and the cycle can be
repeated. Next (NXT) and previous (PRY) keys on the bottom left of the CDU can be used
to page forwards and backwards through a section.
The display has a yellow rectangular cursor; it is placed over a display field to enter or
change the data in that field . There are two cursor control keys at the bottom left of the
CDU; they are used to move the cursor up and down the display. The cursor can also be
controlled by line select keys: five on the left side of the CRT and five on the right side.
A HOLD key, at the bottom left of the data keyboard is used to check or update the GNS
position. A BACK key, at the bottom right of the data keyboard is used:
To move backwards t hrough the pages of a section.
To delete entries.
To display lists of options associated with the cursor position.

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NAVIGATION
GNS-X
The GNS has a message section of pages. A message (MSG) key is below the right line
select keys, a MSG annunciator is below the left line select keys. The MSG annunciator
alerts the operator to a new message. Pressing the MSG key opens the appropriate
message page.
Figure 9-2-3 - GNS X Colour CDU
Display
brilliance
On/off
switch
Line select
keys
Line select
keys
. ..
Message
key
Message
annunciator
Cursor
control
keys
Previous---4. . ._
page key
NAV
page key~
Display
selector keys
Directto ~
key
Alphabetic~
keys
+- PLAN page key
Enttkey
Back
key
-+-Hold key
+- FPL page key

+- AFIS page key
+-Space key
Tune key
The numeric keys form
(Display selector key)
the data keyboard
APCH page key inoperative

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Monochrome CRT Colours
The monochrome CRT presents green alphanumerics on a black background. When the
cursor is placed on a field, the field's alphanumerics become black on a rectangular bright
green background.
Colour CRT Colours
The CRT colour codes the alphanumeric numeric information; this makes it easier and
quicker to find information on a page.
Magenta is used for the TO waypoint.
Yellow is used for:
The FROM waypoint.
Caution messages.
Data entered via the CDU but not yet accepted by the computer.
Cyan is used for:
The date.
Times.
Tuned frequencies or codes.
Intersections and en-route waypoints.
Green is used for:
Navigation data.
Fuel data.
General page data.
White is used for:
Page titles.
Prompts.
Red is used for warnings.

Blue is used for:
Number of waypoints available.
The program version.
When the cursor is placed on a field, a yellow rectangle is placed around the field.
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Page a
Field
TheGNS defines a field as a line of information.

Cursor
The cursor is normally out of view. It can be brought onto the screen by pressing either of
the cursor control keys. On the colour CDU, the cursor can also be brought on to the
screen by pressing a line select key.
If data is entered into a field, the cursor will either move to the next enterable field or will be
removed from the screen.
If the field blinks after an entry has been anempted, then the entry has not been accepted
by the computer. Reasons for an entry not being accepted are:
The entry was unreasonable or invalid.
The difference between the previous value and the entered value is large and thus
requires verification.
Sections and Pages
The GNS information and functions are arranged in sections. Sections are made up of
pages. A complete page can be displayed on the CRT screen. Every screen display is a
page.
The three main sections are Navigation, Flight Plan and Planning. A dedicated key is
provided to access the first page of each section: NAV, FPL and PLAN respectively. Each
subsequent press on a section key moves one page forward within the section ; when the
last page is reached , the next press accesses the first page again and the cycle can be
repeated. The BACK key allows the operator to cycle backwards through the pages of a
section.
The NXT key moves forward through a section in the same way as a section key. The
PRV key is used in the same way as the BACK key.
Line Select Keys
Not all the line select keys are active on a particular page. Active keys have dots against
them on the adjacent edge of the CRT. If the dots do not align with the keys, a parallax
adjustment facility can be used to align the display with the keys. The BRT and the P key
are held simultaneously; the cursor control keys are then used to align the display in the
natural sense. Press the ENTER key when the alignment is complete.
Sometimes, a key has two line of data associated with it; the first press of the key puts the
cursor on the higher line; the next press puts the cursor on the lower line.
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Data Entry
To enter data, place the cursor over the required field and write the data in with the
alphanumeric keys; the BACK key can be used to erase errors. Finally, press the ENTER
key. If the data entry is a waypoint, a WAYPOINT page appears; once the data is verified,
the ENTER key is pressed again to complete the data entry.
Navigation Data Bank (NOB)
The Navigation Data Bank (NOB) is an integral part of the GNS. The NOB contains up to
80,000 waypoints. The NOB is updated every 28 days using Jeppesen data. The NOB
update is supplied on a floppy disk. The disk data is transferred to the NMUs via a data
loader. All aircraft have a socket on the flight deck to plug in a portable data loader. Some
aircraft have a data loader permanently installed on the flight deck: called an airborne data
loader.
The NOB waypoint categories are:
VHF navigation aids .
Non-Directional Beacons .
Airport Reference Points .
Runway Thresholds .
Outer Markers .
Intersection/en-route points .
The VHF navigation aids, intersection and en-route waypoints are called by using their
ICAO identifiers. Non-directional beacons are called by adding the letters NB to their ICAO
identifiers.
An ICAO airport identifier will call the associated airport page. The page lists the ARP,
ru nway thresholds and outer markers.
As an option, the NOB can also hold flight plans customised for an operator.
Manual Changes
Some parameters that are normally automatically calculated and displayed can be
manually inserted. Once a manual insertion of a parameter is made, the pilot is
responsible for updating it. A display of (MAN) indicates that the parameter has been
inserted manually.
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Display Abbreviations and Terminology
For a flight plan leg, the start waypoint point is indicated by FR and the end waypoint by
TO.
If the GNS has been set to go direct to a waypoint, there is no FR waypoint. Instead,
DIRECT is displayed.
The track of the active flight plan leg is termed the desired track (DTK).
TK stands for the actual track.
BRG stands for the bearing from the present position to the TO waypoint.
The waypoint in the flight plan immediately after the TO waypoint is termed the next (NX)
waypoint.
The displacement of the aircraft at right angles from the desired track is termed cross track
(XTK) distance.
The GNS has a parallel course procedure. The pilot sets a selected cross track (SXTX)
distance; theGNS then navigates along a track parallel to the DTK at the SXTK distance.
ETE stands for expected time elapsed. GS stands for the ground speed.
MAN stands for manual. MEM stands for memory.
POS stands for present position.
VAR stands for magnetic variation.
WIND stands for the wind vector; it is always given in degrees true followed by a speed in
knots.
WPT stands for waypoint. XFILL stands for cross fill.
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Page 11
Units
TheGNS uses the following units:
All speeds are in knots.
All distances are in nautical miles~
With the HOG switch at MAG all directions are in degrees magnetic except wind
direction, which is in degrees true. With the HOG switch at TRUE, all directions are
in degrees true.
Latitude and longitude are given in degrees and minutes. The minutes are rounded
to the first decimal place.
Clock times are given in GMT in hours and minutes; they are only as accurate as
the set GMT.
Time periods are given in hours and minutes except time in DR and time since loss
of power. These are given in minutes.
Weights are in kilograms or pounds -weight units must be checked in the set-up as
they can be switched between kilograms and pounds.
Fuel flows are in kilograms/hour or pounds/hour - fuel units must be checked in the
set-up as they can be switched between kilograms and pounds.
Elevations are in feet.
System Power
A momentary press of the ON key turns the GNS ON; the display illuminates at full
brilliance and the MSG annunciator illuminates.
To turn the GNS off, hold the ON key for approximately 3 seconds. To avoid inadvertent
shutdown, a SYSTEM TURNING OFF message is displayed during this period.
The GNS has a standby battery. It is charged by the aircraft power supply. When the
GNS is switched off, the battery preserves some data in memory. The battery also
maintains system operation during short periods of aircraft power loss. A timer protects the
battery against discharge; after one minute of battery operation, the system is automatically
switched off.
Brilliance Control
The BRT key is used to adjust the display brilliance. The first press after power up dims
the display; alternate operations of the key then dim and brighten the display. While the
key is held, the brightness changes until the CRT reaches the lowest or highest illumination
level as appropriate.
System Test
The system performs an extensive test in the 30 seconds after switch on. The screen
display SELF TEST during this period. When the test is complete, an initialisation page is
displayed.
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Initialisation Page
Once the test is complete and passed, the initialisation page is displayed. It contains:
The date.
The time (GMT).
The position when theGNS was last powered down.
The ICAO code for the closest airport to the power down position.
The current software program version.
To initialise the system:
Date and time are entered or verified.
Position is entered or verified.
Once date, time and position are entered, the GNS will automatically advance to the flight
plan section. The initialisation page cannot be recalled. However, if time and date need
adjustment, they can be adjusted on a page in the planning section.
Flight Plan Section
The flight plan section of memory allows up to 56 flight plans with up to 50 waypoints in a
flight plan; however, the maximum number of different waypoints allowed in the flight plan
section is 999.
There are six types of flight plan page
ACTIVE FLIGHT PLAN -the route that the GNS is following.
FLIGHT PLAN LIST- list of stored flight plans.
FLIGHT PLAN -details of an individual stored flight plan.
DEPARTURE- allows SIDS and transitions to be added to a flight plan.
ARRIVAL- allows STARS and transitions to be added to a flight plan.
AIRWAYS- allows segments of airways to be added to a flight plan.
A flight plan is selected and made the active flight plan. If a suitable flight plan is not
stored, one can be created. If a stored flight plan is almost what is wanted, it is made the
active flight plan and then modified.
Waypoint Alert
When within 30 seconds of the TO waypoint, the GNS enters a waypoint alert phase. A
systems message WPT ALERT is given and information about the next waypoint is added
to the NAV pages. A WPT legend is displayed on the EFIS ND.
Leg Changing
The GNS has two leg-changing modes: manual (MAN) and automatic (AUTO). A field
containing either AUTO or MAN at the bottom of NAV page 1 indicates the mode.
In the automatic mode, the GNS will automatically make leg changes to follow the active
flight plan.
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Navigation Section
There are four primary navigation pages: NAV 1, 2, 3 and 4. They:
Display the current FR and TO waypoints.
Present active leg and general navigation information,
Allow pilot inputs to be made -for example manual leg changes.
There is a fifth navigation page (NAV 5) if AFIS is fitted. It is a flight plan progress page.
Items common to the first three NAV pages are:
The current leg FR waypoint.
The current leg TO waypoint.
The NX waypoint during waypoint alert.
Additional items on NAV 1 are:
Referenced to the TO waypoint: distance, desired track and ETE.
During waypoint alert: distance and desired track to the next waypoint.
Ground speed and wind velocity.
The leg change status: MAN or AUTO. The status can be changed on this page.
Wind components along and across track.
ETA at destination and estimated fuel at destination.
XTK distance and SXTK distance.
Drift.
Magnetic variation.
TAS, HOG, BRG and TK.
NAV 4 contains:
An IDENT field. This is the identifier of a fix to be over flown for a position update.
The composite position.
The radial distance of each position sensor from the composite position.
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Navigation Sub-sections
There is a sub section for each of the navigation sensors. The first page of a sub-section
is accessed from NAV 4 by placing the cursor over the sensor field and pressing the
ENTER key. When in a sensor sub section, the NAV key pages forward through the
sub-section and the BACK key backwards through the sub section. If the NAV key is
pressed when on the last page of a sub section, NAV page 4 is accessed. If the BACK key
is pressed when on the first sub section page, NAV page 4 is accessed.
Fence
A string of dashes separating parts of a flight plan is called a fence. It separates:
The current FArrO leg from the originally selected active flight plan when the TO
waypoint is not on th at flight plan.
Non-continuous flight plan segments.
When navigating from above and towards the fence, auto-leg change beyond the waypoint
just above the fence is inhibited. A manual leg change has to be made to cross the fence.
Auto leg changes are then possible.
Direct To
When the Direct key is pressed, a page listing active flight plan waypoints from the current
TO waypoint onwards is displayed. The cursor is positioned over the current TO waypoint.
The cursor can be moved to the desired TO point using the cursor control keys in the
natural sense. Pressing the ENTER key will set the GNS on a direct track to the desired
waypoint ; the CDU will display NAV page 1.
If the desired waypoint is not in the active flight plan, the waypoint can be entered on the
DIRECT page using the procedures for modifying flight plans. Once the ENTER key is
depressed, the GNS will navigate directly to the desired waypoint and the CDU will display
NAV page 1. Making a leg change in this way should not create a fence in the active flight
plan.
A direct to leg change can also be made on any NAV page with a FArro field. However, if
the TO waypoint is not in the active flight plan, a fence will be created in the active flight
plan.
FGS Direct To
Once the ENTER key is pressed to complete a DIRECT TO procedure, theGNS lays down
a track from the present position to the new iO waypoint. If a large heading change is
required to turn towards the new TO waypoint, the aircraft can become well off track in the
turn. The GNS often tries to regain its laid down track at a large cutting angle, rather than
rolling out of the turn tracking towards the TO waypoint. This inelegant behaviour can be
overcome by making another DIRECT iO just before the heading reaches that required to
track towards the TO waypoint. The DIRECT TO can be prepared, leaving just the last
press of the ENTER key to be made at the required roll out heading.
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Planning Section
There are six planning pages: PLAN 1 to PLAN 6. Four of these are status pages. The
other two can be set to give planning information about the active flight plan or any other
route. An input from the aircraft engine fuel flow indication system is used to present fuel
flow and fuel used data. The system does not take account of APU fuel flow. Pilot inputs
of fuel contents, basic operating weight and payload are required in the GNS setting up
procedure.
PLAN 1 Page
PLAN 1 is the FUEL STATUS page. It displays:
The units in use: LB or KG.
The fuel remaining.
The pilot entered reserve fuel.
The current total engine fuel flow.
The time left before the reserve fuel quantity is reached.
The distance left before the reserve fuel quantity is reached.
The ground nautical miles per unit mass of fuel.
PLAN 2 and 3 Pages
PLAN 2 is the TRIP PLAN page; PLAN 3 is the FUEL PLAN page. These pages are
associated with either the active flight plan or a stored flight plan. The flight plan is
identified by:
The departure and destination identifiers.
"A" for the active flight plan. The stored flight plan number for a non active flight
plan.
Common items on the PLAN 2 and PLAN 3 pages are:
The FR waypoint identifier of the current leg or DIRECT.
The ground speed. It will be followed by MAN if it has been manually entered.
Additional items on PLAN 2 are:
The desired track of the displayed leg.
The distance and ETE to the TO waypoint.
The distance and time to destination from the current position following the flight
plan route.
The total engine fuel flow.
The fuel required to the TO waypoint.
The fuel required from current position to destination following the flight plan route.
The fuel remaining at destination following the flight plan route.
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Trip Plan and Fuel Plan Operation
The trip plan and fuel plan pages provide the capability to calculate information about the
active flight plan, stored flight plans, DIRECT TO legs or random legs. These calculations
do not affect any of the system's navigation functions.
The trip and fuel plan pages should be considered as a pair of plan pages. When one of
the pair is accessed from a page not a member of the pair, the displayed information
relates to the active flight plan. When changes are made to one of the pair, they are
reflected on the other member of the pair. Moving directly between each member of the
pair does not cause a data change on either of the pages. However, moving to any other
display, apart from the MSG section, causes any changes to be lost as, on return, the
active flight plan data is displayed.
When the active flight plan is being displayed on the plan pages, an automatic leg change
made on the navigation pages is not reflected on the plan pages.
If a FR waypoint is displayed, the start point for distance, time and fuel calculations is the
FR waypoint displayed on the PLAN page.
If DIRECT is displayed on the PLAN page:
The start point is the current position.
For calculations through the flight plan, the route is from the current position to the
plan page displayed TO waypoint and then on through the flight plan.
If the active flight plan is being displayed on the plan page, then , when the aircraft passes
the trip/fuel plan TO point:
Distance to the TO waypoint increases.
FPL time, distance and fuel increase.
Remaining fuel at destination decreases.
PLAN 4 Page
PLAN 4 is the FUEL FLOW page. It displays the fuel flow of each engine and the total
engine fuel flow.
PLAN 5 Page
PLAN 5 is the DATE/TIME page. It displays:
Date and time. Both can be changed from this page.
The take-off and landing times (from the squat switches) .
The flight time (from the squat switches).
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PLAN 6 Page
PLAN 6 is the AIRCRAFT WEIGHT page. It displays:
The pilot entered basic operating weight.
The pilot entered payload~
The fuel used calculated from the engine fuel flows.
The weight of fuel on board. The value entered by the pilot minus fuel used since
the entry.
The gross weight - basic operating weight plus payload plus fuel on board.
Waypoint Pages
Waypoint pages contain the details of individual waypoints.

There are five types of waypoint pages:
VHF navigation aids in the navigation data bank.
Non-directional beacons in the navigation data bank.
Intersections in the navigation data bank.
Pilot generated or personalised waypoints.
Offset waypoints.
Waypoint pages can be accessed from the INITIALIZATION, FPL, NAV, TR IP PLAN, FUEL
PLAN, HOLD and DIRECT TO pages.
Duplicate Waypoints
A waypoint in the NOB is described as duplicate if its identifier is the same one or more
other waypoints in the NOB. When a duplicate waypoint is called up, the waypoint nearest
the aircraft will be displayed first. The BACK key is used to toggle through a list of
duplicate waypoints.
Pilot Generated (Personalised) Waypoints
The ICAO identifiers stored in the NOB cannot be used to identify a personalised
waypoint. To create a personalised waypoint, an alphanumeric identifier of up to six
characters is entered. The personalised waypoint page will be displayed; the page
contains a position (POS) field. If the identifier has already been assigned, its position is
displayed in the field ; otherwise the field is blank.
A personalised waypoint will only be retained on system power down if the waypoint is
listed on a stored flight plan page.
Offset Waypoint
An offset waypoint is a waypoint that is on a given radial and at a given distance from a
known waypoint. The known waypoint is termed the parent waypoint. The parent way
point may be a stored personalised waypoint, a data base waypoint or a special waypoint.
Appending an asterisk to the parent waypoint identifier identifies the offset waypoint.
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Obsolete Waypoints
An obsolete waypoint is one that has been placed on a stored flight plan from the NOB but
is not on the currently installed Jeppesen Data Base. An obsolete way point can only be
accessed by verifying an existing waypoint on a flight plan; it will be lost once its last
occurrence on a flight plan has been removed.
Special Waypoints
#0, #1 and #OFF are defined automatically by the system and are called special waypoints.
#0 is the position where the last DIRECT waypoint leg change was made.
#1 is the position where the HOLD page was last accessed.
#OFF is the last known position on loss of power.
HOLD Page
The hold page provides the means of checking and updating the system position. It is
accessed by pressing the HOLD key.
Pseudo-VORTAC
A pseudo-VORTAC is just a defined track to a waypoint; the waypoint can be any GNS
waypoint, not necessarily a VOR. TheGNS then treats this track as if the TO waypoint is a
VOR and the track is the required inbound course.
The leg change mode is automatically set to MAN once a pseudo-VORTAC is set.
However the mode may be reselected to AUTO if desired.
Parallel Course
The parallel course procedure is used to establish steering commands to a track parallel to
the current leg but offset from it.
With parallel course selected, the cross track distance (XTK) remains referenced to the
original track. BRG, DIS and ETE remain referenced to the TO waypoint.
Message Section
A message section holds active system and sensor messages. A MSG key accesses the
section. The key toggles through the message pages. In most cases when a new
message is given, the MSG key will flash. The warning is repeated by a MSG legend on
the EFIS ND. The possible messages are given in the Operator's Manual.
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The VPU
Each GNS has a VPU: VPU 1 for GNS 1 and VPU 2 for GNS 2. The VPUs takes inputs
from DME 1, DME 2, VOR 1 and VOR 2.
Each DME has five channels: channel 1 to channel 5. VHF NAV 1 controller tunes channel
1 of DME 1; VPU 1 tunes channels 2 to 5 of DME 1. VHF NAV 2 controller tunes channel
1 of DME 2; VPU 2 tunes channels 2 to 5 of DME 2.
VPU 1 uses all five channels from DME 1 and channel 1 from DME 2. VPU 2 uses all five
channels from DME 2 and channel 1 from DME 1. Thus each VPU has up to six DME
ranges to calculate position.
The VOR bearings associated with the frequencies set on number 1 and 2 VHF NAV
controllers are also sent to both VPUs. However the VOR bearings are only used if the
VOR has a collocated DME and this DME is being received.
A VPU can operate in two modes: DMEIDME or VOR/DME. In the DMEIDME mode, fixing
is primarily made using the DME ranges. In the VOR/DME mode, heavy reliance is made
on VOR bearing.
VPU accuracy is normally very good when enough DME stations are in range to allow the
VPUs to be in the DME/DME mode and there are good geometric cuts on the circular lines
of position. In these cases, the accuracy of the VPUs and the accuracy of the GPS are
similar. When DME coverage is sparse, the VPUs may drop into the VORIDME mode. In
this mode the accuracy is degraded; however it is no worse than pilot navigation using
VOR bearing and DME distance.
On most routes, the VPUs will perform well for the bulk of the flight. However at low
altitude, fewer DME stations will be in range and the accuracy may suffer.
TheGNS assigns a quality factor to VPU position. The quality factor is between 2 and 99
inclusive; the best quality factor is 2; a figure of 99 indicates that the VPU is in its DR
mode.
A quality factor reference value can be entered through the CDU. If the GNS assigned
value exceeds the reference value, a VPU QUALITY sensor message is given.
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GPS
The GPS sensor is an option. It is contained in a Global Positioning Unit (GPU) in the
avionics bay. The GPS antenna is on the top of the left wing. The antenna is connected to
the GPU via a down converter. The antenna receives the satellite signals; they are then
amplified in the down converter and passed to the GPU for processing. The GPU supplies
GPS position to both NMUs via ARINC 429 digital busses.
GPS position is computed once the following have been verified or entered via the CDU:
GMT.
Date.
Position.
The GPU can assess all GPS satellites that are in view of the antenna. However, the GPU
can only use up to five satellites for navigation at one time.
The GPU has five continuous tracking receivers. These allow the GPU to track up to five
GPS satellites. Track is the GNS term for using a satellite for navigation.
The GPU measures the quality of the computed GPS position. The measure is termed
Geometric Dilution of Precision (GDOP). GDOP ranges from 1 to 99: the best quality is 1
and the worst is 99.
For the GPS to enter its navigation mode, at least three satellites must be tracked. If only
three are tracked, an altitude input is required.
If five satellites are being tracked an altitude input is not required. If only four are being
tracked and the GDOP is 15 or greater, an altitude input is required; if only four satellites
are being tracked and the GDOP less than 15, an altitude input is not required.
Normally the altitude input is automatically provided by the ADCs. However, altitude can
also be entered manually via the CDU. If manual altitude is made, it must be verified every
five minutes; if it is not, the GPS position will not be used.
IRS
The IRSs are fully described in the IRS chapter. They are autonomous navigation sensors
but they rely on an accurate starting position. The starting position is provided by the GNS
during the initialisation process. It is important to enter the ramp position accurately during
GNS initialisation.
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Composite Position
When the GNS is powered up and initialised, its composite position is the initialised
position modified by integrating the average of the two IRS velocities; the VPU positions
are not used because they can be significantly in error on the ground due to multi path
reception of the signals.
It is important that the ramp position is entered accurately, as it is the starting point for the
IRS position. If the position needs to be updated before take off, do not use the HOLD
facility but perform a downmode align. If the HOLD facility is used, the VPUs will be put in
the navigation mode and thus contribute to the composite position; of course, if VHF NAV
signals are not being received, the VPUs will not be used.
Once airborne, the composite position is the weighted average of the GPS (if fitted) and
the VPU positions smoothed by the average of the two IRS velocities. If both VPUs and
the GPS are lost, theGNS composite position becomes:
The composite position when the last sensor was lost.
UPDATED BY
The change in position found by integrating the average of the two IRS velocities.
If the VHF NAV reception is adequate, the VPUs remain in the navigation mode on landing
and thus still contribute to the composite position. Multi-path reception can corrupt the
position ; this can be avoided by switching the GNSs off and then on during a turn-round.
Dead reckoning (DR) Mode
If position data is not available from the navigation sensors, the system drops into the dead
reckoning (DR) mode. A system message of DR will be given on the message pages. The
message will be one of the following:
Heading and T AS.
Track and TAS.
Track and ground speed.
Heading and ground speed.
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Position Anomaly
Whenever a GNS has had its position updated, it endeavours to send it to the IRSs. If the
lASs are not in align mode, theGNS "remembers" this position and sends it to the IRSs the
next time they are in align mode. A GNS has its position updated when:
It is cross-filled before being set in navigation mode. The normal RJ procedure

