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FLIGHT CONTROLS
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Introduction Rudder and elevator surfaces have tab surfaces to reduce pilot’s

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The flight controls provide the means for the directional control of the forces. Tabs on left aileron and rudder surfaces are also used for
aircraft. aircraft trimming capability in roll and yaw axes respectively, while pitch
axis trimming is achieved by moveable horizontal stabilizer. All trim
General Description
surfaces are driven by irreversible electromechanical actuators
The FLIGHT CONTROLS includes these subsystems: controlled by switches in the cockpit.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
• FLIGHT CONTROL ELECTRI- (AMM SDS 27-03-00/1) The secondary system comprises flaps, spoilers and the gust lock.
CAL SYSTEM Components
• AILERON (AMM SDS 27-10-00/1)
• RUDDER (AMM SDS 27-20-00/1) FLIGHT CONTROL ELECTRICAL SYSTEM (AMM SDS 27-03-00/1)
• ELEVATOR (AMM SDS 27-30-00/1) The FCE (Flight Control Electronics) is an electronic unit capable of
• HORIZONTAL STABILIZER (AMM SDS 27-40-00/1) controlling and monitoring up to two electromechanical actuators and
• FLAPS (AMM SDS 27-50-00/1) two electrohydraulic actuators. The Phenom 300 has two FCEs. FCE 1
• SPOILERS AND AIR BRAKES (AMM SDS 27-60-00/1) controls the Pitch Trim Backup Channel and the Flaps. FCE 2 controls
• GUST LOCK (AMM SDS 27-70-00/1) the Pitch Trim Normal Channel and the Spoilers. FCE 1 and FCE 2 are
identical. They have the same hardware, software and firmware;
The Phenom 300 is a low wing, T-tail, pressurized aircraft with fuselage
however, pin programming through the aircraft wiring configures each
mounted twin engines, designed to operate on paved runways. The
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FCE appropriately.
primary flight control systems are based on conventional aileron,
elevator and rudder primary control surfaces. AILERON (AMM SDS 27-10-00/1)
Cockpit controls consist of a wheel for roll and pitch control and a set of The lateral control system consists of left and right aileron surfaces
pedals for yaw control. Cockpit controls are duplicated and attached to the rear spar of the wing outboard trailing edge.
mechanically interconnected so that all primary surfaces are
RUDDER (AMM SDS 27-20-00/1)
controllable at either pilot or copilot station. Cockpit commands are
transmitted to control surfaces through conventional mechanical means The rudder control system supplies yaw axis control for the aircraft with
such as cables, pulleys, torque tubes, bellcranks and push-pull rods. a conventional rudder surface attached to the rear spar of the vertical
empennage. The rudder surface is statically and dynamically balanced
Primary control surfaces can also be commanded by AFCS (Automatic
and has a tab surface attached to the spar of the rudder trailing edge.
Flight Control System) through electromechanical servo actuators
interfacing with the primary flight control system components. AFCS, ELEVATOR (AMM SDS 27-30-00/1)
through a dedicated cable circuit, is also responsible for commanding a
The elevator system is responsible for the longitudinal control (pitch
ventral rudder surface by controlling a dedicated servo actuator.
attitude) of the aircraft.
HORIZONTAL STABILIZER (AMM SDS 27-40-00/1)
Phenom 300 - SDS 2757 Page 2 of 6
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The function of the horizontal stabilizer subsystem is to operate the

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horizontal stabilizer surface to do the aircraft pitch trim.
FLAPS (AMM SDS 27-50-00/1)
The function of the flap system is to increase the lift of the wing at low
speeds.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SPOILERS AND AIR BRAKES (AMM SDS 27-60-00/1)
The spoiler system provides the aircraft with further roll authority in
addition to the aileron commands (Roll Spoiler Function), increases
drag and dump lift on landing and RTO (Rejected Takeoff) reduces
required stopping distance (Ground Spoiler Function), and creates a
steeper angle of descent (Speed Brake Function).
GUST LOCK (AMM SDS 27-70-00/1)
The flight controls have a control lock system installed to prevent
damage to the control column and flight control systems caused by
wind gusts. There are two parts of the control lock system, namely the
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elevator and aileron control lock and the rudder control lock.

The figure FLIGHT CONTROLS - FLIGHT SURFACES LOCATION

provides further data on the preceding text.