before flight.
A position is updated using the hold facility.
A new position is entered on navigation page 4.
A long power interrupt is experienced. Some transfers from external AC to APU

power are long enough.
If at the departure airfield, the GNS cross-fill is completed after the IRSs have achieved
navigation mode, the departure position will be passed to the IRSs when they are selected
to ALN at destination. The NAV annunciators will then flash because the IRSs fail their
position compare tests. In most cases, entering a correct position on navigation page 4
corrects the situation. However if the GNSs are turned off, before entering a correct
position, and then turned on, they then revert to the departure position. It seems that they
prefer the bogus IRS position to the power off position. Entering a correct position to either
GNS with the IRSs switches at ALN should resolve the situation. This situation can be
avoided completely by, at the departure airfield, selecting ALN initially on the lASs and only
selecting NAV once both the GNSs have been initialised. However if initialisation of one
GNS has occurred after the IRSs achieve navigation mode, turning the GNSs off at
destination before selecting ALN will prevent the GNSs sending the departure position to
the IRSs; thus the GNSs will not revert to the departure position on power up.
If a long power interrupt is experienced at the departure airfield after the IRSs have
achieved navigation mode, both GNSs will try to send a false position to the IRSs when
ALN is selected at destination. A correct position must be entered on navigation page 4 of
each GNS to correct this situation. Again, if the GNSs are turned off and then on without
making a correction, they revert to the destination position, and entering a correct position
to either GNS with the IRSs switches at ALN should resolve the situation. The problem
can be avoided by selecting the GNSs off before selecting the IRSs to ALN, as the false
position will not be passed to the lASs.
Similar effects can be seen if, with the IRSs in navigation mode, theGNS is updated at any
time via navigation page 4 or using the hold facility. The reversion position is the updated
position rather than the departure position.
Power Supplies
GNS 2 is powered from DC BUS 2.

GNS 1 is powered by either ESS DC or DC BUS 1, depending on the modification state of
the aircraft. If B RNAV certification is required, GNS 1 must be supplied by ESS DC.
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Overv iew
Two GNS-XLSs may be fitted as an option: GNS 1 and GNS 2. An overview schematic is
given in Figure 9.3.1 . Each GNS is a single box including its control and display unit
(CDU). The GNSs are installed on the forward centre console. GNS 1 on the left and
GNS 2 on the right. There are two standards of GNS-XLS: one capable of BRNAV
certification and another capable of PRNAV certifica1ion.
A GNS-XLS Operator's Manual contains a full description of the GNS-XLS and its
operation. There is one manual for the BRNAV version and another for the P-RNAV
version. Each manual has a report number: 006-0845-0000 for the BRNAV version and
006-18314-0000 for the P-RNAV version.
Each GNS provides:
Lateral navigation.
Advisory vertical navigation.
Coupling of the AP/FD to theGNS active flight plan via the FGS LNAV mode.
Display of the flight plan route on the EFIS. This is described in the EFIS topic.
The GNS provides great circle navigation from the aircraft's present position direct to any
waypoint or via a flight plan. The system receives inputs from several navigation sensors;
the GNS uses the navigation data to calculate a composite position, taking into account the
characteristics of each type of navigation sensor.
Each GNS contains a GPS sensor: GPS 1 in GNS 1 and GPS 2 in GNS 2. GPS 1 is only
available to GNS 1; GPS 2 is only available to GNS 2.
Each GNS contains a VORTAC positioning unit (VPU) : VPU 1 for GNS 1 and VPU 2 for
GNS 2 Both VPUs are available to each GNS. The VPUs communicate with the VHF NAV
controller, the DMEs and the VORs.
Both GNSs receive inputs from both IRSs.
Using the navigation sensors, the GNS calculates position against time and so is able to
present track and groundspeed data. The IRSs provide a heading input, thus the GNS can
also calculate drift angle. The ADCs provide a TAS input to the GNSs; with both heading
and TAS inputs, the GNS can also calculate wind velocity.
Each GNS has a navigation database known as the navigation data bank (NOB) ; the NOB
stores positions, SIDs, STARs, approaches and en route airways.
GNS 1 sends data to the FOR via the FDAU.
Each NMU sends the GNS composite position to the EGPWS.
An intersystem bus allows each GNS to access data from the other GNS.
The HOG reference switch position is sent to both CDUs. With the HOG switch at MAG all
CDU directions are in degrees magnetic except wind direction, which is in degrees true.
With the HOG switch at TRUE, all directions are in degrees true.
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Figure 9 _3_1 - GNS Architecture

GNS..XLS 1
GPS antennas
GPS1
GNS..XLS 2
GPS2
If--
Intersystem bus --~
VPU2
VPU1
IRS 1
Navigation
Databank
IRS 2
Navigation
Database
DME 1
DME"2
Fwnctlons
Fundions
VOR1
Lateral
navigation
VertJcal
navigation
Laleml
VOR2
navigabon
NAV 1 C(lfltrol'-r
Vertical
NAV 2 Control'-r
navlgabon
Display on I;FlS
ADC 1
Drsplay on EFIS
FGC LNAV
ADC2
FGCLNAV
mode
Flight planning
Fool planning
EGPWC
Loft PED
R1ght PED
mode
Fllgll'lt planning
Fuel planning
h'--- I
Data to FOR
FGC 2
1-v1- 111-1)04 4 1
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CDU
The CDU has a colour LCD display and all the necessary controls for system operation.
The controls are all push button switches. Up to 10 lines of information can be displayed;
each line can contain up to 20 characters. The CDU is shown in Figure 9.3.2.
A key marked ON, in the top centre of the CDU, is used to turn the system on and off. A
BRT key, to the right of the ON key, controls the brightness of the LCD display.
Below the LCD, there is a group of alpha characters. The group contains a linear
alphabetical keyboard of all 26 letters, an asterisk key and a space (SP) key. A numeric
keyboard is on the right side of the CDU. It contains the numerals 0 to 9, a hash key and a
key. An ENTER key. below the LCD, is used to complete data entry or complete entry
sequences.
in a book. Above the LCD there is a group of keys known as display selector keys. There
is one more display selector key: a direct to key on the left side of the CDU. The first page
of each section is accessed by one of the display selector keys:
NAY - accesses a navigation section .
VNAV- accesses a vertical navigation section .
AFIS- access the optional AFIS system. The SP key is only used if AFIS is fitted .
FPL- accesses a flight plan section .
TERR -is inoperative. On some CD Us, the key is blank .
PLAN -accesses a planning section .
HDG -accesses a heading command section .
TUNE - accesses a DME tuning page.
liD -accesses a direct to waypoint section .
Each subsequent press on a section key moves one page forward within the section ; when
the last page is reached, the next press accesses the first page again and the cycle can be
repeated. Next (NXT) and previous (PRY) keys on the left of the CDU can be used to
page forwards and backwards through a section.
The display has a yellow rectangular cursor; it is p laced over a display field to enter or
change the data in that field . The cursor is controlled by line select keys : five on the left
side of the LCD and five on the right side.
A HOLD key is just to the top right of the LCD; the key has two functions:
To access a holding pattern page.
To access a position fix page.
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A BACK key, at the bottom right of the data keyboard is used:
To move backwards through the pages of a section.
To delete entries.
To display lists of options associated with the cursor position.
Figure 9_3.2- Control and Display Unit

Selects the flight plan section
Selects the vertical
Selects the tuning section
Selects the planning! section
Selects the navigation section

Selects the AFIS section
Selects the heading sect ion
Display selector keys
Hold key
Message
annunciator
Message key
Previous key
--+:~
-1:
Next key
Direct to key
The alphabetical keyboard:

> Linear keyboard
)> 26 letters
J;o An asterisk
Space key for AFiS

Back key - - - '
The numeric keyboard:
)> 0 to 9
>
>
Plus or minus key

Hash key
i-v1-19 -00442
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LCD Colours
The LCD colour codes the alphanumeric numeric information; this makes it easier and
quicker to find information on a page.
Magenta is used for the TO waypoint.
Yellow is used for :
The FROM waypoint.
Caution and advisory messages.
Data entered via the CDU but not yet accepted by the computer.
Cyan is used for:
The date.
Times.
Tuned frequencies or codes.
Altitudes.
Green is used for:
Navigation data.
Fuel data.
General page data.
White is used for:
Page titles.
Prompts.
Red is used for warnings.

Blue is used for waypoint numbers.
When the cursor is placed on a field, a yellow rectangle is placed around the field.
AFIS
TheGNS can also interface with an optional Airborne Flight Information System (AFIS).
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Field
TheGNS defines a field as a line of information.
Cursor
The cursor is normally out of view. It can be brought onto the screen by pressing an active
line select key.
If data is entered into a field, the cursor will either move to the next enterable field or will be
removed from the screen.
If the field blinks after an entry has been attempted, then the entry has not been accepted
by the computer. Reasons for an entry not being accepted are:
The entry was unreasonable or invalid.
The difference between the previous value and the entered value is large and thus
requires verification.
Sections and Pages

The GNS information and functions are arranged in sections. Sections are made up of
pages. A complete page can be displayed on the LCD screen. Every screen display is a
page.
The four main sections are Navigation, Vertical Navigation, Flight Plan and Planning. A
dedicated key is provided to access the first page of each section: NAV, VNAV, FPL and
PLAN respectively. Each subsequent press on a section key moves one page forward
within the section; when the last page is reached, the next press accesses the first page
again and the cycle can be repeated. The BACK key allows the operator to cycle
backwards through the pages of a section.
The NXT key moves forward through a section in the same way as a section key. The
PRV key is used in the same way as the BACK key.
Line Section Keys

Not all the line select keys are active on a particular page. Active keys have arrow heads
against them on the adjacent edge of the LCD.
Sometimes, a key has two lines of data associated with it; the first press of the key puts the
cursor on the higher line; the next press puts the cursor on the lower line. The third press
removes the cursor from the display.
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Data Entry
To enter data, place the cursor over the required field and write the data in with the
alphanumeric keys; the BACK key can be used to erase errors. Finally, press the ENTER
key. If the data entry is a waypoint, a WAYPOINT page appears; once the data is verified,
the ENTER key is pressed again to complete the data entry.
Navigation Data Bank (NOB)
The Navigation Data Bank (NOB) is an integral part of the GNS. The NOB contains over
50,000 waypoints. The NOB is updated every month using a PCMIA card. The card is
inserted into the CDU. The NOB waypoint categories are:
VHF navigation aids.
Non-Directional Beacons.
Airport Reference Points.
Runway Thresholds.
Outer Markers.
Intersection/En Route points.
The VHF navigation aids, intersection and en route waypoints are called by using their
ICAO identifiers. Non-directional beacons are called by adding the letters NB to their ICAO
identifiers.
An ICAO airport identifier will call the associated airport page. The page lists the ARP,
ru nway thresholds and outer markers.
As an option, the NOB can also hold flight plans customised for an operator.
Manual Changes
Some parameters that are normally automatically calculated and displayed can be
manually inserted. Once a manual insertion of a parameter is made, the pilot is
responsible for updating it. A display of (MAN) indicates that the parameter has been
inserted manually.
Cross-fill
When the navigation or flight plan data in GNS 1 and GNS 2 are dissimilar, a cross fill
facility allows the data in one GNS to be updated with data from the other.
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Display Abbreviations and Terminology
For a flight plan leg, the start waypoint point is indicated by FR and the end waypoint by
TO.
If the GNS has been set to go direct to a waypoint, there is no FR waypoint. Instead,
DIRECT is displayed.
The track of the active flight plan leg is termed the desired track (DTK).
TK stands for the actual track.
TKE stands for track angle error. It is the difference between the desired track and the
actual track in degrees.
BRG stands for the bearing from the present position to the TO waypoint.
The waypoint in the flight plan immediately after the TO waypoint is termed the next (NX)
waypoint.
The displacement of the aircraft at right angles from the desired track is termed cross track
(XTK) distance.
The GNS has a parallel course procedure. The pilot sets a selected cross track (SXTX)
distance; the GNS then navigates along a track parallel to the DTK at the SXTK distance.
ETE stands for expected time elapsed.
GS stands for the ground speed.
MAN stands for manual.
MEM stands for memory.
POS stands for present position.
VAR stands for magnetic variation.
WIND stands for the wind vector; it is always given in degrees true followed by a speed in
knots.
WPT stands for waypoint.
XFILL stands for cross fill.
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Units
TheGNS uses the following units:
All speeds are in knots.
All distances are in nautical miles~
With the HOG switch at MAG all directions are in degrees magnetic except wind
direction, which is in degrees true. With the HOG switch at TRUE, all directions are
in degrees true.
Latitude and longitude are given in degrees and minutes. The minutes are rounded
to the first decimal place.
Clock times are given in GMT in hours and minutes.
Time periods are given in hours and minutes except time in DR and time since loss
of power. These are given in minutes.
Weights are in kilograms or pounds -weight units must be checked in the set-up as
they can be switched between kilograms and pounds.
Fuel flows are in kilograms/hour or pounds/hour -fuel units must be checked in the
set-up as they can be switched between kilograms and pounds.
Elevations are in feet.
System Power
A momentary press of the ON key turns the GNS ON; the display illuminates at full
brilliance and the message annunciator illuminates.
To turn the GNS off, hold the ON key for approximately 3 seconds. To avoid inadvertent
shutdown, a SYSTEM TURNING OFF message is displayed during this period.
The GNS has a standby battery. It is charged by the aircraft power supply. When the
GNS is switched off, the battery preserves some data in memory. The battery also
maintains system operation during short periods of aircraft power loss. A timer protects the
battery against discharge; after one minute of battery operation, the system is automatically
switched off.
Brilliance Control
The BRT key is used to adjust the display brilliance. The first press after power up dims
the display; alternate operations of the key then dim and brighten the display. While the
key is held, the brightness changes until the CRT reaches the lowest or highest illumination
level as appropriate.
System Test
The system performs an extensive test after switch on. The test takes between 30 and 90
seconds depending on the software standard. The screen displays SELF TEST during this
period. When the test is complete, an initialisation page is displayed.
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Initialisation Page
Once the test is complete and passed, the initialisation page is displayed. It contains:
The date.
The time (GMT).
The position when theGNS was last powered down.
The ICAO code for the closest airport to the power down position.
The current software program version.
To initialise the system:
Date and time are entered or verified.
Position is entered or verified.
Once date, time and position are entered, the GNS will automatically advance to the flight
plan section. The initialisation page cannot be recalled. However, if time and date need
adjustment, they can be adjusted on a page in the planning section.
Flight Plan Section
The flight plan section of memory allows up to 56 flight plans with up to 50 waypoints in a
flight plan.
There are seven types of flight plan page:
ACTIVE FLIGHT PLAN -the route that the GNS is following.
FLIGHT PLAN LIST - list of stored flight plans.
FLIGHT PLAN - details of an individual stored flight plan.
DEPARTURE- allows SIDS and transitions to be added to a flight plan.
ARRIVAL- allows STARS and transitions to be added to a flight plan.
APPROACH- allows approaches to be added to a flight plan.
AIRWAYS- allows segments of airways to be added to a flight plan.
A flight plan is selected and made the active flight plan. If a suitable flight plan is not
stored, one can be created. If a stored flight plan is almost what is wanted, it is made the
active flight plan and then modified.
Waypoint Alert
When within 30 seconds of the TO waypoint, the GNS enters a waypoint alert phase. A
systems message WPT ALERT is given and information about the next waypoint is added
to the NAV pages. A WPT legend is displayed on the EFIS ND.
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Leg Changing
The GNS has two leg-changing modes: manual (MAN) and automatic (AUTO). A field
containing either AUTO or MAN at the bottom of NAV page 1 indicates the mode.
In the automatic mode, the GNS will automatically make leg changes to follow the active
flight plan.
Navigation Selection
There are four primary navigation pages: NAV 1, 2, 3 and 4. They:
Display the current FR and TO waypoints.
Present active leg and general navigation information.
Allow pilot inputs to be made - for example manual leg changes.
There is a fifth navigation page (NAV 5) if AFIS is fitted. It is a flight plan progress page.
Items common to the first three NAV pages are:
The current leg FR waypoint.
The current leg TO waypoint.
The NX waypoint during waypoint alert.
Referenced to the TO waypoint: distance, desired track and ETE.
During waypoint alert: distance and desired track to the next waypoint.
Holding pattern data.
Ground speed and wind velocity.
The leg change status: MAN or AUTO. The status can be changed on this page.
A XFILL prompt if GNS 1 and GNS 2 contain dissimilar data.
Wind components along and across track.
ETA at destination and estimated fuel at destination.
TKE, XTK distance and SXTK distance.
The CDI sensitivity (en route, terminal or approach) and the ability to manually
change the sensitivity.
Drift.
Magnetic variation.
TAS, HDG, BRG and TK.
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NAV 4 contains:
An IDENT field. This is the identifier of a fix to be over flown for a position update.
The composite position.
The radial distance of each position sensor from the composite position.
Navigation Sub-sections
There is a sub section for each of the navigation sensors. The first page of a sub-section
is accessed from NAV 4 by placing the cursor over the sensor field and pressing the
ENTER key. When in a sensor sub section, the NAV key pages forward through the
sub-section and the BACK key backwards through the sub section. If the NAV key is
pressed when on the last page of a sub section, NAV page 4 is accessed. If the BACK key
is pressed when on the first sub section page, NAV page 4 is accessed. The PREV and
NXT keys can also be used; however, these keys cannot be used to exit the sub section;
the PRV and NXT keys wrap around.
Fence
Fences indicate discontinuities in the flight plan. There are two types of fence:
A fence separating the missed approach waypoint from the rest of the approach. It
is represented by six plus signs (+ + + + + +).
A fence representing any other discontinuity in the flight plan. It is represented by

six dashes(------).
When navigating from above and towards the fence, auto-leg change beyond the waypoint
just above the fence is inhibited. A manual leg change has to be made to cross the fence.
Auto leg changes are then possible.
Direct To
When the Direct key is pressed, a page listing active flight plan waypoints from the current
TO waypoint onwards is displayed. The cursor is positioned over the current TO waypoint.
The cursor can be moved to the desired TO point using the cursor control keys in the
natural sense. Pressing the ENTER key will set the GNS on a direct track to the desired
waypoint; the CDU will display NAV page 1.
If the desired waypoint is not in the active flight plan, the waypoint can be entered on the
DIRECT page using the procedures for modifying flight plans. Once the ENTER key is
depressed, the GNS will navigate directly to the desired waypoint and the CDU will display
NAV page 1. Making a leg change in this way should not create a fence in the active flight
plan.
A direct to leg change can also be made on any NAV page with a FRffO field. However, if
the TO waypoint is not in the active flight plan, a fence will be created in the active flight
plan.
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Vertical Navigation
The vertical navigation facility is accessed and monitored using the VNAV section.
Altitude constraints associated with SIOs, STARs and approaches are automatically
assigned from the NOB. The constraints on the active flight plan can be manually edited.
For the en route phase, altitude constraints can be manually programmed.
A cruise altitude can be manually entered. From the cruise altitude and the active flight
plan, the system calculates a top of climb (TOC) point and a top of descent (TOO) point.
Where flight plan waypoints have a constraint that requires the waypoint to be crossed at a
particular altitude, the GNS automatically computes the required flight path angle.
A flight path angle can be manually set for a descent. The default value is 3 o; the range
available is from 0.1 tO 6.
Required vertical speed to meet an altitude is displayed on VNAV page 1. This page also
displays the actual vertical speed. VNAV page 1 also displays the vertical deviation from a
flight path. Vertical deviation cannot be displayed on the EFIS vertical deviation indicators.
Heading
Pressing the HOG key selects a HEADING VECTOR page. From this page, theGNS can
be set to command a heading rather than a track. The command can be set:
To just hold a heading
OR
To hold a heading to intercept a leg of the active flight plan
When the GNS is in the HOG mode, a white HOG annunciator illuminates on the
associated FGS status annunciators. For the FGC to fly this heading, the lateral mode
must be LNAV.
Approaches
Approaches can be added to the active flight plan. When the GNS is in the approach
mode, a green FMS APP annunciator illuminates on the associated FGS status
annunciators.
Planning Section
There are seven planning pages: PLAN 1 to PLAN 8. An input from the aircraft engine fuel
flow indication system is used to present fuel flow and fuel used data. The system does
not take account of APU fuel flow. Pilot inputs of fuel contents, basic operating weight and
payload are required in theGNS setting up procedure.
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PLAN 1 Page
PLAN 1 is the FUEL STATUS page. It displays:
The units in use: LB or KG.
The fuel remaining.
The pilot entered reserve fuel.
The current total engine fuel flow.
The time left before the reserve fuel quantity is reached.
The distance left before the reserve fuel quantity is reached.
The ground nautical miles per unit mass of fuel.
PLAN 2 and 3 Pages

PLAN 2 is the TRIP PLAN page; PLAN 3 is the FUEL PLAN page. These pages are
associated with either the active flight plan or a stored flight plan. The flight plan is
identified by:
The departure and destination identifiers.
'A' for the active flight plan. The stored flight plan number for a non active flight
plan.
Common items on the PLAN 2 and PLAN 3 pages are:
The FR waypoint identifier of the current leg or DIRECT.
The ground speed. It will be followed by MAN if it has been manually entered.
The desired track of the displayed leg.
The distance and ETE to the TO waypoint.
The distance and time to destination from the current position following the flight
plan route.
The predicted status of RAIM at the last waypoint on the flight plan.
The total engine fuel flow.
The fuel required to the TO waypoint.
The fuel required from current position to destination following the flight plan route.
The fuel remaining at destination following the flight plan route.
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Trip Plan and Fuel Plan Operation
The trip plan and fuel plan pages provide the capability to calculate information about the
active flight plan, stored flight plans, DIRECT TO legs or random legs. These calculations
do not affect any of the system's navigation functions.
The trip and fuel plan pages should be considered as a pair of plan pages. When one of
the pair is accessed from a page not a member of the pair, the displayed information
relates to the active flight plan. When changes are made to one of the pair, they are
reflected on the other member of the pair. Moving directly between each member of the
pair does not cause a data change on either of the pages. However, moving to any other
display, apart from the MSG section, causes any changes to be lost as, on return, the
active flight plan data is displayed.
When the active flight plan is being displayed on the plan pages, an automatic leg change
made on the navigation pages is not reflected on the plan pages.
If an FR waypoint is displayed, the start point for distance, time and fuel calculations is the
FR waypoint displayed on the PLAN page.
If DIRECT is displayed on the PLAN page:
The start point is the current position.
For calculations through the flight plan, the route is from the current position to the
plan page displayed TO waypoint and then on through the flight plan.
If the active flight plan is being displayed on the plan page, then, when the aircraft passes
the trip/fuel plan TO point:
Distance to the TO waypoint increases.
FPL time, distance and fuel increase.
Remaining fuel at destination decreases.
PLAN 4 Page
PLAN 4 is the FUEL FLOW page. It displays the fuel flow of each engine and the total
engine fuel flow.
PLAN 5 Page
PLAN 5 is the DATE/TIME page. It displays:
Date and time. Both can be changed from this page.
The take-off and landing times (from the squat switches).
The flight time (from the squat switches).
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PLAN 6 Page
PLAN 6 is the AIRCRAFT WEIGHT page. It displays:
The pilot entered basic operating weight.
The pilot entered payload.
The fuel used calculated from the engine fuel flows.
The weight of fuel on board. The value entered by the pilot minus fuel used since
the entry.
The gross weight- basic operating weight plus payload plus fuel on board.
Plan Pages 7 and 8
TheGNS provides fault detection and exclusion capabilities (FOE) for the GPS; this allows
the GPS to be used as the sole source of navigation in oceanic or remote areas. The GNS
provides a FOE function using receiver autonomous integrity monitoring (RAIM). Satellites
which contain errors are automatically excluded from the GPS position calculation.
The GNS contains an FOE prediction program that predicts the satellite coverage for the
route and whether RAIM will be available. Plan pages 7 and 8 are used to predict the
availability of FOE on a particular route. The prediction can only be made on the ground.
Waypoint Pages
Waypoint pages contain the details of individual waypoints.

There are four categories of waypoint:
Database generated.
Pilot generated or personalised waypoints.
Special.
Offset waypoints.
Waypoint pages can be accessed from the INITIALIZATION, FPL, NAV, TRIP PLAN, FUEL
PLAN , HOLD, HOG and DIRECT TO pages.
Database Generated Waypoints
A database generated waypoint page is accessed by:
Typing in a waypoint identifier.
OR
Placing the cursor over a waypoint identifier and pressing enter.
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Duplicate Waypoints
A waypoint in the NOB is described as duplicate if its identifier is the same as one or more
other waypoints in the NOB. When a duplicate waypoint is called up, the waypoint nearest
the aircraft will be displayed first. The BACK key is used to toggle through a list of
duplicate waypoints.
Pilot Generated (Personalised) Waypoints
The ICAO identifiers stored in the NOB cannot be used to identify a personalised
waypoint. To create a personalised waypoint, an alphanumeric identifier of up to six
characters is entered. The personalised waypoint page will be displayed; the page
contains a position (POS) field. If the identifier has already been assigned, its position is
displayed in the field; otherwise the field is blank.
A personalised waypoint will only be retained on system power down if the waypoint is
listed on a stored flight plan page.
Offset Waypoint
An offset waypoint is a waypoint that is on a given radial and at a given distance from a
known waypoint. The known waypoint is termed the parent waypoint. The parent way
point may be a stored personalised waypoint, a data base waypoint or a special waypoint.
An offset waypoint is identified by an asterisk appended to the parent waypoint identifier.
Obsolete Waypoints
An obsolete waypoint is one that has been placed on a stored flight plan from the NOB but
is not on the currently installed Jeppesen Data Base. An obsolete way point can only be
accessed by verifying an existing waypoint on a flight plan; it will be lost once its last
occurrence on a flight plan has been removed.
Special Waypoints
#0, #1 and #OFF are defined automatically by the system and are called special waypoints.
#0 is the position where the last DIRECT TO leg began.
#1 is the position where the POSITION FIX page was last accessed using the HOLD key.
#OFF is the last known position on loss of power.
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HOLD Key
A HOLD key is just to the top right of the LCD; the key has two functions:
To access a holding pattern page.
To access a position fix page.
The holding pattern page is accessed if the cursor is placed over a waypoint and the HOG
key is pressed. A holding pattern at this waypoint can be set up on the holding pattern
page.
The position fix page is accessed if the HOLD key is pressed when the cursor is not over a
waypoint. The position fix page provides the means of checking and updating the system
position.
Pseudo-VORTAC
A pseudo-VORTAC is just a defined track to a waypoint; the waypoint can be any GNS
waypoint, not necessarily a VOR. TheGNS then treats this track as if the TO waypoint is a
VOR and the track is the required inbound course.
The leg change mode is automatically set to MAN once a pseudo-VORTAC is set.
However the mode may be reselected to AUTO if desired.
Parallel Course
The parallel course procedure is used to establish steering commands to a track parallel to
the current leg but offset from it.
With parallel course selected, the cross track distance (XTK) remains referenced to the
original track. BRG, DIS and ETE remain referenced to the TO waypoint.
Message Section
A message section holds active system and sensor messages. A MSG key accesses the
section. The key toggles through the message pages.
In most cases when a new message is given, the message annunciator will flash. The
warning is repeated by a MSG legend on the EFIS NO. The possible messages are given
in the Operator's Manual.
IRS
The IRSs are fully described in the IRS chapter. They are autonomous navigation sensors
but they rely on an accurate starting position. The starting position is provided by the GNS
during the initialisation process. It is important to enter the ramp position accurately during
GNS initialisation.
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GPS
Each GNS has a GPS sensor. Each GNS has eight channels. Each GNS can track up to
eight satellites at a time. The GPS antennas are on the top of the wing: the left wing for
GPS 1 and the right wing for GPS 2.
The GPU can assess all GPS satellites that are in view of the antenna. However, the GPU
can only use up to eight satellites for navigation at one time.
The GPU has eight continuous tracking receivers. These allow the GPS to track up to
eight satellites at a time. Track is the GNS term for using a satellite for navigation.
For the GPS to enter its navigation mode, at least three satellites must be tracked. If only
three are tracked, an altitude input is required. The altitude input is automatically provided
by the ADCs.
VPU
Each GNS has a VPU: VPU 1 for GNS 1 and VPU 2 for GNS 2. The VPUs take inputs
from DME 1, DME 2, VOR 1 and VOR 2.
Each DME has five channels: channel 1 to channel 5. VHF NAV 1 controller tunes channel
1 of DME 1; VPU 1 tunes channels 2 to 5 of DME 1. VHF NAV 2 controller tunes channel
1 of DME 2; VPU 2 tunes channels 2 to 5 of DME 2.
VPU 1 uses all five channels from DME 1 and channel 1 from DME 2. VPU 2 uses all five
channels from DME 2 and channel 1 from DME 1. Thus each VPU has up to six DME
ranges to calculate position.
The VOR bearings associated with the frequencies set on number 1 and 2 VHF NAV
controllers are also sent to both VPUs. However the VOR bearings are only used if the
VOR has a co located DME and this DME is being received.
A VPU can operate in two modes: DMEIDME or VOR/DME. In the DMEIDME mode, fixing
is primarily made using the DME ranges. In the VOR/DME mode, heavy rel iance is made
on VOR bearing.
VPU accuracy is normally very good when enough DME stations are in range to allow the
VPUs to be in the DME/DME mode and there are good geometric cuts on the circular lines
of position. In these cases, the accuracy of the VPUs and the accuracy of the GPS are
similar. When DME coverage is sparse, the VPUs may drop into the VORIDME mode. In
this mode the accuracy is degraded; however it is no worse than pilot navigation using
VOR bearing and DME distance.
On most routes, the VPUs will perform well for the bulk of the flight. However at low
altitude, fewer DME stations will be in range and the accuracy may suffer.
TheGNS assigns a quality factor to VPU position. The quality factor is between 2 and 99
inclusive; the best quality factor is 2; a figure of 99 indicates that the VPU is in its DR
mode.
A quality factor reference value can be entered through the CDU. If the GNS assigned
value exceeds the reference value, a VPU QUALITY sensor message is given.
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Composite Position
If RAIM is available, the composite position is the GPS position. If RAIM is not available,
the position will be a blend of the GPS position and the VPU position.
IRS position is not used in the determination of the composite position.
On the ground after initialisation until take off:
The VPU positions are not used because they can be significantly in error on the
ground due to multi path reception of the signals.
If the GPS is not available, the composite position is the initialised position modified
by integrating the average of the two IRS velocities.
It is important that the ramp position is entered accurately, as it is the starting point for the
IRS position. If the position needs to be updated before take off, do not use the HOLD
facility but perform a downmode align. If the HOLD facility is used, the VPUs will be put in
the navigation mode and thus may contribute to the composite position; of course, if VHF
NAV signals are not being received, the VPUs will not be used.
If both VPUs and the GPS are lost, theGNS composite position becomes:
The composite position when the last sensor was lost.
UPDATED BY
The change in position found by integrating the average of the two IRS velocities.
If the VHF NAV reception is adequate, the VPUs remain in the navigation mode on landing
and thus may still contribute to the composite position. Multi-path reception can corrupt the
position; this can be avoided by switching the GNSs off and then on during a turn-round.
Dead Reckoning (DR) Mode
If position is not available from the GPS and VPUs and IRS velocity is not available, the
system drops into the dead reckoning (DR) mode. A system message of DR will be given
on the message pages. The message describes the method of DR. The message will be
one of the following:
Heading and TAS.
Track and TAS.
Track and ground speed.
Heading and ground speed.
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Position Anomaly
Whenever a GNS has had its position updated, it endeavours to send it to the IRSs. If the
IRSs are not in align mode, theGNS "remembers" this position and sends it to the IRSs the
next time they are in align mode. A GNS has its position updated when:
It is cross-filled before being set in navigation mode. The normal RJ procedure

before flight.
A position is updated using the hold facility.
A new position is entered on navigation page 4.
A long power interrupt is experienced. Some transfers from external AC to APU

power are long enough.
If, at the departure airfield, the GNS cross-fill is completed after the IRSs have achieved
navigation mode, the departure position will be passed to the IRSs when they are selected
to ALN at destination. The NAV annunciators will then flash because the IRSs fail their
position compare tests. In most cases, entering a correct position on navigation page 4
corrects the situation. However if the GNSs are turned off, before entering a correct
position, and then turned on, they then revert to the departure position. It seems that they
prefer the bogus IRS position to the power off position . Entering a correct position to either
GNS with the IRSs switches at ALN should resolve the situation. This situation can be
avoided completely by, at the departure airfield, selecting ALN initially on the IRSs and only
selecting NAV once both the GNSs have been initialised. However if initialisation of one
GNS has occurred after the IRSs achieve navigation mode, turning the GNSs off at
destination before selecting ALN will prevent the GNSs sending the departure position to
the IRSs; thus the GNSs will not revert to the departure position on power up.
If a long power interrupt is experienced at the departure airfield after the IRSs have
achieved navigation mode, both GNSs will try to send a false position to the lliSs when
ALN is selected at destination. A correct position must be entered on navigation page 4 of
each GNS to correct this situation. Again, if the GNSs are turned off and then on without
making a correction, they revert to the destination position. Again, entering a correct
position to either GNS with the IRSs switches at ALN should resolve the situation. The
problem can be avoided by selecting the GNSs off before selecting the IRSs to ALN, as the
false position will not be passed to the IRSs.
Similar effects can be seen if, with the IRSs in navigation mode, theGNS is updated at any
time via navigation page 4 or using the hold facility. The reversion position is the updated
position rather than the departure position.
Power Supplies
GNS 1 is powered from ESS DC. GNS 2 is powered from DC BUS 2.
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Overview
Two FMSs may be fitted as an option: FMS 1 and FMS 2. An overview schematic is given
in Figure 9.4.1 . A full description of the FMS is given in the Pilot's Guide. Each FMS
provides:
Lateral navigation.
Vertical navigation.
Coupling of the AP/FD to the FMS active flight plan via the FGS LNAV mode.
Display of the flight plan route on the EFIS.
Each FMS consists of:
A multi purpose control and display unit (MCDU).

A global navigation and landing unit (GNLU).
The MCDUs are on the forward centre console. The GNLUs are in the avionics bay.
Each GNLU has a GPS sensor and a flight management computer (FMC). Each GPS
sensor has a dedicated GPS antenna on the upper wing surface. The FMC has two prime
functions: navigation and flight management.
The navigation function uses data from the GPS sensor and the aircraft navigation
sensors: IRS, VOR and DME. The FMC calls the position derived from the VORIDME
RADIO. Using the sensor data, the FMC:
Calculates a composite aircraft position: the F MC position.
Determines aircraft velocity.
The FMC has two data bases:
A navigation database. The database has an active element and a back up

element that covers the 28 day period after the time that the active database
expires.
A performance database.
Each GNLU is connected to both MCDUs. One GNLU is the master and the other is the
slave. If the master GNLU fails, the slave GNLU takes over with no loss of flight plan
progress.
The position of an LNAV transfer switch on the centre console determines which GNLU is
to be the master. The switch has three positions: LNAV 1, SPLIT, LNAV 2 . The switch is
normally set to SPLIT; at SPLIT and LNAV 1, GNLU 1 is the master; at LNAV 2, GNLU 2 is
the master.
Each GNLU sends FMS posi1ion and GPS position to the EGPWS.
GNLU 1 sends data to the FOR via the FDAU.
The MCDU can also be used to control an optional ACARS.
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Collins FMS

Page 2
Figure 9.4-1 - Collins FMS Architecture

MODU 1
GNLU 1
GNLU 2
MCDU 2
GPS
Sensot
SPUT
LKAV
1l i.J'IAV
~t/JJ Z
GPS
Sensor
Changeo ver switc h

FMC
tfavigado n
Database
Performance
Database
IRS 1
IRS2
DME1
FM C
Navigation
Database
Performance
Database
DME2
Functlof!S
Functions
VOR 1
lateral
naVigation
VOR2
Lateral
nav.gabon
VertiCal
nav!Qatlon
NAV 1 Controller
Display Qn EFIS
ADC 1
Display on EFIS
FGC LNAV
ADC2
~OLNAV
mode
Flight planning
2 Controller
l d1 PFD
Roght PED
VertiCal
navl{labon
mode
F. gl\1 planning
Fuel ptannmg
Fuel plann og
POsition to
Position to
Gf:>INS
GPWS
Data to FOR
FGC2
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Collins FMS

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MCDU
The MCDU is the interface between the crew and the GNLU; it is shown in Figure 9.4.2.
The major part of the MCDU is the colour LCD display. It displays alphanumeric data on
14 lines; each line can display up to 24 characters Each full display is called a page.
Pages are arranged in subjects; sometimes a subject has only one page. There are five
areas on every page: information and data entry, page title, page number, data status and
scratchpad. Text is generally white but colour is used to highlight information: amber for
alerts, magenta for active information and cyan for missed approach information.
The data status area indicates whether the data is active (ACT) or has been modified but
not made active (MOD). The scratchpad is used to display: messages, keyboard entries
and data that is being moved from one line to another.
At the side of the display are line select keys; they are used to: accept data entry, execute
functions and display data.
Above the display is a row of mode keys. There are also mode keys in the row of keys
directly beneath the display. There is one mode key (ATC) above the right line select
keys. The mode keys provide direct access to FMS pages. The NAV RAD and ATC mode
keys are not active in the RJ.
There are six function keys in the row immediately beneath the display:
PRV is used to display the previous page of multiple page displays.
NXT is used to display the next page of multiple page displays.
CLR is used to erase text and messages in the scratchpad.
The DEL key is used to enter DELETE in the scratchpad. With DELETE in the
scratchpad, pressing a line select key deletes data from the data field in the
associated line.
The SP key is used to enter a space in the scratchpad.
The EXEC is used to confirm: activation of a new flight plan, modifications to an

existing flight plan, entry of performance factors and changes to performance
factors. The execute annunciator prompts the use of the EXEC key.
The BRT and DIM keys, immediately below the left line select keys, are used to control the
brilliance of the display.
Below the DIM key, there are two annunciators: amber MSG and white CALL. The MSG
annunciator indicates that there is a message in the scratchpad. If the message is an alert,
MSG is annunciated on both EFIS NOs.
The MCDU can be interfaced with other aircraft systems. If one of these systems is
waiting to display information on the MCDU, the CALL annunciator illuminates.
The brightness of the MCDU annunciators is controlled by the BRT/ DIM switch on the flight
annunciator panel. The MCDU keyboard lighting is controlled by the FWD CONSOLE
dimmer.
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Figure 9.4-2 - MCDU
Mode keys
l
J
Line select
keys
Line select
Display
brilliance
Message & call