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RUDDER

RUDDER
TRIM TAB
SURFACE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
VENTRAL
RUDDER

RH INBOARD
LH INBOARD FLAP
FLAP
LH SPOILERS RH SPOILERS

LH AILERON RH AILERON
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LH OUTBOARD RH OUTBOARD
FLAP FLAP
AILERON TRIM
TAB SURFACE
(LH SIDE ONLY)

EM500ENSDS270058B.DGN
LH ELEVATOR RH ELEVATOR

LH AND RH
ELEVATOR TAB
SURFACE

FLIGHT CONTROLS - FLIGHT SURFACES LOCATION

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FLIGHT CONTROL ELECTRICAL SYSTEM
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Phenom 300 - SDS 2757 Page 1 of 10

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Introduction FLIGHT CONTROL ELECTRICAL SYSTEM - FCE ELECTRICAL IN-

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TERFACES
The FCE (Flight Control Electronics) is an electronic unit capable of
controlling and monitoring up to two electromechanical actuators and INTERFACE TYPE
two electrohydraulic actuators. The Phenom 300 has two FCEs. FCE 1 28 V DC power inputs for electromechanical motors
controls the Pitch Trim Backup Channel and the Flaps. FCE 2 controls Three-phase Brushless DC motors interfaces
the Pitch Trim Normal Channel and the Spoilers. FCE 1 and FCE 2 are Digital serial bus inputs (ARINC 429)
identical. They have the same hardware, software and firmware;

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Digital serial bus outputs (ARINC 429)
however, pin programming through the aircraft wiring configures each Resolver interfaces
FCE appropriately.
Potentiometer interfaces
Depending on the pin programming inputs, the FCEs provide either LVDT (Linear Variable Differential Transducer)s)/RVDT (Rotary Variable Differential
Flap and Pitch Trim Backup functions or Spoiler and Pitch Trim Transducer) interfaces
functions. Electrohydraulic Servo Valve (EHSV) interfaces

Each FCE has six electrical connectors. J1 is used for aircraft Solenoid interfaces
interfaces including avionics, pin programming, cockpit commands and Open/Ground discrete inputs
control power. J2 is used for interface with actuators and surface General Description
sensors. J3 and J5 are used for motor power input from the DC busses.
J4 and J6 are used for motor power output to the actuator motors. The FCE 1 is powered by the electrical 28 V DC bus 1 and FCE 2 is
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motor connectors used for the PTA (Pitch Trim Actuator) are powered by the electrical 28 V DC bus 2. Circuit breakers for the
connectors J5 and J6, while connectors J3 and J4 are used by the control logic of each FCE are located in the cockpit with a rated
Flaps Control System. The FCE connectors comply with MIL- capacity of 5 A. The circuit breaker for FCE 1 is located on the left
DTL-38999K. circuit breaker panel in the cockpit. The circuit breaker for FCE 2 is
located on the right circuit breaker panel in the cockpit. These circuit
Table - FLIGHT CONTROL ELECTRICAL SYSTEM - FCE breakers provide power for control and monitor logic. Separate circuit
ELECTRICAL INTERFACES below shows the electrical interfaces breakers are provided for each motor power with a rated capacity of 25
available in the FCE. The second column shows the total number of A each.
interfaces available in the FCE for each interface type, while the third
and fourth columns show the quantity of interfaces used by the Pitch WEIGHT-ON-WHEELS INTERFACE
Trim Control System when the FCE is configured as FCE 1 or FCE 2. The FCE has four weight-on-wheels (WOW (Weight-on-Wheels)) Open/
FLIGHT CONTROL ELECTRICAL SYSTEM - FCE ELECTRICAL IN- Ground discrete inputs. Two discretes are activated by proximity
TERFACES sensors on the left MLG (Main Landing Gear) and two discretes are
activated by proximity sensors on the right MLG.
INTERFACE TYPE
28 V DC power input for the control logic

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ZONES

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246
245

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FCE 2

A
FCE 1

B
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EM500ENSDS270130B.DGN
B
TYPICAL

FLIGHT CONTROL ELECTRICAL SYSTEM - GENERAL DESCRIPTION, Sheet 1

Phenom 300 - SDS 2757 Page 5 of 10

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J2 − ACTUATION INTERFACES
− RESOLVER INTERFACES
− LVDT/RVDT INTERFACES

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
− POTENTIOMETER INTERFACES
− SOLENOID INTERFACES
− EHSV INTERFACES

J4 − FLAP MOTOR CONTROL

− BRUSHLESS DC MOTOR PHASES
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J1 − AIRCRAFT INTERFACE
− 28 VDC CONTROL POWER
− ARINC 429 INTERFACES
− DISCRETE INPUTS

J3 − FLAP MOTOR POWER INPUT

− 28 VDC MOTOR POWER

EM500ENSDS270132A.DGN
J5 − PTA MOTOR POWER INPUT J6 − PTA MOTOR CONTROL
− 28 VDC MOTOR POWER − BRUSHLESS DC MOTOR PHASES

FLIGHT CONTROL ELECTRICAL SYSTEM - GENERAL DESCRIPTION, Sheet 2

Phenom 300 - SDS 2757 Page 7 of 10

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CENTER RELAY SUPPORT

WOW WOW WOW WOW

LH#1 LH#2 RH#1 RH#2

DC BUS EMERG DC BUS EMERG DC BUS EMERG DC BUS EMERG

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
GROUND GROUND GROUND GROUND

FLIGHT FLIGHT FLIGHT FLIGHT

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EM500ENSDS270121C.IDR
FCE1 FCE2