annunciators
+ tJumeric+
Lkeys:J
Alphabetical keys
Delete key Execute annunciator
__t
--+-
Previous
pagekey-+-
Next page k!y
Clear key
tI
l Mode j
keys
Execute key
Space key
il/1 -1900444
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Mode Keys
The MCDU mode keys provide direct access to the FMS pages.
The INIT REF key selects one of three pages depending on the aircraft status. On the
ground after turning the FMS on, the first use of the key selects a position initialisation
page; after the position has been initialised, use of the key on the ground selects a
performance initialisation page. In flight, the key selects an approach reference page.
The RTE key selects the first page of a series of route pages. The route pages are used to
select a stored company route from the database or to manually enter a route. The flight
plan can be edited from these pages.
The LEGS key selects the first page of a series of route legs pages. The page displays
detailed data about the legs of the flight plan; the page also allows the flight plan to be
modified. Navigation direct to a waypoint on the active flight plan or to intercept a leg of
the active flight plan can be selected on the route legs pages.
The DEP ARR key selects the departure and arrival index page. The index page is used to
select departure and arrival procedure pages. The departure pages allow SIDS and
transitions for the departure airport to be entered into the flight plan. The arrival pages
allow STARS and transitions for the destination airport to be added to the flight plan.
The VNAV key selects advisory VNAV data pages. There are three pages: climb, cruise
and descent. The applicable page is selected automatically.
The HOLD key selects pages that allow a holding pattern fix point and associated
parameters to be entered.
The MENU key selects a menu page from which systems interfaced to the MCDU can be
accessed. For the RJ, the menu items are FMC and the optional AGARS.
The ATC key is inoperative in the RJ installation; in installations where it is used, its
function is to give direct data link access to air traffic control.
The NAV RAD key is inoperative in the RJ installation; in installations where it is used, its
function is to select pages that allow the radio navigation aids to be tuned from the MCDU.
The PROG key selects the first progress page; the page displays current dynamic flight
information.
The mode keys allow direct access to some pages; however there are other pages that
can only be accessed using the line select keys. The line select keys can also be used to
select the pages that can be directly accessed by the mode keys.
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Alphanumeric Keys
Pressing a key engraved with a letter enters the associated letter into the scratchpad.
Pressing a key engraved with a numeral enters the associated numeral into the
scratchpad.
When the +1- key is first pressed during a numeric entry, a minus symbol (-) is entered into
the scratchpad; a second press, enters a plus symbol (+) into the scratch pad. For text
entries, the key is used to enter a hyphen.
When the key engraved with a dot is pressed, a decimal point is entered into the
scratch pad.
Messages
The FMS displays messages in the MCDU scratchpad. There are two categories: alerting
and advisory. Alerting messages are in amber text and advisory messages are in white
text. Both types cause the MCDU MSG annunciator to light. The alerting messages also
cause an amber MSG annunciator to appear on both EFIS NOs.
Alerting messages identify a condition that must be corrected before further GNLU guided
flight is advisable or possible. Alerting messages are written in amber text; they appear in
the scratchpad as they occur and displace lower priority messages.
Advisory messages identify entry error or system status. Advisory messages are in white
text with one exception; a "HOLD at XXXX" advisory message is written in amber text.
Advisory messages are not displayed until the scratchpad is clear.
If multiple messages are generated, then they are put in a queue for display in order of
priority; messages that have the same priority are placed in order of occurrence.
Messages can be cleared from the scratch pad by:
Addressing the condition that invoked the message.
F'ressing the CLR key.
Pressing the CLR key removes any message from the scratchpad and places the next
message (if any) in the queue in the scratch pad.
Messages that have been cleared from the scratchpad but whose condition is still active
can be recalled. MESSAGE RECALL pages list the FMS messages that have not been
resolved.
FMS Configuration
An IDENT page allows the FMC configuration to be reviewed and the back up database to
be selected.
The items that can be reviewed are: the hardware configuration, the software configuration,
the aircraft series, the engine type and the effective dates of the navigation databases.
If the active database expires, the back up database may be selected from the IDENT
page.
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Radio Navigation
The RJ has two VOR receivers (VOR 1 and VOR 2) and two DME interrogators (DME 1
and DME 2). Each interrogator has five channels. Each GNLU receives data from both
VOR receivers, from both DME interrogators and tuning information from the VHF NAV
controllers on the glareshield.
The FMS RADIO navigation sensor is based on VOR and DME.
The GNLUs tune channel 1 of each DME to the frequency set on the associated controller.
If the GNLUs fail , the controllers directly tune channel 1. Channel 1 is displayed on the
OBis and the EFIS.
Channels 2 to 5 of both interrogators are automatically tuned by the FMS.
FMC Position
The FMS uses all the navigation sensors to produce a blended or composite position
known as the FMC position. Usually, the GPS sensor is the dominant sensor.
When Receiver Autonomous Integrity Monitoring (RAIM) is available, the GPS sensor is
the only contributor to the FMC position.
If the FMC and GPS position differ by more than 0.5 nm, an amber FMS/GPS CMPRTR
caption illuminates on the CWP.
If any navigation sensors fail, the FMC will compute aircraft position using the available
navigation sensors. The available sensors are used in a fixed order of precedence. The
order of use, from the highest to lowest precedence is:
GPS with RAIM.
GPS without RAIM using the radio sensors for monitoring.
Radio sensor data alone.
IRS dead reckoning.
Position Status of Navigation Sensors
Two pages are provided to check the status of the navigation sensors: POS REF and POS
SHIFT.
The POS REF page lists the position determined by each of the navigation sensors: IRS 1,
IRS 2, GPS 1, GPS 2 and RADIO. The FMC position is also listed. The FMC computed
ground speed and the IRS computed ground speed are also listed.
The POS SHIFT page shows the relative position of each sensor position to the FMC
position. The relative position is shown as a range and bearing.
The FMC position can be updated to any one of the navigation sensor positions from the
POS SHIFT page.
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Page a
Fuel Calculations
The fuel planning calculations are based on the current fuel total and the predicted fuel
flows. These are based on the flight plan and the predicted performance for the aircraft
weight and the atmospheric conditions.
Pre-flight Set-up
To set-up the FMS:
Check the configuration on the IDENT page.
Initialise the FMS position and the IRS.
Load a flight plan and activate it.
Initialise the performance calculations.
Position Initialisation
The POS INIT page is used to input the ramp position. It is important that the ramp
position is entered accurately, as it is the starting point for the IRS position. The position
can be entered manually as a latitude and longitude or as an airport gate reference. The
GPS or last FMS position can also be used.
The page is also used to enter the heading for an IRS that is in attitude mode.
Flight Plan
The route, route legs, departure and arrival pages are used to load a flight plan. Flight
plans can be loaded from a store of company routes or they can be manually created. The
flight plan elements generally come from the navigational database. However the crew can
also create "pilot" defined waypoints.
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Performance Initialisation
The performance calculation function is initialised on the PERF INIT page.

performance parameters are entered after activating the flight plan.
The
The following are entered via the PERF INIT page:
The aircraft weight. Either zero fuel weight or gross weight is entered. Only one is
required; the FMS calculates the other from the fuel weight received from the PED.
Zero fuel weight, gross weight and the fuel weight from the PED are displayed on
the PERF INIT page.
Reserve fuel weight. The reserve fuel is used to determine when a USING RSV
FUEL message is displayed on the MCDU.
The cruise altitude. The cruise altitude may be preset if a stored route has been
loaded.
Cruise wind direction and speed.
The outside air temperature at the cruise level or the ISA temperature deviation at
the cruise level. Only one is required; the other is calculated by the FMS.
Transition altitude. Transition altitudes are stored in the navigation data base; so it
is normally only necessary to check that the indicated value is correct. Sometimes,
a transition altitude is not available from the database, in this case the displayed
transition altitude defaults to 5 ooo ft or 18 ooo ft. In any case, the transition
altitude can be modified via the PERF INIT page.
If a flight is being planned and the aircraft has not been refuelled, planned fuel can be
entered on the PERF INIT page. The performance calculations are made based on this
weight. The performance calculation reverts to actual fuel contents as soon as an aircraft
weight is entered or the aircraft becomes airborne.
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Flight Progress
The flight can be monitored via a progress page. The layout of the page is similar to the
format of a position report.
The information displayed is:
The "from" waypoint.
The altitude, ATA and fuel remaining at the "from" waypoint.
The active waypoint.
The distance to go and the course to the active waypoint.
The ETA and estimated fuel remaining at the active waypoint.
The destination and the distance to go to the destination.
The ETA and fuel remaining at the destination.
The phase of flight: climb, cruise or descent.
The time and distance to the next phase of flight.
Lateral Navigation
The GNLU calculates a lateral reference path for the selected flight plan. Cross track
distance from the reference path is shown in nautical miles on the MCDU.
The flight plan is displayed on the EFIS NOs when they are in the MAP or PLAN format.
The ND course deviation indicator and the PFD lateral deviation indicator display cross
track distance when LNAV is selected.
The FGS can be coupled to the GNLU via the FGS LNAV mode. GNLU 1 is used if the
FGS is engaged using the MCP NAV 1 selector; GNLU 2 is used if the FGS is engaged
using the MCP NAV 2 selector.
With LNAV selected on the MCP, roll steering commands are sent to the FGS to provide
LNAV coupled guidance in either of the following cases:
..
The aircraft is within 3 nm of the desired lateral track.
The aircraft is on an intercept heading to the desired track.
With LNAV selected on the MCP, the LNAV remains armed if both the following conditions
are true:
The aircraft is more than 3 nm from the desired lateral track.
The aircraft is not on an intercept heading to the desired track.
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Missed Approach Guidance
Missed approach guidance is given when TOGA is selected or the aircraft passes the
missed approach point.
Vertical Navigation
Vertical navigation has three modes: climb, cruise and descent.
In climb mode, the system defaults to a standard speed schedule:
250 kt to 10 000 ft.
280 kt from 10 000 ft to the altitude at which 280 kt and 0.66 M are coincident,
about FL 240.
Thereafter, 0.66 M.
During the climb, an indication of distance to and time to the top of climb is given.
At the top of climb, the FMS automatically goes to the cruise mode. The default speed
schedule is:
300 kt/0. 7 M for the RJ85.
305 kt/0.7 M for the RJ1 00.
The top of descent (TOO) point is based on a 3 o slope projected back from the destination
runway; the TOO point may be modified by route constraints. The FMS does not enter the
descent mode until the MCP altitude selector is set to below the aircraft actual altitude.
The default descent speed schedule is 0. 7 M/290 kt to FL 100 and 250 kt below FL 100.
The target speeds used by the FMS will be further modified by any constraints on the
route.
The speed schedules for the climb, the cruise and the descent can be manually modified
through the MCDU.
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Collins FMS

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Holding
The FMS has a holding pattern function. Holding patterns can be entered into the flight
plan.
Holding patterns can be constructed based on:
A waypoint in the flight plan.
The aircraft present position.
The FMS holding pattern is based on:
Semi-circular ground tracks. Thus wind effects will cause the demanded bank
angle to vary.
Parallel inbound and outbound legs. The distance between the two legs is adjusted
automatically for wind and TAS.
One minute inbound legs at 14 000 ft and below.
One and a half minute inbound legs above 14 000 ft.
The NO WPT annunciator will flash just prior to the inbound turn.
On the outbound leg with the holding fix not displayed on the NO MAP, an arrow is
displayed on the track line pointing back to the fix.
The PFD LNAV lateral deviation scale is relative to the inbound track. When outbound, the
scale may appear to indicate in the reverse sense.
The FMS joins a holding pattern in accordance with the three standard joining procedures.
The FMS joins the holding pattern as expeditiously as possible.
Procedure Turns
The FMS constructs procedure turns of the 45 o type by flying an intercept to a course
drawn at 45 o to the outbound course through the procedure turn fix. This is flown for a
fixed distance before a turn is commenced to intercept the inbound course at up to 90 .
Approach Reference Pages

A set of approach pages are provided. They display:
The gross weight.
VREF.
Wind correction for VREF.
Details of the selected approach.
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Outbound Legs of NOB and VOR Procedures
Some NOB and VOR procedures use time to determine the length of the outbound leg.
The FMS does not use time for these procedures. To prevent wind effects from distorting
the accuracy of the turn inbound, the FMS uses fixed distances for the outbound leg.
VNAV Approach
A VNAV approach mode can be used with non-precision approaches where a vertical
gradient is specified in the navigation database. The FMS approach mode is enabled and
disabled via the APPROACH REF pages.
The FGS LNAV mode can be used to fly the lateral approach path. Vertical flight path
guidance is given by a VNAV deviation scale on the NO. The deviation indicator shows the
position of the aircraft relative to the approach slope in the navigation database. Full scale
deflection is 200 ft.
The FGS cannot be coupled to the vertical VNAV flight path, so it is known as advisory
VNAV. Coupled FMS approaches are normally flown in LNAV and VS. A reference
vertical speed is given on the MCDU.
An FMS APP annunciator is on each pilot's flight annunciator panel. The annunciator lights
and the VNAV deviation scale appears on the NOs when:
FMS approach has been enabled on the APPROACH REF page.
The aircraft is within 2 nm of the final approach fix.
The track angle to the final approach course is less than 70.
Data Loader
A portable data transfer unit (POTU) is used to update the navigation database.
Power Supplies
Power to the FMSs is switched by the avionics master switches: master 1 for FMS 1 and
master 2 for FMS 2.
Power for FMS 1 comes from ESS DC and power for FMS 2 comes from DC 2.
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General
An enhanced ground proximity warning system (EGPWS) is fitted. An enhanced ground

proximity computer (EGPWC) is in the avionics bay. The EGPWC takes inputs from the
aircraft avionics and systems and gives visual and aural warnings on the flight deck. An
overview schematic is given in Figure 10.1.1. The flight deck elements of the system are
shown in Figure 10.1 .2.
The purpose or the EGPWS is to help prevent accidents caused by controlled flight into
terrain (CFIT). Of course the prime responsibility for avoiding terrain lie-s with the flight
crew. However, if mistakes have been made, immediately responding to the EGPWS alert
will give the best chance of avoiding impact with terrain.
The EGPWS has five basic modes whose only knowledge of terrain is height above terrain
based on radio altitude.
The enhanced features of the system use a terrain database and GPS position. Thus they
have knowledge of terrain ahead of the aircraft beside terrain below the aircraft. The
enhanced features include a terrain awareness display (TAD) that can be displayed on the
The EGPWS also gives advisory height call outs including a minimums call.
If GNS X navigation management systems are fitted, the EGPWC contains a GPS. The
antenna for the GPS is on the top of the starboard wing: on the inboard aft side. If GNS
XLS FMSs or Collins FMSs are fitted, the EGPWC takes GPS position from the FMSs; the
GPS from FMS 1 is used normally, but the EGPWS will automatically switch to the GPS
from FMS 2 if the GPS in FMS 1 fails.
This topic covers the installa1ion of the EGPWS in the RJ and gives an adequate technical
background to the EGPWS alerts. A fuller description of the alert envelopes is given in the
Honeywell EGPWS Pilot Guide.
EGPWS Alerts
All the EGPWS alerts are given aurally. Warning and cautions are also given by lamps: a
red warning lamp on each pilot's. glareshield and an amber caution lamp on each pilot's
glareshield. The red lamps h ave a PULL UP legend; the amber lamps have a GROUND
PROX legend. The GROUND PROX lamp is also a pushbutton switch.
The EGPWS also warns of excessive deviation below the glide slope. The GROUND
PROX caution lamps are also the glideslope warning inhibit switches . The glideslope
warning can be cancelled or inhibited by pressing either of the GROUND PROX lamps
when the aircraft is below 2 000 ft radio altitude.
Pressing either GROUND PROX lamp also initiates a system test.
Terrain Display Switch
A terrain display switch is just aft of the weather radar indicator. The switch contains a
green ON annunciator. The terrain display switch toggles the weather radar indicator
between the radar display and the TAD. The ON annunciator illuminates when the TAD is
displayed on the weather radar indicator.
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NAVIGATION
EGPWS Overview

Page 2
Figure 10.1.1 -Overview Schematic

GPS Antenna
Aircraft Avionics and 1---t~

Systems
Flight Deck Switches
GPS
If GNS.X fitted
1---t~
EGPWS
Computer
Fltght Deck Annunciators
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Enhanced Features Inhibition and Failure
The enhanced EGPWS features can be inhibited by pressing a terrain system switch on
the right instrument panel. A white INHIB annunciator on the switch illuminates when the
switch is used to inhibit the terrain features. The switch has a transparent plastic guard.
If the enhanced features fail and the system has not been inhibited, an amber FAIL
annunciator in the terrain system switch illuminates. When the switch is pressed, the FAIL
annunciator extinguishes and the INHIB annunciator illuminates.
Steep Approach
The FGS has an optional steep approach mode. If the FGS is in the steep approach
mode, some modes of the EGPWS are desensitised to prevent nuisance warnings on the
approach. A steep approach switch on the right instrument panel arms the steep approach
mode. The switch contains two annunciators: a white S.APP annunciator and a green
S.APP annunciator. The white annunciator indicates that the steep approach mode is
armed. The green annunciator indicates that the steep approach mode is active.
Flap Warn Override Switch
If an approach is made with the flaps not at a normal landing setting, a "Too Low Flaps"
alert is given. A flap warning override switch can be used to inhibit this alert. The switch is
for use when an approach is made intentionally with an abnormal flap setting. The switch
contains a white FLAP WARN OVRD legend. The legend illuminates when the override
position of the switch is selected. The switch has a transparent plastic guard.
On some aircraft, there is only one normal flap setting for landing: 33 . On the rest of the
aircraft, there are two normal flap settings: 24 o and 33 . These aircraft have a switch to
select the required flap angle for landing. The switch signals the EGPWS of the intended
flap setting for landing. The switch contains two annunciators 24 and 33. 24 illuminates
when the EGPWS is set for a landing flap angle of 24 o; 33 illuminates when the EGPWS is
set for a landing flap angle of 33. The landing flap angle is forced to 33 if the steep
approach mode is active.
Terrain System Switch
The terrain EGPWS features are inhibited by pressing the TERR SYST switch on the right
instrument panel. The white INH IB annunciator on the switch illuminates when the switch
is used to inhibit the terrain features.
If the terrain features fail and the system has not been inhibited, the amber FAIL
annunciator in the switch illuminates. When the switch is pressed, the FAIL annunciator
extinguishes and the INHIB annunciator illuminates.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EGPWS Overview
Chapt er 19 Topic 10.1

Page 4
Figure 10.1.2- EGPWS Flight Deck Elements
GPWS
ONOP
. INHIB
FAIL
FCOM:V1-002
AVRO 146-RJ Series
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I s APP
Nov 01 / 09
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NAVIGATION
EGPWS Overview

Page 5
Architecture
The EGPWS architecture is shown in Figure 10.1 .3.

Both L NAVs send navigation data to the EGPWC. Normally L NAV 1 is used. If L NAV 1
fails, L NAV 2 will be automatically used.
Both radio altimeters send radio altitude to the EGPWC. Normally, radio altitude from radio
altimeter 1 is used; if radio altimeter 1 fails, the EGPWC automatically uses radio altimeter
2.
Both ADCs send air data to the EGPWC Normally, ADC 1 is used. If ADC 1 fails, the
EGPWC automatically uses ADC 2.
Both IRSs send position and navigational data to the EGPWC Normally, IRS 1 is used. If
IRS 1 fails, the EGPWC automatically uses IRS 2.
The MCP sends VHF NAV 1 and VHF NAV 2 selected course to the EGPWC
The EGPWC receives a landing flap signal. The signal comes from the flaps system. If a
24/33 switch is fitted, the flap angle giving the landing signal depends on the position of the
switch. The EGPWC receives a landing flap signal regardless of the position of the flaps if
the FLAP WARN ORIDE switch is selected on.
The EGPWC receives a gear down signal from the gear indication system.
If a stick shake or windshear warning is given, the EGPWS alerts are inhibited. If an
EGPWS alert is being given, TCAS alerts are inhibited.
Both ILSs send data to the EGPWC. Normally, ILS 1 is used. If ILS 1 fails, the EGPWC
automatically uses ILS 2.
Set decision height is sent to the EGPWC from EFIS symbol generator 1.
If a GROUND PROX or PULL UP lamp illuminates, a signal is sent to the FOR via the flight
data acquisition unit (FDAU).
The EGPWC activates the PULL UP lamps and the GROUND PROX lamps. The EGPC
sends audio alerts and altitude callouts to the audible warning system.
Whenever the green S.APP light is lit, a steep approach active signal is sent to the
EGPWC.
When the terrain system switch is selected to INHIB, the EGPWC receives a command to
inhibit the enhanced modes.
When the enhanced modes fail, the EGPWC sends a fail signal to the terrain system
switch; the FAIL annunciator illuminates only if the switch is not in the IHIBIT position.
If the basic modes fail, the EGPWS sends an inoperative signal to the GWPS INOP
caption on the CSP.
A relay, controlled by the EGPWC, switches the weather radar indicator between the radar
display and the TAD.
FCOM:V1-002
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NAVIGATION
EGPWS Overview

Page6
Figure 10.1.3- EGPWS Architecture
ADC 1
ADC 2
IRS 1
IRS 2
ILS 1
ILS 2
L NAV 2
MCP Course
EGPWS
Computer
Gear down
Squat
Switch 1
TCA S
GPWS
INOP
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AVRO 146-RJ Series
Nov 01 / 09
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NAVIGATION
EGPWS Overview

Page 7
Power Supplies
The EGPWS power supplies are shown schematically in Figure 10.1.4 .

The EGPWC is powered from ESS AC via a relay controlled by avionics master 1. The
relay is powered to the off position by DC BUS 2. When DC 2 is lost, the EGPWC defaults
to on.
The ESS BATT busbar directly powers:
The flight deck annunciators.
The relay that switches the weather radar indicator between the radar display and
the TAD.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
NAVIGATION
EGPWS Overview
Pages
Figure 1 0.1 .4 - Power supply Schematic
ESSAC
1+--~
Flight Deck
annunciators
EGPWS
Computer
j.y J.1900446
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
Overview
The basic modes are:
Mode 1 - excessive descent rate.
Mode 2- excessive closure to terrain for the height above terrain.
Mode 3- altitude loss after take off.

Mode 4 - insufficient terrain clearance for the phase of flight.
Mode 5 - excessive deviation below the glideslope.
Mode 6 - advisory bank angle and height callouts.
Mode 1
Mode 1 is shown schematically in Figure 10.2.1 and graphically in Figure 10.2.2.
Mode 1 gives protection against excessive aircraft barometric descent rates at low heights.
Descent rate is assessed against radio altitude. If the descent rate becomes excessive for
the altitude, an alert is given. There are two boundaries: caution and warning. If the
caution boundary is crossed, "Sink Rate" calls are given and the GROUND PROX lamps
illuminate. If the warning boundary is crossed the PULL UP lamps illuminate and "Whoop
Whoop Pull Up" calls are given and repeated continuously until the warning area is exited.
The "sink rate" boundary is desensitised when:
The optional steep approach mode is active.
OR
The aircraft is above t he ILS glidepath.
Steep Approach Monitor System (Option)

A steeper approach may be made by operating the STEEP APPROACH switch on the right
instrument panel. The white S.APP annunciator indicates the system is at standby. The
green S.APP annunciator will illuminate when the following conditions are met:
Flaps are selected to 33 degrees
Landing gear is down
Squat switches are in the flight position
In this condition the Mode 1 "SINK RATE" warning threshold is raised by 500 fpm and the
"PULL UP" warning by 200 fpm. If any of the conditions change, except rate of descent,
the green annunciator goes out and the white annunciator illuminates.
Selecting the STEEP APPROACH switch off will extinguish the annunciators and the
warning thresholds will revert to normal.
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
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NAVIGATION
EGPWS B asic Modes

Page 2
Figure 10.2.1 - Mode 1
"SINK RATE"
" PULL UP"

Vertical speed assessed against radio altitude
...,, . 1~00456
Figure 10.2.2 - Mode 1 - Excessive Descent rate

3000
Warnings from 2 450 ft agl
over nat terrain or water
2500
8c
I!
"SINKR.ATE"
2000
u
c
1 500
.!
E
:I
E
.........
1 000
'"PULL UP'
500
:li
0
0
2 000
4 000
6 000
8 000
10 000
Altitude rate ~ftlmin descent)

1 '11 111-00<199
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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NAVIGATION
EGPWS Basic Modes

Page 3
Mode2
Mode 2 is shown schematically in Figure 10.2.3 and graphically in Figure 10.2.4 and Figure
10.2.5 .
Mode 2 gives protection against flight into rapidly rising terrain. Rate of change of radio
altitude is assessed against radio altitude. If the rate of change of altitude becomes
excessive for the altitude, an alert is given. There are two boundaries: caution and
warning. If the caution boundary is crossed, "Terrain, Terrain'' calls are given and the
GROUND PROX lamps illuminate. If the warning boundary is crossed, "Pull Up" calls are
given and the PULL UP lamps illuminate.
Mode 2 has two forms:
Mode 2A for climb out, cruise and initial approach (boundary is expanded as speed
increases to give increased alert times).
AND
Mode 28 for approach and the first 60 seconds after take off (desensitised to avoid
nuisance warnings on the approach).
Mode 2A is selected when the flaps are not in the landing configuration and the aircraft is
not on an ILS approach. Mode 28 is selected when the flaps are in the landing
configuration or the aircraft is on an ILS approach or during the first 60 seconds after take
off. If the enhanced terrain alerting function is enabled and available, mode 28 is also
selected when the aircraft is within 5 nm of the destination and the aircraft's height is less
than 3 500 ft above the destination airport.
The mode 28 "Pull Up" warning is inhibited if the gear is down and the flaps are in the
landing configuration. The audio message "Terrain" is repeated and the GROUND PROX
annunciators illuminate until the envelope is exited.
caution boundary
" TERRAIN TERRAIN"
Wamlng boundary
"'PULL
UP~
Radio altltudo assessed against rate of change of radio altitude
wt-19-004S7
FCOM:V1-002
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Nov 01 /09
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NAVIGATION
EGPWS Basic Modes

Page 4
Figure 10.2.4- Mode 2A- Excessive Closure to Terrain - Gear Up, Flaps Up
3000
--
c_.
I!
..!
From 2 4!0 ft egl

level flight, rising terrain
2500
Wamlng area (> 310 kt)
I)
~
Airspeed
_ --:"____ expansion area
2000
I)
~
1 500
"!...
!!
E
:J
1 000
c:E
500
Warning-(< 220 kt)
0
0
4 000
6000
8 000
Closure rate to tem1ln (ftlmln)
2 000
10 000
Figure 10.2.5- Mode 28- Terrain Closure Rate Static Alert/Warning Envelope
-3
2500
2000
I!
1 500
3 000 ft/min
~...
2 253 ft/mln
1000
2 038 ft/mln
:J
Alert/Warning
area
789ft
Fllpe down lower cut elf
cn ......................,
600
Flaps up
/~~======~~~==~====~====~~ lower cut
off
(30ft)
0
0
10
Closure rate (1 000 ftlmln)

H t l l a.o05(]()
FCOM:V1-002
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EGPWS Basic Modes

Page 5
Mode3
Mode 3 is shown schematically in Figure 10.2.6 and graphically in Figure 10.2.7.
Mode 3 gives protection against loss of altitude after take oft or during a go around. Loss
of barometric altitude is assessed against radio attitude. If the loss of altitude becomes
significant for the height, "Don't Sink" calls are given and the GROUND PROX lamps
illuminate.
Figure 10.2.6- Mode 3
Altitude loss
Altit ude loss a.s sessed against rad io altitude.
Figure 10.2.7- Mode 3- Altitude Loss After Take-off
3000
Take-off over flat terrain or water

1 500 ftlmln climb rate
2500
Gl
c:
I!
2 000
1500
.........
.!
E 1000
::1
E
c
2
500
0
0
FCOM:V1-002
40
80
120 160 200

Attitude loss (ft)
AVRO 146-RJ Series
240
280
Nov 01/09
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NAVIGATION
EGPWS Basic Modes

Page6
FCOM:V1-002
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EGPWS Basic Modes

Page 7
Mode4
Mode 4 is shown schematically in Figure 10.2.8 and graphically in Figure 10.2.9, Figure
10.2.1 0 and Figure 10.2.11.
Radio altitude is monitored against aircraft configuration and airspeed. If there is
insufficient terrain clearance for the phase of flight, "Too Low Terrain" calls are given and
the GROUND PROX lamps illuminate.
Mode 4 has three forms 4A, 48 and 4C.
Mode 4A
Mode 4A is active during cruise and approach with the gear not down.
If an approach is made at less than 190 kt and below 500 ft radio altitude with the landing
gear up, "Too Low Gear" calls are given and the GROUND PROX lamps illuminate.
Below 1 000 ft and above 190 kt the "Too low terrain" calls are given and the GROUND
PROX lamps illuminate. This alert is dependent upon aircraft speed such that the
boundary increases linearly from 190 kt at 500 ft to 250 kt at 1 000 ft.
Mode 48
Mode 48 is also active during cruise and approach but with gear down and flaps not in
landing configuration. If an approach is made in this configuration then below 245 ft radio
altitude, "Too Low Flap" calls are given and the GROUND PROX lamps illuminate.
Below 1 000 ft and above 159 kt the "Too low terrain" calls are given and the GROUND
PROX lamps illuminate. This alert is dependent upon aircraft speed such that the
boundary increases linearly from 159 kt at 245 ft to 250 kt at 1 000 ft.
The GPWS override switch allows the 'Too Low Flaps" call to be inhibited. When the
switch is pressed to inhibit the call, the FLAP WARN OR IDE annunciator illuminates. The
next press removes the inhibit and extinguishes the FLAP WARN ORIDE annunciator. The
switch is covered by a clear plastic hinged guard. The guard must be raised to press the
switch.
If a landing is to be made without the normal landing flap , then the "Too Low Flaps" call
must be inhibited by selecting the switch to the inhibit position. In all other situations the
flap override switch must not be in the inhibit position.
FCOM:V1-002
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NAVIGATION
EGPWS Basic Modes
Pages

Caution boundary
"TOO LOW TERRAIN''
Radio attitude tlS$essad 4\galnst configuration and alrsp..d
.c:
~--~
---
Cautlon bouncbry
On 1he final approach below 500 ft radio altitude

with the gear not down
On the final approach below 2001 ft radio attitude with

the gear down but the flaps not in the landing position
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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EGPWS Basic Modes

Page9
Figure 10.2.9- Mode 4A- Minimum Terrain Clearance- Gear Up, Flaps Up
2 500
g
2000
~
I!
.!u
250 kl
1 500
E
:I
E
c
1000ft
190 kt
! 1000
-mlng-
Explnded .....,
...
500ft
500
"'100 LOW T!RRAIN"
Alert/warning area
"TOO LOW GEAR"
2
0
0
100
200
300
Computed airspeeds (kt)
400
I u1
tO .~n'\
Figure 10.2.10 - Mode 48- Minimum Terrain Clearance- Gear Down, Flaps Up
uc:
I!
:
u
2 500
2 000
250 kt
1 500
.E
E
E
'E
:IE
"TOO LOW FLAPS"

1 000 ft
1000
159 kt
:I
---
Explndect.....,
500
245ft
Alert warning area
"'100 LOW TBM~N
30ft
0
0
100
200
300
400
Computed airspeeds (kt)

111~0504
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1

Page 10
NAVIGATION
EGPWS B asic Modes
Mode4C
Mode 4C is intended to prevent collisions with rising ground after take-off where the
closure rate is insufficient to produce a Mode 2 warning. It is based on a minimum terrain
clearance (MTC) that increases with radio altitude.
After take-off the MTC is zero feet. As the aircraft ascends the MTC is increased to 75% of
the aircraft's radio altitude (averaged over the previous 15 seconds). This value is limited
to 500 ft AGL for airspeeds less than 190 kt.
If the airspeed is greater than 190 kt the MTC increases linearly with increasing airspeed
up to 250 kt. Beyond 250 kt the MTC is limited to 1 000 ft.
If the radio altitude decreases to the value of the MTC "TOO LOW TERRAIN" calls are
given and the GROUND PROX annunciators illuminate.
Figure 10.2.11 -Mode 4C - Unsafe Terrain Clearance- Gear Up, Flaps Up
3000
Take-off over flat temaln or water
2 500
1 500 ftlmin climb r.te
:u~
2000
c
~ 1500
Warning area (>250 k1)
e::1
Wamlng area (<190 kt)

1 000
.5c
Airspeed expansion area

500
0
0
FCOM:V1-002
400
800
1 200
1 600
Radio altitude (ft)
AVRO 146-RJ Series
2 000
2 400
2 800
Nov 01 / 09
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EGPWS Basic Modes

Page 11
ModeS
Mode 5 is shown schematically in Figure 10.2.12 and graphically in Figure 1 0.2.13.
Mode 5 provides warning of excessive deviation below the glide slope below 1 000 ft radio
altitude. There are two boundaries: soft and hard. The soft boundary is at 1.3 dots low.
The hard boundary is only active below 300 tt agl and is set at 2 dots low. If the soft
boundary is penetrated, "Giideslope" calls are given at low volume and the GROUND
PROX lamps illuminate. If the hard boundary is penetrated, "Giideslope, Glideslope calls
are given at high volume and the GROUND PROX lamps illuminate. If the deviation below
either boundary continues to increase, the aural warnings are given at a faster rate.
The GROUND PROX caution lamps are also the glideslope warning inhibit switches. The
glideslope warning can be cancelled or inhibited by pressing either of the GROUND PROX
lamps when the aircraft is below 2 000 ft radio altitude. The mode is automatically reset
when the aircraft climbs above 2 ooo ft radio altitude or descends below 30 ft radio altitude.
The glideslope warning must be inhibit ed when an ILS back course approach is made.
" GLIDESLOPEM at low volumo
1.2 to 2 do ts low:
More than 2 dots low:
1-\11-19-1460
FCOM:V1 -002
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EGPWS B asic Modes

Page 12
Figure 10.2.13 - Mode 5 - Excessi ve Glideslope Deviation - Gear Down
2 500
--
c:
u
2000
c
I!
1.3
dots
1 500
li
1 000 ft
1 000
E
=
E
c
:a
r--
500
150ft
0
2.0
2.98 3.68
dots
dots dots
-~~
Soft alert
..---- area
300 '!,_
~
--
~.
I30ft ,... I
-
-. .
Hard alert
- area
Glideslope deviation (dots fly up)

1 111 19-00506
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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EGPWS Basic Modes

Page 13
Mode6
Mode 6 has two aspects: height related calls based on radio altitude and bank angle calls.
There is no visual alerting associated with Mode 6.
The height related calls are selected from a list of options. The Company Operations
Manual must be consulted for the chosen options. The standard RJ height related calls
are:
"500"
"1oo
"50"
"40"
"30''
"20"
"10"
"Minimums
"Minimums" takes priority over a numerical call.
The bank angle calls are a customer selected option. Bank angle is assessed against
radio altitude. If the bank angle is considered excessive, "Bank Angle" calls are given.
~~- "500"
"MINIMUMS"
----L----------------"~---- "50"
...
"40"
"20"
~~~~~~~~~..3~0~,~~~"10"
"BANK ANGLE"
y
t
Bank angle assessed agai nst radio altitude.
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EGPWS Basic Modes

Page 14
GPWSINOP
There is a white GPWS INOP caption on the CSP. The GPWS INOP caption illuminates if
the basic modes are degraded. They may be completely inoperative.
Mode Warning Conditions and Callouts
Priority
Warning Condition
Callout
Annunciator
Pull Up
WHOOP WHOOP PULL UP

(repeated)
PULL UP
Mode2
Pull Up Preface
TERRAIN TERRAIN
Mode2
Pull Up
WHOOP WHOOP PULL UP

(repeated)
Highest Mode 1
Terrain Awareness Warning
PULL UP
TERRAIN AHEAD PULL UP

(repeated)
PULL UP
Mode2
Terrain
TERRAIN
GROUND
PROX
Mode6
Minimums
MINIMUMS
TERRAIN AHEAD(pause)
TERRAIN AHEAD
GROUND
PROX
Terrain Awareness Caution

Mode4
Too Low Terrain
TOO LOW TERRAIN
GROUND
PROX
TCF
Too Low Terrain
TOO LOW TERRAIN
GROUND
PROX
Mode6
Altitude Callouts
500, 100,50, 40, 30,20, 10
Mode4
Too Low Gear
TOO LOW GEAR
GROUND
PROX
Mode4
Too Low Flaps
TOO LOW FLAPS
Mode 1
Sinkrate
SINKRATE (pause)
SINKRATE
GROUND
PROX
GROUND
PROX
Mode3
Don't Sink
DON'T SINK (pause)

DON'T SINK
GROUND
PROX
Mode5
Glideslope
GLIDESLOPE
GROUND
PROX
Bank Angle (option)
BANK ANGLE (pause)

BANK ANGLE
Lowest Mode6
FCOM:V1-002
AVRO 146-RJ Series
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Enhanced Functions
The enhanced functions are:

Envelope modulation.
A terrain clearance floor.
A runway field clearance floor.

Terrain look ahead alerting.
Terrain alerting and display (TAD).
Envelope Modulation
Due to terrain features at or near specific airports, GPWS has given nuisance alerts or
failed to give an alert. The terrain database, airport database and the GPS position allow
EGPWS to adjust the alerting process to cater for the conditions at a particular airport.
Envelopes are desensitised to cope with nuisance warnings. Envelopes are expanded
where necessary to increase safety. This is all done automatically.
Terrain Clearance Floor (TCF)
The TCF function is shown schematically in Figure 10.3.1 and graphically in Figure 10.3.2.
The terrain awareness switching logic is shown in Figure 10.3.3.
The TCF alert function adds an additional element of protection to the standard ground
proximity warning modes, and also modifies the TAW (Terrain Ahead Warning) function
relative to the nearest runway. It creates an increasing terrain clearance envelope around
the nearest runway directly related to the distance from the runway (Refer to Figure
10.3.2).
The TCF function alerts the- pilot of a descent below a defined floor. The TCF alerting
envelope is based on:
Distance from the destination runway.
Radio altitude.
TCF is active during take-off and approach (Refer to Figure 10.3.3). This alert mode
compliments existing Mode 4 by providing an alert based on insufficient terrain clearance
even when in landing configuration.
TCF has just one alert boundary. If the boundary is penetrated, the GROUND PROX
lamps illuminate and a 'Too Low Terrain" call is given. This message will be heard once at
initial penetration and once for each 20% degradation in radio altitude. The annunciators
remain on until the alert enveope is exited.
Runway Database
The runway database contains the position of airport runway centre points together with
half the runway length. The database includes all hard surface raunways in the world
greater than, or equal to, 3 500 ft in length.
FCOM:V1002
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AVRO 146-RJ FCOM

Volume 1
~._Distance
NAVIGATION
EGPWS Enhanced Functions
from the runway -..--

Page 2
_..
assessed ag.a lnst

radio altitude
Rgure 10.3.2 - Terrain Clearance Envelope
700 agl
Runway
15
Te.rraln
nm
..vl -19-00507
FCOM:V1-002
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Page 3
Figure 10.3.3- TAW Mode Switching Logic

Switch to
enroute mode.
Switch to terminal mode here

if less than 50 nm from runway.
Feet [ 16 000
above 15 500
sea 15 ooo
leve l 14 000
Switch to
pproach mode here
if less than 10 nm
from runway.
nal
Feet
a bove
closest
runway in
database
4 000
3 500
3 000
od .
,-----------,--------r----------1
I
I
2 000
1 000
I
I
I
I
I
I
I
2.0nm
Variable RNP
0 nm to 0.5 nm
RNP 1.0 nm .-- -.-- - - - - - 1
~~~~===~~~==~~====~~~~~~
0.5
nm C
Onm
Ta ke-off
mode
Terminal
Enrout e
Terminal
Approach
mode
mode
mode
mode
i-vl- 19-00509
FCOM:V1 -002
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Page 4
Runway Field Clearance Floor
The runway field clearance floor (RFCF) function is shown schematically in Figure 10.3.4
The RFCF function alerts the pilot of a descent below a defined floor. The RFCF alerting
envelope is based on:
Distance from the destination runway.
Height above the destination runway.
This floor enhances the protection provided by the TCF for approaches to runways that are
significantly higher than the surrounding terrain.
TCF has just one alert boundary. If the boundary is penetrated, the GROUND PROX
lamps illuminate and a "Too Low Terrain" call is given.
Figure 1 0.3.4 - Runway Field Clearance Floor
~._Distance
from the runway
-..---1~
assessed against
height above the runway
FCOM:V1-002
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Volume 1
NAVIGATION

Page 5
Look Ahead Alerting
Look ahead alerting is shown schematically in Figure 10.3.5 and graphically in Figure
10.3.6.
The GPS position allows the EGPWS to look ahead and identify terrain close to or
penetrating the aircraft's flight path. The terrain look ahead function has two alert
boundaries: caution and warning.
If the caution boundary is penetrated, the GROUND PROX lamps illuminate and a "Terrain
Ahead" call is given.
If the warning boundary is penetrated, the PULL UP lamps illuminate and a "Terrain Ahead
Pull Up" call is given.
As an option, obstacles are included in the look ahead alerting. The terrain database does
not necessarily include all obstacles. The Company Operations Manual must be consulted
to establish whether the obstacle feature is enabled.
If the obstacle feature is not enabled, the EGPWS does not provide warnings for man
made obstacles. If the obstacle feature is enabled, the system does not provide warnings
for all man made obstacles.
If the look ahead alerting detects a conflicting obstacle:
Penetration of the caution boundary is indicated by the GROUND PROX lamps

illuminating and a call "Obstacle Ahead".
Penetration of the warning boundary is indicated by the PULL UP lamps

illuminating and a call "Obstacle Obstacle Pull Up".
Terrain Ahead Display (TAD)
Terrain background display is shown graphically in Figure 10.3.7.

The TAD is presented on the weather radar. The TAD provides an image of the
surrounding terrain. The terrain is colour coded. The display is further enhanced by
variations in the intensity of the colours.
There are two types of display: non peaks and peaks. The peaks display is an option. The
Company Operations Manual must be consulted to establish whether the peaks display is
enabled.
The non peaks display provides an image of the terrain only when the aircraft is 2 000 ft or
less above the terrain. The peaks display enhances the display characteristics to provide a
higher degree of terrain awareness independent of the aircraft's altitude.
If the obstacle option is enabled, obstacles are shown as terrain on the display.
If terrain data is unavailable for a particular area:
Terrain alerting and obstacle alerting are not available for that area.
The affected display area is coloured magenta.
The EGPWS terrain display is intended to be used as a situational awareness tool only; it
does not provide the accuracy or fidelity to be the sole basis for tmrain avoidance
manoeuvring decisions. Navigation must not be predicated upon the use of the EGPWS
terrain display.
FCOM:V1-002
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Nov 01 /09
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Volume 1
NAVIGATION

Page6
Figure 10.3.5- Look Ahead Alerting
Warning boundary
"TERRAIN TERRAIN PULL UP"
Warning boundary
" OBSTACLE OBSTACLE PULL UP''
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Volume 1
NAVIGATION

Page 7
Figure 10.3.6- Terrain Caution and Warning Boundaries
Slopes= greater of FPA or + 6 deg
Flight Path Angle

(FPA)
Terrain
floor
Caution
area
Warning
area
I _Slopes vary with FPA
C" , . ,
nee __..:
'
Look ahead d istances vary with ground speed and distance to runway.
Tortain fl oor varies with distance to runway.
FCOM:V1-002
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Volume 1
NAVIGATION

Pages
Figure 10.3.7 - Terrain Background Display

Gear up : 500 ft
Gear down: 250ft
Reference altitude is proj ected down from actua l

aircraft altitude to prov ide a 30 second advance display
of terrain whan descending more than 1 000 ft/min.
+2 000 ft
High density red

High density yellow
L ow density yellow
------r
High density green

Low density green
-2 000 ft
Runway
Terrain is not shown if more than 2 000 ft below reference altitude.
Terrain is not shown if terrain elevation is less than 400ft above
the nearest runway elevation.
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400
ft
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Volume 1
NAVIGATION

Page9
Reference Altitude
The TAD colours are coded relative to an aircraft reference altitude. The reference altitude
is depicted in Figure 10.3.8.
At rates of descent greater than 1 ooo fVmin, the aircraft reference altitude is a surface
starting at the aircraft and extending forward by 30 seconds along the aircraft's flightpath
and then extending forward horizontally.
At all other vertical speeds, the reference altitude is the aircraft's altitude.
Non peaks Display Colour Coding
The non peaks display colour coding is shown in Figure 10.3.9.

Terrain more than 2 000 ft below the reference altitude is displayed in black. Terrain from
2 ooo ft below the reference altitude to 1 ooo ft below the reference altitude is displayed in
low density green. Terrain from 1 ooo ft below the reference altitude to a little below the
reference altitude is displayed in high density green.
Terrain from a little below the reference altitude to 1 000 ft above the reference altitude is
displayed in low density yellow. Terrain from 1 000 ft above the reference altitude to
2 000 ft above the reference altitude is displayed in high density yellow. Terrain more than
2 000 ft above the reference altitude is displayed in high density red.
The boundary between the low density yellow and the high density green depends on the
position of the landing gear. The boundary is 250ft below the reference altitude when the
gear is down. The boundary is 500ft below the reference altitude when the gear is up.
If the terrain database does not contain any data for an area, that area is displayed in low
density magenta.
Terrain causing a forward looking caution is displayed in solid yellow. Terrain causing a
forward looking pull up warning is displayed in solid red.
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Volume 1
NAVIGATION

Page 10
Figure 1 0.3.8 - Reference Altitude
~ "!'>
c-
Aircraft Reference Altitude - Rate of D~scent > 100ft/min:

l"- Projection of the aircraft flight path for 30 seconds
and then a horizontal line.
:----;:~==----I
30seconds
flight time.
-+I
Aircraft Reference Altitude - All Other Vertical Speeds

:.> The aircraft's altitude.
\2::: 42 > - - - - - - - --
i-v1-19-00465
Figure 10.3.9 - Non-peaks Display Colour Coding

Terrain givi ng rise to a forward
looking pull up warning
2 000 ft above the reference altitude
Terrain giving rise to a

forward looking caution
250 to 500 ft below the reference altitude
1 000 ft below the reference altitude
Terrain data unavailable

i-v1-19-00466
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Volume 1
NAVIGATION

Page 11
Peaks Display
Two elevation numbers are displayed. They are the highest and lowest elevations of the
terrain. The highest elevation number is displayed above the lowest number. The highest
elevation number is written in the same colour as the highest terrain pattern colour. The
lowest elevation number is written in the same colour as the lowest terrain pattern colour.
The elevation numbers are in hundreds of feet: for example, 3 000 ft would be written as
030. A single elevation number is written when the screen is all black or all blue because
the aircraft is flying over the sea or over relatively flat terrain.
The peaks display colour coding is shown in Figure 10.3.1 o.
The peaks display colour coding is the same as the non peaks display when any yellow or
red is displayed with one exception: sea is displayed in low density cyan.
When no yellow and no red is displayed, the peaks colour coding changes; the terrain
below the aircraft is shown in shades of green even though the terrain may be more than
2 000 ft below the aircraft. The terrain between the highest and lowest elevation is divided
into three bands: solid green, high density green and low density green. Terrain below the
lowest elevation number is shown in black.
FCOM:V1-002
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Volume 1
NAVIGATION

Page 12
Figure 10.3.10- Peaks Display Colour coding

Terrain giving rise to a forward
looking pull up warning
Terrain giving rise to a
forward looking caution
Sea
Terrain data unavailable
Coding when red or

yellow is shown
250 to 500 ft below the reference altitude
..------,- Highest elevation number

Highest band
Coding when neither

yellow nor red Is shown
Middle band
Lowest band
Lowest elevation number
iV11 900467
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Volume 1
NAVIGATION

Page 13
Pop-Up
Provided the weather radar is powered, the TAD will pop up when:
When the TAD pops up, the indicator range is automatically set to 10 nm.
Terrain System Switch
The terrain EGPWS features are inhibited by pressing the TERR SYST switch on the right
instrument panel. The white INHIB annunciator on the switch illuminates when the switch
is used to inhibit the terrain features.
If the terrain features fail and the system has not been inhibited, the amber FAIL
annunciator in the switch illuminates. When the switch is pressed, the FAIL annunciator
extinguishes and the INHIB annunciator illuminates.
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Volume 1
NAVIGATION

Page 14
FCOM:V1-002
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Nov 01 /09
Types of Test
The are two tests: short and long. The long test is for maintenance purposes. The short
test is made in the Flight Deck Safety checks. Both tests are initiated by pressing and
releasing either of the GROUND PROX switch lamps.
The short test is initiated by pressing the switch lamp for less than two seconds. The long
test is initiated by pressing the switch lamp for more than two seconds and then releasing
it.
If the weather radar is selected to TEST, the TAD display is also checked during the
EGPWS test.
Short Test
The weather radar mode should be set to TEST. When the GROUND PROX switch is
released:
The GPWS INOP caption, terrain FAIL annunciator and GROUND PROX
annunciators illuminate.
A "Giideslope" call is given.
The GROUND PROX annunciators extinguish and the PULL UP annunciators

illuminate.
A "Whoop whoop Pull Up" call is given followed by a "Terrain Ahead Pull Up" call.
The terrain green ON annunciator illuminates.

The GROUND PROX annunciators illuminate for about one second.
The radar shows the TAD test pattern. The test pattern is removed after several
sweeps of the terrain display. The ON annunciator then goes out.
The GPWS INOP caption and the terrain FAIL annunciator extinguish.
The radar is then selected to OFF or STBY.

The TAD display pattern for a non peaks test pattern is shown in Figure 10.4.1. The TAD
display pattern for a peaks test pattern is shown in Figure 10.4.2. Nine squares are
shown. The test pattern for the peaks display is only slightly different from the non peaks
test pattern. The top right square of the non peaks square is black. The top right square of
the peaks display is filled in low density cyan.
FCOM:V1-002
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Volume 1
NAVIGATION
EGPWSTest

Page 2
Figure 10.4-1 -TAD Non-peaks Test Pattern

High density red
Black
Low density magenta
Solid yellow
Solidre<i
High density green
Low density green
Low density yellow

The centre square is high density yellow
i-v1-19-00468
Figure 10.4.2- TAD Peaks Test Pattern

High density red
Low density magenta
Low density cyan
Solid yellow
Solid red
High density green
Low density green
Low density yellow

The centre square is high density yellow
FCOM:V1-002
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i-v 1-190 0469
Nov 01 / 09
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Volume 1
NAVIGATION
EGPWS Test

Page3
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
General ..... ................... ........... ...................................... ....... ........................................ .

Flight Deck Crew Oxygen System .......... ......... ............ .......... .......... .... ........ ............ .....
Cabin Oxygen System ..... ................................................................ ........... .......... ... .....
Flight Deck Panels ........ ............. ......... .... ...................... .......... ......... ... ......... ............. ....
Flight Deck Masks .........................................................................................................
1
2
3
4
Topic 2- Storage and Charging
General ...................... ...................................................................................................

Oxygen Charging .... ... ....................... ........ ....................................... ..... ............. ...........
Charging Pressure ............ ........... ....... .... ........ ............. .................... ... ........ .......... ... .. ...
Pressure Relief................................................... .................. ............ .............................
Oxygen Duration ...................... ....... .. .... ......... .... ................... ... .. ... ... ........ ...... ...... .........
1
2
2
2
4
Topic 3 Flight Deck
Mask Box Location .............................. ......................................................... .................

Flight Deck System ....... ... .......... ......... .... ......... ............. ......... .......... ... ......... ............. ....
Mask Box Types............................................. ...................... .........................................
The Basic Mask............................................................................... ..............................
The Full Face Mask.......................................................................................................
Regulator Controls................... ...................... ................................... ............. ...... .........
Inflating the Head Harness................... ............................................ ............ .................
1
2
4
8
10
12
14
Audio System ................................................................................................................
16
Basic Mask Vent Valve....................................................... ..........................................

Smoke Goggles for the Basic Mask ................................................. .. ...........................
Mask Test........ .......................... ............ ......................... ....... ........ ... .......... .... ...............
Donning the Mask .............................................. .................. ............ .............................
18
20
22
23
Topic 4 - Cabin
Chemical Oxygen ...................... ............. ........ ....................... ........... .. ...........................

Passenger System Operation .... ............. ...................... ............ ....... ... ......... .................
Passenger Oxygen Duration ..... ........... .............. ........................ ...... .............................
Passenger Masks..........................................................................................................
Inspection Latch ............................................. .................................. .............................
Portable Oxygen ..... ...... ........... ..... ...... ..... .... ........ ..... ...... ..... ............ ..... ...... ..... ........... ..
FCOM:V1-002
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1
2
2
4
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Volume 1
OXYGEN
Contents
Chapter 20 TOC
Page2
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
Gaseous oxygen is provided for the flight deck crew. Dropdown masks are fitted in the
cabin. The dropdown masks are supplied by a chemical system. Portable gaseous
oxygen cylinders are also available in the cabin.
Flight Deck Crew Oxygen System
Gaseous oxygen is provided for the flight crew. It is stored in a cylinder behind the right
wall of the forward cargo bay. The cylinder can be charged from a charging point in the
forward cargo bay. If the pressure in the cylinder becomes too high, all the oxygen in the
cylinder is vented overboard. A visual indication of pressure relief is given on the outside
of the fuselage just forward of the forward cargo bay door.
The cylinder supplies three flight deck masks via a main valve and a pressure regulator.
The main valve is a shut off valve. It is on the right console. A pressure gauge on the right
console indicates the pressure downstream of the main valve but before the regulator. The
arrangement is shown schematically in Figure 1 .1 .
The cylinder does not provide oxygen for the passengers or the cabin crew.
Figure 1.1 - Flight Crew Oxygen Supply
Forward Cargo Bay
Oxygen Cylinder
Flight Deck
Main Valve
Main Supply
Pressure
Left
mask
Pressure Regulator
Right
mask
Third crew
mask
iV1 2QQQQ37
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Volume 1
Chapter 20 Topic 1
Page 2
OXYGEN
Overview
Cabin Oxygen System

The chemical system consists of a number of stowage boxes. Within each box is one
box in each passenger service unit (PSU), in each toilet and at each cabin attendant's
station.
The masks automatically drop out of the boxes if the cabin altitude exceeds 13 250 ft. The
passenger masks can also be deployed manually. A DROP OUT OVRD switch is fitted to
each side console. Pressing either switch deploys the passenger masks. A PAX OXY
OUT caption on each switch illuminates when the masks drop.
Once the masks have dropped, a sharp pull on any mask starts the oxygen generation
process. Once the passenger supply has been initiated, it cannot be turned off. The
supply will last for a fixed time depending on the size of generator fitted: 13 min ; 15 min or
22 min.
The dropout system is powered from the emergency de busbar. The system is shown
Oxygen is also available from portable cylinders containing gaseous oxygen.
Figure 1.2 - Cabin Dropout System
Flight Deck
Left drop out
ovenide switch
Right drop out

override switch
Aneroid
switch
Drop out signal

Cabin
r--------r----L- - - - - - - - - - - - - - - Mask
stowage unit
Ma~k
stowage unit
Mask
stowage unit
A chemical generator in each stowage unit supplies all masks in the unit
The dropout signal causes all the stowage units to open; all the cabin masks dropout
Pulling any mask in a unit starts the oxygen generation for all masks in that unit
: ,1
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'ln nnn.,o
Nov 01/09
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Volume 1
OXYGEN
Overview
Chapter 20 Topic 1
Page3
Flight Deck Panels

The two flight deck panels are shown in Figure 1.3. The left panel contains just a DROP
OUT OVRD switch/ annunciator. The right panel contains, the MAIN VALVE, the supply
pressure gauge and another DROP OUT OVRD switch/annunciator.
Figure 1.3 - Flight Dec k Panels
Right Oxygen Panel
MAIN VALVE
DftOP OUT OVRD

~AIN
IU'PLY
MaJn supply pressure for
Main vatve for
Drop out override

SWitches /annunciators
f1!9ht deck system
flight deck system
for passenger system
Annunctator1ndicates
PAX O>N OUT wtlen

masks are automatiCally
or manually de~yed
PAX
OXY
OUT
Clear plasttc guard must

be raised to press switch
Pressing either switch
deploys the masks
llflOP OUT OVRD
Left Oxygen Panel
OlCVGEN
IV 120-ooo39
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Volume 1
OXYGEN
Overview
Chapter 20 Topic 1
Page 4
Flight Deck Masks

Three quick donning masks are fitted. The masks are stowed in stowage boxes. The
location of the stowages is shown in Figure 1 .4.
There are two types of flight deck mask:
One with a full face mask. This mask is effectively an oxygen mask combined with
smoke goggles.
One without a full face mask. If smoke or fumes are present, a separate pair of
smoke goggles must be donned after the oxygen mask is donned.
The two masks are shown in Figure 1 .5.
Each mask has:
An elastic head harness. To don the mask, the harness is inflated with oxygen so
that the harness is larger than the wearer's head; the harness is then put over the
wearer's head. When the oxygen is released from the harness, the elastic in the
harness holds the mask firmly to the wearer's face.
An oxygen regulator.
A microphone. The microphone is activated by selecting a BOOM/MASK rotary
switch to MASK. The switch is on the associated audio selector panel.
Figure 1 .4 - Flight Deck Oxygen Mask Stowages
Third crew member's

oxygen mask
Left seat oxygen
stowago
mask stowage
Right seat
oxygen
mask
stowage
Flight
Deck
Door
Flight Deck looking Aft

,....,1 20-00002
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AVRO 146-RJ FCOM

Volume 1
OXYGEN
Overview
Chapter 20 Topic 1
Page 5
Figure 1.5 - Right Deck Oxygen Masks
Oxygen mask
Goggles
Regulator
Head harness
Oxygen mask
Integral gogglos
Regulator
;_.. . .. ?~.n-t
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Volume 1
OXYGEN
Overview
Chapter 20 Topic 1
Page6
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
General
Gaseous oxygen is provided for the flight crew. It is stored in a cylinder between the right
wall of the forward cargo bay and the fuselage skin. The cylinder has an isolation valve
and a pressure gauge. The cylinder head has two connections: one for oxygen supply and
charging, the other for pressure relief.
A charging panel is just inside the forward cargo bay door on the right as shown in Figure
2.1. The panel is behind a door. The door has a fastener on the top and a hinge at the
bottom. When the fastener is undone the door can be opened.

If the pressure in the cylinder becomes excessive, all the oxygen in the cylinder is
discharged overboard through an indicator on the fuselage skin just forward of the forward
cargo bay door. The location is shown in Figure 2 .1.
Figure 2.1 - Charging Panel and Discharge Indicator
- -../
Charging Panel Door

Discharge Indicator
[Qj
Pressure
gauge
Oxygen Cylinder
Between the cargo bay wall

and the fuselage sldn
Pressure
relief pipe
..
Isolation
valva
Oxygen suppty and

charging pipe
lv12000004
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Volume 1
OXYGEN
Storage and Charging
Chapter 20 Topic 2
Page2
Oxygen Charging
A charging schematic is shown in Figure 2.2.

The charging panel contains:
A charging valve.
A pressure gauge.
A charging isolation valve.
To recharge the cylinder, a charging supply must be connected to the charging valve and
the isolation valve must be opened. The gauge indicates the pressure in the aircraft
cylinder. There is a non-return valve between the cylinder and the isolation valve. The
non-return valve and the isolation valve prevent oxygen leaking from the cylinder through
the charging valve.

Charging Pressure
The fully charged pressure is 1 850 psi at 21 OC. The fully charged pressure increases as
temperature increases. The maximum charging pressure for a given temperature is given
in the FCOM Volume 3 Part 1, Chapter 9, Topic 18- Oxygen.
Pressure Relief
If the pressure in the cylinder becomes too high, a frangible disc in the cylinder head bursts
and oxygen flows into the pressure relief pipe. The pressure relief pipe is connected to a
vent on the side of the fuselage. When the frangible disc bursts, all the oxygen in the
cylinder flows overboard through the vent on the side of the fuselage. The vent is just
forward of the forward cargo bay door. The vent includes a discharge indicator. The
discharge indicator is in two parts:
A white translucent disc.
A set of three red streamers.
If discharge has not taken place through the vent, the indicator disc will be in place; the
streamers will be behind the indicator disc.
If the cylinder has discharged through the vent, the disc wi ll have blown out and the three
red streamers will be displayed.
The bursting pressure of the disc depends on the modification standard of the aircraft. The
bursting pressure is between 2 500 psi and 3 ooo psi.
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Volume 1
OXYGEN
Chapter 20 Topic 2
Page3
Figure 2.2 - Charging Schematic
Pressure rei ief pipe
I I
.
:.
Discharge Indicator
o
To the flight deck
.
:.
Chargi ng Panel
Isolation valve
Pressure
OXYGEN
gauge
~~-~ )
-
_/
10
~/
, .~.-
,......
.. '
0
__
IU
Charging valve
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Volume 1
OXYGEN
Chapter 20 Topic 2
Page4
Oxygen Duration
The minimum charging pressure to give two hours of oxygen for the flight crew is given in
the FCOM Volume 3 Part 4, Chapter 9 - Systems. The minimum charging pressure
depends on the temperature of the cylinder and the number of flight deck crew.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Mask Box Location

Each mask has a stowage box. The box locations are shown in Figure 3. 1.
The stowage box holds and protects the mask.
Figure 3.1 - Mask Stowage Box Locations
Left seat mask stowage box
Right seat mask stowage box

Third crewmemtr's mask stowage box
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page2
Flight Deck System
The flight deck system is shown schematically in Figure 3.2.

The flight deck system is controlled from the oxygen panel on the right console. The panel
contains:
A main valve.
A main supply pressure gauge.
Oxygen from the cylinder is passed to the main valve and then to a pressure regulator.
The main supply pressure gauge measures pressure between the main valve and the
regulator.
The regulator controls the pressure to 70 psi. The regulator has an internal pressure relief
valve set to 100 psi.
From the regulator, the oxygen is passed to the three flight deck mask boxes. Each box:
Contains an oxygen mask with a regulator.
Has a shut-off valve.
Has an oxygen flow indicator.
Has two doors: a left door and a right door.
Has a control used to test the mask and to reset the shut-off valve to the closed
position.
The flow from the aircraft regulator goes directly to the shut-off valve. The shut-off valve is
connected to the oxygen mask regulator by a flexible pipe.
The flow indicator senses flow through the shut-off valve. The flow indicator is black when
oxygen is not flowing through the shut-off valve. The indicator shows a yellow cross when
oxygen flows through the shut-off valve. The indicator is shown in Figure 3.2.
The shut-off valve is normally closed. When the left door is opened, the shut-off valve
opens. The shut-off valve remains open until the left door is closed and the valve is reset
to the closed position using the reset control. If the left door is closed without resetting the
shut-off valve to the closed position, a white flag with a black OXY ON legend is displayed.
To close the shut-off valve:
Close the left door.
Operate the reset control to the reset position and then release the control.
On a stowage box for the basic mask, the reset and test control is a spring-loaded slider. It
is spring-loaded to the normal position.
On a stowage box for a full face mask, the reset control is a spring-loaded pushbutton. It is
spring-loaded to the normal position.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
Chapter 20 Topic 3
Page3
OXYGEN
Right Deck
Figure 3.2 - Fl ight Deck System
Right Console Oxygen Panel
-~y
Jf
Oxygen Cylinder
f
II
Main Supply Pressure
Main Valvo
From charging system
Mask Box
Pressur e Regulator
Regulatr> to 10 ps
clleves al100 ps
Mask Box
F1ow
Indicator
Mask Box
Flow
Indicator
Ma&k
Mask
regulator
regulator
No oxygen flow
through the valve
Mask
regulat or
Oxygen flow
through the valve
t-v 120-00D-4 1
FCOM:Vl-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 4
Mask Box Types

There are two types of mask box: one for the basic mask and another for the full face
mask. The differences are:
The full face mask box is larger.
The basic mask box has a sliding reseVtest control. The full lace mask box has a
push reset/test control.
If the basic mask is fitted, a torch and goggle stowage is fitted below and inboard of
each pilot's stowage box. The torch and goggle stowage is not fitted if the full face
mask box is fitted.
The full face mask box is shown in Figure 3.3 and Figure 3.5. The basic mask and goggle
stowage are shown in Figure 3.4 and Figure 3.6
Figure 3.3 - Full Face Mask Box
No smoke goggle or torch stowage
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Volume 1
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 5
Figure 3.4 - Basic Mask Box and Goggle Stowage

Smoke Goggle and Torch Stowage Closed
Smoke Goggle and Torch Stowage Open
Smoke goggle and torch stowage

Goggles
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page6
Figure 3.5 - Full Face Mask Box
Flow
Indicator
Reset
and test
cont rol
Mask
regulator
Doors - Door hinges

Oxygen hose fr-om the
shut-off valve to the
regulator
The OXY ON flag is shown when:
J..
The flow Indicator looks like this
Tho le.ft door is closed
AND
i>
The shut-off valve is open
when oxygen flows throu,g h the shut-off valve

1-. 1-20-ilOO 11
FCOM:Vl-002
AVRO 146-RJ Series
Nov 01/09
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Volume 1
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 7
Figure 3.6 - Basic Mask Box
Mask regulator
Reset
and test
slider
Doors----'
Door hinges
Oxygen hose from the shut~ff
valve to the regulator
The flow indicator looks like this
when oxygen flows

through the shut~ff valve
The OXY ON flag is shown when:

,. The left door is closed
AND
,. The shut~ffvalve is open
lVH!0000 12
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Nov 01 / 09
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page a
The Basic Mask
The basic mask has:
An inflatable elastic head harness.
An inflation
An airmix plate.
A microphone.
A regulator.
A vent valve and a vent valve control.
plate~
The elements of the mask are shown in Figure 3. 7.

The two plates are used to inflate the head harness. Squeezing the plates together allows
oxygen to inflate the head harness. When the plates are released, the oxygen is vented
from the harness and the harness contracts.
The mask microphone is normally disconnected from the audio system. A switch on the
associated audio selector panel (ASP) selects either the normal headset boom microphone
or the mask microphone to the audio system.
The regulator has two controls. One selects either pure oxygen or a mix of air and oxygen
to the mask. The other selects a safety pressure to the mask.
The vent valve is used if smoke or fumes are present. When the vent valve is open,
oxygen flows through the goggles. The vent valve control opens and closes the valve.
FCOM:V1-002
AVRO 146-RJ Series
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Volume 1
Chapter 20 Topic 3
Page9
OXYGEN
Right Deck
Figure 3-1 - Elements of the Basic Mask
Head
harness
Microphone
Vent valve control
Regulator
Inflation plate
Alnnlx plate
Alnnlx lever
Ainnix lever
Emergency pressure control - - --1
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 10
T he Full Face Mask
The full face mask has:
An inflatable elastic head harness.
An integral pair of smoke goggles ~
An inflation plate.
An airmix plate.
A microphone.
A regulator.
The elements of the mask are shown in Figure 3.8.

The two plates are used to inflate the head harness. Squeezing the plates together allows
oxygen to inflate the head harness. When the plates are released, the oxygen is vented
from the harness and the harness contracts.
The mask microphone is normally disconnected from the audio system. A switch on the
associated audio selector panel (ASP) selects either the normal headset boom microphone
or the mask microphone to the audio system.
The regulator has two controls. One selects either pure oxygen or a mix of air and oxygen
to the mask. The other selects a safety pressure to the mask.
FCOM:V1-002
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Volume 1
Chapter 20 Topic 3
Page 11
OXYGEN
Right Deck
Figure 3.8- Elements of the Full Face Mask

Head harness
Goggles
Microphone
Regulator
Infla1ion plate
Ainnix plate
Alrmlx plato
Alrmix lover
Alrmtx lever
Emergency pre.s sure control
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 12
Regulator Controls
The regulator is a miniature diluter demand regulator. The regulator has two controls:
An airmix lever.
An emergency pressure
control ~
The regulator controls are shown in Figure 3.9.

The airmix control is a rocking lever; it has two positions: N and 100%. At N, a mix of
oxygen and cabin air is supplied to the mask. The ratio depends on the cabin altitude. At
100%, pure oxygen is supplied to the mask.
The lever has to be pushed towards the regulator to select 100%. The lever has to be
pulled away from the regulator to select N.
The lever is put in the 100% position before flight so that pure oxygen is immediately
available for the smoke and fumes procedures.
For pressurization failures, oxygen can be conserved by selecting the lever to N.
The emergency pressure control is a two position rotary control: a normal position and an
EMERGENCY position. At the normal position, the oxygen flows into the mask at ambient
pressure. At the EMERGENCY position, oxygen is delivered to the mask at a small safety
pressure. The EMERGENCY function is for use in the smoke procedures. The safety
pressure clears any smoke or fumes from the mask and prevents any smoke or fumes
entering the mask.
The EMERGENCY function does not override the airmix function of the airmix lever.
If the emergency function is used continuously at a cabin altitude of 10 000 ft, a fully
charged cylinder will be empty in 25 minutes.
The rotary control can be pressed in to test the regulator. When the control is pressed,
oxygen is delivered to the mask at the safety pressure.
Both controls can be operated with the mask in its stowage box, so a mask does not have
to be removed from its box to complete the pre flight checks.
It is important to be familiar with the operation of the regulator controls because they
cannot be seen when the mask is being worn. To set N when the mask is being worn, pull
the lever down.
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Nov 01 /09
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Volume 1
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 13
Figure 3.9 -The Regulator Controls
Airmix Lever at N
Safety pressure not Selected
Airmix Lever at 100%

Safety pressure not Selected
100%
-s:) C73 .:;nr1 CB8
a:..c
1 ~2 et '~9
ij ll.lli-R :JH/>'.r"JIJ !11 .:l(: iY:()\1
=ou~r>_ f'P.E~.::,_RE m:J l:GJ ~;,

n[I:~!IT . t.:
0
EMERGENC
PRESS
TO
TEST
At N, a mix of oxygen and air

is supplied to the mask
The ratio depends on the cabin altitude
... \
At 100%, pure oxygen is supplied to the mask
Airmix Lever at N
Airmix Lever at 100%
Safety pressure Selected
Safety pressure Selected
The function of the emergency pressure control is to

give a small positive safety pressure to the mask
The function is used in the smoke procedures
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 14
Inflating the Head Harness
The two plates are used to inflate the head harness. The airmix plate is fixed but the
inflation plate moves inwards when the two plates are squeezed together. The inflation
plate is spring loaded to the outward position. When the inflation plate is moved inwards,
an inflation valve in the regulator supplies oxygen to the head harness so that the harness
inflates. When the inflation plate is released, the inflation valve closes and the head
harness is vented of any oxygen; the harness deflates. Inflation of the head harness is
shown in Figure 3.1 0.
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Nov 01 /09
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Volume 1
Chapter 20 Topic 3
Page 15
OXYGEN
Right Deck
Figure 3_10 -Inflating the Head Harness
The ainnix plate is fixed

The Inflation plate can move Inwards when
pressed
The Inflation plate Is spring-loaded to the
outwards position
At the outward posmon:
;
The Inflation valve Is closed
,.
When the pl;~tes ;~re squeezed together.
The airmix plato does not move
The Inflation plate moves Inwards
;.
The lnflat.l on valve opens
The h;~mess inflates
The harness Is deflated

Head Harness Inflated
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Nov 01 / 09
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 16
A udio System
The audio system aspects of the oxygen system are shown in Figure 3.11 .
There are three audio selector panels on the flight deck: one for the left seat pilot, one for
the right seat pilot and one for the third crewmember. Each panel has a
telecommunications headset.
There are two speakers on the roof panel. Each speaker has an ON/OFF switch.
Each audio selector panel has a BOOM/MASK rotary switch.
With a switch at BOOM:
on the third crewmember's audio selector panel does not affect the flight deck speakers.
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Volume 1
OXYGEN
Right Deck
Chapter 20 Topic 3
Page 17
Figure 3.11 - Audio System

Left speaker
~
r.
Right spuker
switch
Left speaker
switch
Boom/mask microphone - - - - - - - - - - - ,
r-;=~==~=L~eft~A;S~P~;=~==Islelectof~~=;~;;~R~Ig~h=t~AS;P~~~~t-1
The BOOM/MASK selector switches the

microphone Input between the boom
microphone of tho associated headset and Ute
microphone of the associated oxygen mask.
,A t MASK, tho left and ri ght BOOM/MASK
switches force the associated speaker to on.
The third crew member's BOOM/MASK switch
does not affect the speakers.
lV12D-00011
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 18
Basic Mask Vent Valve
The vent valve is used if smoke or fumes are present. When the vent valve is open,
oxygen flows through the goggles. The flow of oxygen through the goggles keeps them
free from smoke and fumes. The vent valve control is a sliding control. When the control
is pushed up, the vent valve is closed. When the control is pulled down, the vent valve is
open. The vent valve must be closed when smoke goggles are not being used. The vent
valve is shown in Figure 3.12.
FCOM:V1-002
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Nov 01 /09
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Volume 1
Chapter 20 Topic 3
Page 19
OXYGEN
Right Deck
Figure 3-12- Basic Mask Vent Valve
The mask has a vent valve that allows

oxygen from the mask to enter the goggles
Tho vent valve Is c-ontrolled by a sliding
push-pull control
When the slide is pushed up,
the valve Is closed
When the slide is pulled down,
the valve Is open
The vent valve must bill closed when

tho smoko goggles aro not being usod
Push-pull
control
Vent Valve Cl osed
Vent Valve OJM!n
Slid& Push&d Up
Slid& Pu lled Down

Reel bands are shown when the vent valve is open
i-vl-20-000 18
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AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
OXYGEN
Flight Dec k
Chapter 20 Topic 3
Page 20
Smoke Goggles for the Basic Mask
If basic oxygen masks are fitted, three pairs of emergency smoke goggles are provided.
Each pair of goggles has an adjustable headband and is contained in a clot h bag closed by
a flap. The flap is held closed by a Velcro fastener. The goggles and the bag are shown in
Figure 3.14.
The basic oxygen masks have a vent that allows oxygen from the mask to enter the smoke
goggles. The goggles do not seal perfectly with the wearer's head, so there is a small flow
of oxygen through the goggles. This flow clears any smoke or fumes from the goggles and
prevents any smoke or fumes entering the goggles. Figure 3.13 shows the goggle venting
system.
The mask vent is controlled by a sliding push-pull control. When the control is pushed up,
the vent valve is closed. When the control is pulled down, the vent valve is open. The vent
valve must be closed when smoke goggles are not being used.
To use the smoke goggles:
First don the oxygen mask.
Then don the smoke goggles and adjust the headband.

Then don the telecommunication headset.
If smoke or fumes are present, pull the vent control down to open the vent valve.
Figure 3.13- Smoke Goggle Venting
~
Direction of oxygen flow
Oxygen
nows from the vent valve into the goggles
The oxygen leaves the goggles between the

goggle seal and the wearer's hea<l
Re<l bands shown whon vent valve is open
The vent valve Is closed when

the oonlrol is pushed up
Oxygen -~~
~-./C"':>--~
The vent valve is open when the

control s pulled down
mask
IV 1 2~19
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AVRO 146-RJ Series
Nov Ot /09
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Volume 1
Chapter 20 Topic 3
Page 21
OXYGEN
Right Deck
Figure 3-14- Smoke Goggles for the Basic Mask

Velcro fastening
-------,+
GoggiGt Bag Closed
Goggle Bag Open
Goggles
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 22
Mask Test
To test and set the oxygen mask:
Select the ASP BOOM/ MASK switch to MASK. This connects the mask
microphone to the audio system; in the case of the left and right masks, the oneside
speaker is also forced on.
Select an associated RT/INT switch to INT. The mask microphone is now live. For
the left and right masks, either the on-side ASP RT/INT switch or the on-side
control wheel RT/ INT switch may be used. For the third crewmember's mask, the
third crewmember's ASP RT/INT switch must be used.
Hold the relevant reset and test control to the RESET/TEST position. This opens
the shut-off valve. The flow indicator will go yellow for a short time as oxygen flows
through the valve and pressurizes the pipe to the mask regulator.
Press and hold the emergency knob. This causes oxygen to continuously flow
through the mask. The flow indicator should show the yellow cross continuously
and the flow of oxygen should be heard through the audio system. If a left or right
mask is being tested, the audio will be available through the on-side speaker.
Release the emergency knob. The flow through the mask should stop, so the flow
indicator will change to black.
Release the reset and test switch. The shut-off valve should close.
Confirm that the airmix lever is at the 100% position.
Put the ASP BOOM/MASK switch to BOOM. The headset microphone is now
connected to the audio system.
Put the RT/INT switch to the required position.
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AVRO 146-RJ Series
Nov 01 /09
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 23
Donning the Mask
To use the mask, the oxygen main supply valve must be on. To remove the mask from the
stowage box and don it:
Grasp the red plates between the thumb and fore finger and pull the mask from the
box.
As the left hand door opens, the shut-off valve will open; oxygen will flow into the
head harness and inflate it.
Place the inflated head harness over the head, at the same time covering the face
with the mask.
Release the red plates. The head harness will deflate and the elastic in the
harness will hold the mask securely to the face.
To activate the mask microphone, select MASK on the audio selector panel. For the pilot's
boxes, this will also activate the on-side flight deck speaker. When returning to headset
use, reselect BOOM.
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AVRO 146-RJ Series
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Volume 1
OXYGEN
Flight Deck
Chapter 20 Topic 3
Page 24
FCOM:V1-002
AVRO 146-RJ Series
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Chemical Oxygen
The passenger system consists of a number of stowage units. Within each unit is one
unit in each passenger service unit (PSU), in each toilet and at each cabin attendant's
station.
The masks are held in the stowed position by a door on the bottom of the stowage unit. A
latch holds the door in place. If a latch is opened, the door opens and the masks fall to the
half-hang position. A sharp pull on any mask starts the oxygen generation process.
The generator is a cylinder containing a shaped core of sodium chlorate.
Oxygen is produced by the thermal decomposition of the sodium chlorate. The oxygen
generator also contains an igniter. The thermal decomposition of the sodium chlorate is
initiated by raising its temperature. Firing the igniter initiates the decomposition process. A
percussion cap fires the igniter when a mask from the PSU is pulled fully out.
Once the thermal decomposition starts:
The heat generated by the reaction sustains the reaction.
The reaction cannot be stopped.
The oxygen passes through a filter before reaching the masks.

The generators become very hot during the decomposition process.
From pulling the first mask, it takes about 10 seconds for full flow to be achieved.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
OXYGEN
Cabin
Chapter 20 Topic 4
Page2
Passenger System Operation
The passenger system is shown schematically in Figure 4.1 .

A DROP OUT OVRD switch is fitted to each flig ht deck side console. Each switch contains
a PAX OXY OUT annunciator. Each switch has a clear plastic guard. To press a switch,
its guard must be raised.
The latch that holds the stowage unit door in the closed position can be removed by a
solenoid or by a mechanical release.
A special key is required to operate the mechanical release. There is a key in each cabin
attendant's stowage.
The solenoids can be signalled to release the latches automatically or manually. Electrical
power from the emergency de busbar is required to release the latches.
Automatic release is by an aneroid switch. One aneroid switch signals all the solenoids to
release their latches when the cabin altitude exceeds a nominal 13 250 ft.
Manual release is achieved by pressing either DROP OUT OVRD switch.
When the solenoids are electrically signalled to open the latches, a PAX OXY OUT
annunciator illuminates in each DROP OUT OVRD switch ; the annunciators are latched
on. The annunciators require electrical power from DC BUS 2.
At the emergency and essential power levels, the oxygen masks can be dropped, but the
PAX OXY OUT annunciators will not illuminate.
Passenger Oxygen Duration
Once the passenger supply has been initiated, it cannot be turned off. The supply will last
for a fixed time depending on the size of generator fitted: 13 min; 15 min or 22 min.
However, the rate of delivery of oxygen reduces with time, and so descent must be made
within an altitude/time profile. Of course, the actual descent profile must also remain at or
above the lowest safe altitude.
The FCOM Volume 3 Part 3, Chapter 1 - Air Conditioning contains the altitude time
profile. Time for the profile starts from the point at which the PAX OXY OUT annunciator
illuminates. The aircraft must be at or below the profile. The profile ensures that the
passengers are supplied with the appropriate amount of oxygen; the profile does not
ensure terrain clearance.
The profile in a particular checklist is correct for the aircraft's oxygen generator fit and the
certification authority operating rules.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
OXYGEN
Cabin
Chapter 20 Topic 4
Page3
Figure 4.1 - Passenger Oxygen Schematic

Left Console
Oxygen Panel
Right Cons,ole
Oxygen Panel
ClU1 0'1100
- -1'\.T
01101' OUT CMIO

OXYQIEN
Flight Deck
Left dro.p out

override switch
Right drop out
override switch
IT
Aneroid
switch
on
Cabin
Mask
stowage unit
Mask
stowage unit
Mask
' stowage unit
A chemical genereiOf in each stowage unit supplies all masks In the unit
The drop out signal causes all 1M stowage units to open; allltle cabin masks drop out.
Pulling any mask in a unit starts the oxygem genetation for aU masks in lh<Jt unil
The PAX OXY OUT annunciators are latched on when:
Drop Out
Override switch
,..
The masks are automatically deployed.
OR
,. The masks are manually deployed
The clear plastie guard must be raised to press the switch.

Pressing either swrtch deploys the masks.
FCOM:V1-002
AVRO 146-RJ Series
lV1-2D-00032
Nov 01 / 09
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Volume 1
OXYGEN
Ca bin
Chapter 20 Topic 4
Page4
Passenger Masks
A passenger mask is shown in Figure 4.2.

Each mask has:
A flexible face piece.
A reservoir bag.
An adjustable head strap.
A plastic hose:
Connects the reservoir bag to the chemical oxygen generator.
Has an integral flow indicator. The indicator shows green when oxygen is flowing
to its mask.
A lanyard holds each mask in the half-hang position when the stowage unit door is open.
Each lanyard is attached to its generator igniter. When a mask is pulled, its lanyard pulls
out a pin which fires the igniter. The other masks will also fall down because their lanyards
will also be disconnected from the generator when the pin is pulled. Oxygen is now
generated and supplied to all masks in the PSU. The oxygen will flow through all the
masks in the unit.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
OXYGEN
Chapter 20 Topic 4
Page 5
Cabin
Figure 4.2 - Passenger Oxygen Mask
Plastic tube
Reservoir bag
Flow indicator
Lanyard
/.
Igniter pin
Flexible face piece
A djustable head strap
..vl-20..00033
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
OXYGEN
Cabin
Chapter 20 Topic 4
Page6
Inspection Latch
Each stowage door has an inspection latch. The inspection latch is used for maintenance
checks. When the inspection latch is set to the maintenance position, the door only opens
through a few degrees when the door latch is unlatched. The inspection latch is shown in
F
_1gure 43
_..
With the inspection latch in the maintenance position, the dropout electric circuit can be
tested without the masks falling from their units.
With the inspection latch in the normal position , the door will open fully and the masks will
fall to the half-hang position when the dropout electric circuit is activated.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
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Volume 1
OXYGEN
Chapter 20 Topic 4
Page 7
Cabin
Figure 4.3 - Inspection Latch
Inspecti on Latch i n the Nonnal Position
'
I
Inspection latch
Inspection Latch In the Mal ntenance Position with the Door Closed
lnspec.tion latch
Inspection L-atch in the Maintenance Position with the Door Partially Open
- - - - - - - - - - - --- ------=----------------=c:____ - -
- - --
Inspection latch
Iv 120-00()3.4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
OXYGEN
Cabin
Chapter 20 Topic 4
Page a
Portable Oxygen
A portable oxygen set is provided for each cabin attendant. A number of first aid portable
oxygen sets are also fitted.
Each set has a gaseous oxygen cylinder and a mask. Each cylinder has a head that
includes:
A pressure regulator.
Between one and three connection points for masks. Oxygen cannot flow through
a connection point if a mask is not connected to the point.
A flow control.
A frangible disc. The disc bursts if the pressure becomes too high in the cylinder.
All the oxygen will be lost if the disc bursts.
A charging valve.
Some flow controls have just two positions: ON and OFF. Others have three position
controls: HIGH, MEDIUM and OFF.
Some sets with two position controls have a high flow connection and a low flow
connection.
The Company Operations Manual must be consulted for:
The type(s) of portable oxygen sets fitted.
The number of portable oxygen sets fitted.
The location of the portable oxygen sets.
The operational procedures for the portable oxygen sets.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
Topic 1 - Overview
Potable Water ................................................ ...................... .........................................

Toilets............................................................ ............................................... .................
Waste Water Disposal...................................................................... .............................
1
1
1
Topic 2 - Potable Water with Hydraulic Bay Fill and Drain
Water Supply................ .................................................................... ............................ .

Hydraulic Bay Components...........................................................................................
Valve Box and Hose Stowage................... ....................................... .............................
Fill and Drain Valve and Overflow Valve Operation ......................... .............................
Rear Drain Point and Valve...........................................................................................
3
5
7
9
Topic 3 - Potable Water with Panel Fill and Drain
Water Supply..... ......................................................... .................................. .................

Hydraulic Bay Components.............................................................. .............................
Water Servicing Door.......................... ..........................................................................
Water Servicing Panel...................................................................... ............ .................
Fill and Drain Valve and Overflow Valve.......................................... .................. ...........
Rear Drain Point and Valve......... ..................... .............................................................
1
3
5
7
9
11
Topic 4- Waste Water
Basin and Sink Drainage........... ....................................................................................
Topic 5 - Toilets
Toilet Flush ...... .......................... ........ .... ......... ....................... ........ ... .. ........ .... .............. .
Toilet Servicing ................................................................................. .............................
Toilet Water Heaters........................... ..........................................................................
FCOM:V1-002
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Potable Water
There is a potable water tank in the hydraulic bay. The water supplies the toilet basin taps
and the galley services. The tank is below the floor level, so it is pressurised from the air
supply system.
There is a water heater in each toilet to provide hot water to the basin hot water tap.
On some aircraft, the tank is filled and drained from connections in the hydraulic bay. On
the remainder, the tank is filled and drained from a water servicing point on the left side of
the fuselage forward of the main gear bay.
The water servicing panel has a door. A WATER PNL NOT SHUT white caption is on the
CSP. The caption illuminates if the door is not shut. The caption is shown in Figure 1.1.
There is an additional drain point on the left side of the rear fuselage for the pipes aft of the
main gear bays. A valve for the aft drain point is in the rear cargo bay.
Toilets
The toilets are in the vestibules. The toilets are self-circulatory. Pneumatic power is used
to flush the toilets. The power comes from the aircrah air supply system. The toilets are
serviced from servicing points on the side of the fuselage. The servicing points have doors
that are hinged on their forward edges. There is no indication of the position of the doors
on the flight deck.
Waste Water Disposal

Water from the toilet basins and the galley sinks is drained through masts on the bottom of
the fuselage. The masts are electrically heated.
FCOM:V1 -002
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Nov 01 /09
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Volume 1
WATER AND WASTE

Overview
Chapter 21 Topic 1
Page 2
Figure 1.1 - Water Panel Not Shut Caption
11 -2100022
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AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
WATER AND WASTE

Potable Water with Hydr ulic Bay
Fill and Drain
Chapter 21 Topic 2
Pago 1
Water Supply
The water supply is shown schematically in Figure 2 .1.
Water is held in a tank in the hydraulic bay. The tan k supplies the basin taps in the toilets
and the galley services.
From the tank, the water goes to an isolation valve in each toilet and a shut off valve in
each galley. The isolation and shut off valves are normally open.
From each toilet isolation valve, water is supplied to the basin cold tap and a water heater.
From the water heater, water is supplied to the basin hot tap.
From each galley shut-off valve, water is supplied to the galley services requiring water.
The tank is filled and drained through a fill and drain valve. The valve is connected to the
tank by a pipe. The other side of the valve is connected to a fill and drain hose.
The supply to the galleys and the toilets is taken from between the fill and drain valve and
the tank.
A stack pipe in the tank is connected to an overflow pipe. The overflow pipe is connected
to an overflow valve. The ov-erflow valve is connected to an overflow hose.
The air temperature in the overflow pipe is measured by a temperature indicator in the
hydraulic bay.
The tank is normally filled from a pressurised water supply through the fill and drain valve.
When the tank is filled, the fill and drain valve and the overflow valve are open. The stack
pipe limits the amount of water that the tank can hold.
The tank can also be filled from an alternative filling point at the top of the tank.
An aft drain point is on the left side of the rear fuselage. The drain point is connected to a
drain valve in the rear cargo bay.
The fill and drain valve and the overflow valve are manually operated.
The aft drain valve is manually operated on most aircraft. On some aircraft, the aft drain
valve can be operated electrically or manually. The switch to operate the valve is in the
hydraulic bay.
The water tank is pressurised from the aircraft air supply system. The tank can be
pressurised from the APU or any engine. The tank can also.be pressurised from a ground
charging point. The ground charging point is in the hydraulic bay.
The air pressure supplied to the tank is limited by a pressure regulator. The tank is
protected by a pressure relief valve.
The water pipes are heated. On some aircraft the valves are heated. The heating of the
pipes and valves is described in the Water and Waste topic of FCOM Volume 1, Chapter
15, Ice and Rain Protection .
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Potable Water w ith Hydraulic Bay
Fill and Drain
Chapter 21 Topic 2
Page 2
Figure 2.1 - Water Supply Schematic
FrontToie.t
To cold t.p
Front Galley
To plley Mrvius
Shut-off valve
Ground charging point
t
From the air
5upply 5y5tem
Rear
Fill and d rain pipe
d rain
valve
Fill and drain vlve

Fill and drain hose
1-v1-2100001
To rear toilet and galley
FCOM:V1-002
Overflow hose
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Potable Water with Hydraulic Bay
Fill and Drain
Chapter 21 Topic 2
Page 3
Hydraulic Bay Components

The hydraulic bay components are shown in Figure 2.3 for an aircraft with a manually
operated rear drain valve. The picture is taken looking directly into the hy-draulic bay from
the hydraulic bay door.
A sight glass is on the side of the tank. The sight glass indicates the level of water in the
tank.
A temperature indicator is mounted on the wall of the hydraulic bay. The indicator senses
the temperature in the overflow pipe. The indicator has a red arc and a green arc. If the
pointer is in the red arc, there is a danger that there may be ice in the overflow pipe. If the
pointer is in the green sector, there will not be any ice in the overflow pipe.
The fill and drain valve and the overflow valve are contained in a box on the forward wall of
the hydraulic bay. The valves are connected to their respective hoses. The ends of the
hoses are stowed in a receptacle below the box.
If an electrically operated aft drain valve is fitted, a switch for the valve is fitted between the
groun<l air charging point and the temperature indicator. The switch is shown in Figure
2.2. The switch has two positions: OPEN and CLOSED. The switch is spring-loaded to
the closed position.
Figure 2.2 - Aft Drain Valve Switch
Aft drain valve switch
fV121-00Q02
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AVRO 146-RJ Series
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Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page 4
Figure 2.3 - Hydraulic Bay Components
1-vl -21-00003
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AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page 5
Valve Box and Hose Stowage

The fill and drain valve and the overflow valves are contained in a box. The box has a
hinged lid with two fasteners. The fill and drain hose ends are normally stowed in a
stowage beneath the box.
The box with the hose ends in the stowage is shown in Figure 2.4. The box with the hose
ends out of the stowage is shown in Figure 2.5.
Figure 2.4 - Valve Box Closed and Hose Ends Stowed
Water tank
Overflow pi~
Box lid hinge
Box fasteners
..
..
Fill and drain pipe
Hose stowage
Flll and drain hose
Overflow hose
w l -21.()0004
FCOM:V1 -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page6
Figure 2.5 -Valve Box Closed and Hose Ends out of the Stowage
Overflow hose
Overflow point
t'
Hose$towa~
Fill amd drain hose
Fill conneCIIlon
.... 1 -21~000!1
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page 7
Fill and Drain Valve and Overflow Valve Operation

Each valve is operated by a lever. When the box lid is closed, both levers are held in the
closed position. The box lid cannot be closed until both levers are in the closed position.
The fill and drain valve cannot be opened until the overflow valve is open. The overflow
valve cannot be closed until the fill and drain valve is closed.
Figure 2.6 shows both valves closed. Figure 2.7 shows the overflow valve open but the fill
and drain valve closed. Figure 2.8 shows both valves open.
Figure 2.6 - Fill and Drain Valve and Overflow Valve Closed
Overflow valve lever
FCOM:V1-002
AVRO 146-RJ Series
Nov Ot/09
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Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Pages
Figure 2-7 - Fill and Drain Valve Closed and Overflow Valve Open
.....,~
._:
1- !!fX
Overflow valve lever

~
1411-21-1)0007
Figure 2-8- Fill and Drain Valve and Overflow Valve Open
Overnow valve lever
Fill and Drain valve lever
i1 21 00008
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page9
Rear Drain Point and Valve
The rear drain point allows piping to the rear of the main gear bays to be drained. The
drain point is on the left side of the rear fuselage. The drain point is shown in Figure 2.9.
The rear drain valve is in the- rear cargo bay. The valve is behind a door on the left wall of
the bay. The door is shown in Figure 2.10.
There are two standards: a valve that can only be operated manually and a valve that can
be operated electrically or manually. The manual valve is shown in Figure 2.11 . The
electrically operated valve is shown in Figure 2. 12.
Figure 2.9 - Rear Drain Point
Rear d rain point
f1-21-00009
FCOM:V1-002
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Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page 10
Figure 2-10 - Rear Drain Valve Door
ORAl ~
. ,,.21-(10010
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page 11
Figure 2.11 - Manually Operated Rear Drain Valve
Valve
Manual operating wheel
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AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Fill and Drain
Chapter 21 Topic 2
Page 12
Figure 2.12 - Electrically Operated Rear Drain Valve
Manual oporating lovor
Motor
Valve
..vt-21-00012
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AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Potable Water with Panel Fill and
Drain
Chapter 21 Topic 3
Pago 1
Water Supply
The water supply is shown schematically in Figure 3 .1.
Water is held in a tank in the hydraulic bay. The tan k supplies the basin taps in the toilets
and the galley services.
From the tank, the water goes to an isolation valve in each toilet and a shut off valve in
each galley. The isolation and shut off valves are normally open.
From each toilet isolation valve, water is supplied to the basin cold tap and a water heater.
From the water heater, water is supplied to the basin hot tap.
From each galley shut off valve, water is supplied to the galley services requiring water.
The tank is filled and drained from a fill and drain connection point on the water servicing
panel. The connection point is connected to the water tank by a fill and drain pipe. The
pipe contains a fill and drain valve. The valve is operated electrically; it is controlled by a
switch on the servicing panel.
The supply to the galleys and the toilets is taken from between the fill and drain valve and
the tank.
A stack pipe in the tank is connected to an overflow pipe. The overflow valve is connected
to an overflow point on the water servicing panel. The pipe contains an overflow valve.
The valve is operated electrically; it is controlled by a switch on the servicing panel. The
tank is normally filled from a pressurised water supply through the fill and drain valve.
When the tank is filled, the fill and drain valve and the overflow valve are open. The stack
pipe limits the amount of water that the tank can hold.
An electrically operated contents indicator is on the servicing panel.
The tank can also be filled from an alternative filling point at the top of the tank.
An aft drain point is on the left side of the rear fuselage. The drain point is connected to a
drain valve in the rear cargo bay. The valve is operated electrically; it is controlled by a
switch on the servicing panel.
The water tank is pressurised from the aircraft air supply system. The tank can be
pressurised from the APU or any engine. The tank can also be pressurised from a ground
charging point. The ground charging point is on the water servicing panel. The air
pressure supplied to the tank is limited by a pressure regulator. The tank is protected by a
pressure relief valve.
The water pipes are heated. On some aircraft the valves are heated. The heating of the
pipes and valves is described in the Water and Waste topic of the FCOM Volume 1,
Chapter 15, Ice and Rain Protection chapter.
FCOM:Vt -002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 2
Figure 3.1 - Water Supply Schematic
From Toilet
To hot tap
To cold tap
Front Galley
To galley services
Shut-off valve
Pressure
regulator
t
From the air
supply system
Contents Indicator
Rear
drain
valve
Fill and drain pipe
Overflow
pipe
Fill and drain valve
FIJI and drain point on

the water servicing panel
Overflow point on the

water servicing panel
1-Vl-21-00023
To rear toilet and galley
FCOM:V1-002
Overflow valve
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page3
Hydraulic Bay Components
The hydraulic bay components are shown in Figure 3.2. The picture is taken looking
directly into the hydraulic bay from the hydraulic bay door.
A sight glass is on the side of the tank. The sight glass indicates the level of water in the
tank.
The fill and drain valve and the overflow valve are below the tank. The fill and drain valve
is connected to the servicing point by a fill and drain pipe. The overflow valve is connected
to the servicing panel by an overflow pipe.
The valves can be operated manually or electrically. Instructions for manually operating
the valves are on the forward wall of the hydraulic bay.
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 /09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Potable Water w ith Panel Fill and
Drain
Chapter 21 Topic 3
Page 4
Figure 3.2- Hydraulic Bay Components
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 5
Water Servicing Door
The position of the water servicing door is on the left side of the fuselage just forward of the
left gear bay. The door is shown in Figure 3.4. Whenever the door is not shut, a WATER
PNL NOT SHUT caption illuminates on the CSP. The caption is shown in Figure 3.3. The
door is hinged at the bottom and held closed by two catches.
The door contains two seals: one for the fill and drain point on the servicing panel and one
for the overflow point on the servicing panel.
Instructions for filling and draining the water tank are on the inside of the door.
Figure 3.3 - Water Panel Not Shut Caption
l-v1-21-00022
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Nov 01/09
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Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page6
Figure 3.4 - Water Servicing Door
Door Unlatched
point H:tl
SiiiiiW
' - - - - - - - ' - --+--
- t-
Latches
urndone
Overflow point seal

..vl-21-0002!5
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 7
Water Servicing Panel
The water servicing panel is shown in Figure 3.5.

The following facilities are in a row at the bottom of the panel:
The fill and drain connection point.
The ground air charging point.
The overflow point.
A contents indicator is at the top right of the panel.

A switch for each valve is to the left of the contents indicator. Above each switch, there is
a valve not closed light. The valves are electrically motorised valves. Each switch has two
positions: OPEN and CLOSED. A micro switch is at the top of the panel.
The power supply for all three valves, the contents indicator, the valve not closed lights and
the WATER PNL NOT SHUT caption comes from the BAIT BUS.
When the panel is closed:
The WATER PNL NOT SHUT caption is out.
Power is removed from the valve not closed lights.
Power is removed from the contents indicator.
All three valves are forced to the closed position. When they are closed, power is
removed from the valves.
When the panel is open, the micro switch connects the BATT BUS to:
The WATER PNL NOT SHUT caption.
The valve not closed lights circuit.
The valve operating circuits.
The contents indicator.
The overflow valve and the fill and drain valve are electrically interlocked. With the panel
door open, the interlock:
Prevents the fill and drain valve opening until the overflow valve is open.
Prevents the overflow valve closing until the FILUDRAIN switch is at the CLOSED
position.
FCOM:V1-002
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Nov 01 /09
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Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Pages
Figure 3.5- Water Servicing Panel

Vetve not closed lights
Microswltch
w-4.1....
CLOSED
OPEN
0 /FLOW
CLOSED
CLOSED
.(!)
(!)
OPEN
FILUDRAIN
OPEN
R.EAR DRAIN
Contents indicator
WATER TANK CONTENTS
'-'
I \
1f2
'1/4
/
3/4/
~
=
WATER
comwrs
F,
-'
"-
OVERFLOW
Fill and drain connection point
Overflow point
Ground air charging point
Valve switches
FCOM:Vl-002
AVRO 146-RJ Series
l v1 21..00026
Nov 01 / 09
AVRO 146-RJ FCOM

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WATER AND WASTE

Drain
Chapter 21 Topic 3
Page9
Fill and Drain Valve and Overflow Valve
The fill and drain valve and the overflow valve are below the water tank. They are shown
in Figure 3.6.
Each valve has an electric motor and a manual operating lever.
The fill and drain valve electric motor is controlled from the FILUDRAIN switch on the
servicing panel.
The overflow valve electric motor is controlled from the 0 /FLOW switch on the servicing
panel.
Instructions for manual operation of the valves are given on the forward wall of the
hydraulic bay.
FCOM:V1-002
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Nov 01 /09
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Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 10
Figure 3_6 - Fill and Drain Valve and Overflow Valve
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 11
Rear Drain Point and Valve

The rear drain point allows piping to the rear of the main gear bays to be drained. The
drain point is on the left side of the rear fuselage. The drain point is shown in Figure 3.7.
The rear drain valve is in the- rear cargo bay. The valve is behind a door on the left wall of
the bay. The door is shown in Figure 3.8. The valve is shown in Figure 3.9.
The valve has an electric motor and a manual operating lever. The electric motor is
operated by the REAR DRAIN switch on the servicing panel.
Figure 3.7- Rear Drain Point
Rear drain poi nt
'1 21 -00009
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Nov 01/09
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Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 12
Figure 3.8 - Rear Drain Valve Door
ORAl ~
. ,,.21-(10010
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 13
Figure 3.9 - Rear Drain Valve
Motor
Manual operating lever
Valve
..vl-21-00012
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Nov 01 /09
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Volume 1
WATER AND WASTE

Drain
Chapter 21 Topic 3
Page 14
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Nov 01/09
Basin and Sink Drainage

The basin and sink drains are connected to drain masts on the lower surface of the
fuselage. The drain masts are shown in Figure 4.1 and Figure 4.2.
There are two drain masts: front and rear. The drain masts are heated. The heating is
described in the Water and Waste topic of the FCOM Volume 1, Chapter 15, Ice and
Rain Protection chapter.
The drain system is shown schematically in Figure 4.3.
The front toilet basin and front galley sink drain through the front drain mast. The rear toilet
basin and galley sink drain through the rear drain mast.
Figure 4.1 - Front Drain Mast
...
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Nov 01/09
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Volume 1
WATER AND WASTE

Waste Water
Chapter 21 Topic 4
Page 2
Figure 4.2 - Rear Drain Mast
-.....
1-vl-21-0001 4
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AVRO 146-RJ Series
Nov 01 / 09
AVRO 146-RJ FCOM

Volume 1
WATER AND WASTE

Waste Water
Chapter 21 Topic 4
Page 3
Figure 4 .3- Basin and Sink Drainage Schematic

Front galley sink
Front toilet basin
Front drain mast
Rear gal~y sink
Rear toilet basin
Rear drain mast

i.v1 21.000t5
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AVRO 146-RJ Series
Nov 01 /09
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Volume 1
WATER AND WASTE

Waste Water
Chapter 21 Topic 4
Page4
FCOM:V1-002
AVRO 146-RJ Series
Nov 01/09
Toilet Ru sh
Up to three recirculating chemical toilets may be fitted. Air pressure is required to flush the
toilets. The toilet flush system is shown schematically in Figure 5.1.
The pneumatic power comes from the left air supply system. With the tail anti-ice valves
closed, only the APU or the left wing engines can supply the toilet flush system. With the
tail anti-ice valves open, any engine or the APU can supply the toilet flush system.
The toilet flushing system can also be pressurise<l from a ground charging point. The
ground charging point is in the air conditioning bay. The ground charging point is shown in
Figure 5.2. The charging point is on a servicing panel which is at the rear of the air
conditioning bay.
Air is t aken from the left air supply system, via an NRV and a flow restrictor, to a reservoir
for each toilet.
The supply to flush a toilet passes from the associated reservoir to its toilet via a toilet
flushing valve.
Each toilet flush valve is operated by a push button in the associated toilet.
The system is protected by a pressure relief valve.
Toilet Servicing
The toilets are serviced from servicing points on the side of the fuselage. The servicing
points have doors that are hinged on their forward edges. There is no indication of the
position of the doors on the flight deck.
A typical door is shown in Figure 5.3.
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Volume 1
WATER AND WASTE

Toilets
Chapter 21 Topic 5
Page 2
Fig ure 5_1 -Toilet Flush

From the le.ft air supply system
Flow restrietor
Relief valve
'""===::1
T ollet flush
valve
t-
'""====I
T ollet flush
valve
t-
Toilet flush '""===~

valve
tIVl-21 00016
FCOM:V1-002
AVRO 146-RJ Series
Nov 01 / 09
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Volume 1
WATER AND WASTE

Toilets
Chapter 21 Topic 5
Page 3
Figure 5.2 - Ground Air Charging Point
Toilet flush ground air charging point

IV1-21-Q0017
FCOM:V1 -002
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Volume 1
WATER AND WASTE

Toilets
Chapter 21 Topic 5
Page 4
Figure 5.3 - Forward Toilet Servicing Door
1'11 21 -00018
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WATER AND WASTE

Toilets
Chapter 21 Topic 5
Page 5
Toilet Water Heaters
The toilet water heaters are shown schematically in Figure 5.4. The schematic is for a
typical aircraft with two toilets: one at the front and one at the rear.
The pipes heaters are supplied form the 115 V ground services busbar. The ground
service busbar is supplied by AC BUS 2 when the flight deck is powered. If the flight deck
is not powered by EXT AC, the ground service busbar may be powered directly from EXT
AC by selecting the GND SERVICE switch to ON. The switch is on the cabin attendant's
panel in the forward vestibule.
The power to each heater is supplied by a circuit breaker on the cabin attendant's panel in
the forward vestibule. Each circuit breaker has an indicator lamp close to it. When an
indicator lamp is lit, power is available to the associated heater.
There are no switches for the toilet water heaters. They can only be switched off by pulling
the circuit breakers.
FCOM:V1-002
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Nov 01 /09
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Volume 1
WATER AND WASTE

Toilets
Chapter 21 Topic 5
Page6
Figure 5.4 - Toilet Water Heater Schematic

AC BUS2
POWER
EXTAC
OFF
ON
GNO SERVICE
Ground Services 115 V Bus
Circuit Breakers
Indicator Lamps
Front toilet wat er heater
FCOM:V1-002
Rear toilet watr heater
AVRO 146-RJ Series
lv1.2100019
Nov 01 / 09
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Volume 1
WATER AND WASTE

Toilets
Chapter 21 Topic 5
Page 7
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Nov 01 /09

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BAE SYSTEMS

Flight Crew Operating Manual

It is important to understand that the FCOM Volume 1 is a global book

BAE SYSTEMS 2009. All rights reserved

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Flight Crew Operating Manual

It is important to understand that the FCOM Volume 1 is a global book

BAE SYSTEMS 2009. All rights reserved

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FCOM Variant Manual - Description

AVRO 146-RJ Series

AVRO 146-RJ FCOM

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AVRO 146-RJ Series

Systems Desc ription

Aircraft Operating (further divided into five

Procedures, Handling and limitations

Abnormal and Emergency Checklist

Flight Deck Handbook

Differences (two books)

AVRO 146-RJ Series

AVRO 146-RJ FCOM

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AVRO 146-RJ Series

FCOM Volume 1 Contents

The flight deck.

The engines and APU.

Electrical, hydraulic and pneumatic power.

Communication, navigation and flight guidance systems.

The fuel system.

Chapter 3 - AIR CONDITIONING

The two air conditioning packs.

The flight deck control panels.

The air distribution system.

The semi-automatic and automatic pressurization systems.

Chapter 4 - AIR SUPPLY

The engine air supply.

The APU air supply.

The air supply services,

The air supply dueling.

AVRO 146-RJ Series

AVRO 146-RJ FCOM

The Garrett 150 APU.

The Sundstrand APU.

The APU generator.

The air, fuel and oil systemse

The APU power supply.

VHF radios and optional HF radios.

Crew intercoms and the passenger address (PA) system.

The Central Audio Unit (CAU).

The Emergency Locator Transmitter (ELT).

The Selective Calling system (SELCAL).

The Video Surveillance system.

The Aircraft Communications Addressing and Reporting System (AGARS).

Chapter 7- DOORS AND STAIRS

Passenger and service doors.

The lower doors.

The flight deck door.

Chapter 8 - ELECTRICAL SYSTEM

The busbars network.

The normal AC and normal DC supplies.

The standby generator.

The battery or batteries.