DC BUS 1 DC BUS 2

FLIGHT CONTROL ELECTRICAL SYSTEM - GENERAL DESCRIPTION, Sheet 3

Phenom 300 - SDS 2757 Page 9 of 10

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Training Information Points

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FAILURE REPORTING AND TROUBLESHOOTING
The FCE system is integrated to the aircraft central maintenance
system (AMM SDS 45-45-00/1). Thus, in the event of a failure, a
maintenance message is registered in the CMC (Central Maintenance
Computer) in order to provide the maintenance crew with details about

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
that failure.
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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
AILERON
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Phenom 300 - SDS 2757 Page 1 of 6

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Introduction • -60 ± 1 degrees and -66 ± 1 degrees counterclockwise

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The lateral control system consists of left and right aileron surfaces
The aileron surface deflections are limited by the primary stops as
attached to the rear spar of the wing outboard trailing edge.
follows:
The command of the aileron surfaces is made by the rotation of the
control yokes or by the autopilot servo actuation. • -25 ±0.5 degree trailing edge up
General Description • +15 ±0.5 degree trailing edge down

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The AILERON includes these subsystems: Components
• AILERON MECHANISM (AMM SDS 27-11-00/1) AILERON MECHANISM (AMM SDS 27-11-00/1)
• AILERON TRIM SYSTEM (AMM SDS 27-14-00/1) The aileron mechanical components transmit the control yoke
Both aileron surfaces are statically and dynamically balanced. The left movement to the aileron, by means of a control cable system, that
aileron has a trim tab surface attached to the inboard part of its trailing provides roll movement to the aircraft.
edge. AILERON TRIM SYSTEM (AMM SDS 27-14-00/1)
The aileron surfaces are installed in the wing outboard trailing edge and The function of the aileron trim subsystem is to allow the pilot or copilot
are pivoted at four hinge points with self-aligning spherical bearings. to make trim adjustments on the lateral axis.
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The aileron system uses two conventional control yoke assemblies in

Operation
the cockpit to command the aileron surfaces. The motion is transmitted
by means of a rotary ball spline assembly, quadrants, torque tubes, During normal operation, the pilot or copilot rotates the control yoke to
cables, and push-pull rods. reach the desired roll rate of the aircraft.
When the autopilot is engaged, aileron commands can also be • When the control yoke is commanded to full left (-60 degrees), the
generated by the autopilot servo, which transmits commands directly to left aileron surface moves up (-25 degrees) and the right aileron
the aileron center-fuselage torque tube. surface moves down (+15 degrees).
The control yoke travel is limited by the primary and secondary stops. • When the control yoke is commanded to full right (+60 degrees),
The primary stops are located in the wing and the secondary stops are the left aileron surface moves down (+15 degrees), and the right
located behind the cockpit panel. aileron surface moves up (-25 degrees).
The control yoke deflections are limited by the primary and secondary The aileron autopilot servo, which is connected to the center torque
stops as follows: tube assembly, replaces pilot inputs by commanding the aileron control
• +60 ± 1 degrees and +66 ± 1 degrees clockwise system in response to AFCS (Automatic Flight Control System)
commands when autopilot is engaged.

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There is no synoptic information, CAS (Crew Alerting System)

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messages, or CMC (Central Maintenance Computer) messages
associated with the aileron control system.

The figure AILERON - AILERON SYSTEM - GENERAL DESCRIPTION

provides further data on the preceding text.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
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CONTROL
YOKES

AUTO PILOT

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SERVO

FWD TORQUE
TUBE

CENTER TORQUE
TUBE
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EM500ENSDS270096A.DGN
WING TORQUE
25°
TUBE

0°
A
15°
A−A
AILERON - AILERON SYSTEM - GENERAL DESCRIPTION

Phenom 300 - SDS 2757 Page 5 of 6

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AILERON MECHANISM
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Introduction

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The aileron mechanical components transmit the control yoke
movement to the aileron, by means of a control cable system, that
provides roll movement to the aircraft.

The figure AILERON MECHANISM - INTRODUCTION provides further

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
data on the preceding text.
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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
LATERAL CONTROL
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LH AILERON LH AILERON RH AILERON

EM500ENSDS270097A.DGN
SURFACE TRIM−TAB SURFACE SURFACE

AILERON MECHANISM - INTRODUCTION

Phenom 300 - SDS 2757 Page 3 of 14

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General Description

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The figure AILERON MECHANISM - DESCRIPTION provides further
data on the preceding text.
The aileron flight deck controls are installed behind the cockpit panel.
The installation includes two conventional control wheel assemblies at
the pilot and copilot stations.
The fuselage cable circuit between the forward torque tube and the

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
center torque tube runs beneath the cockpit floor and along the bottom
of the fuselage, and also depicts the control wheel LVDT (Linear
Variable Differential Transducer)s, which are attached to aileron control
system in the forward torque tube.
All aileron control system components located between the cockpit and
the upper quadrant of the center torque tube are located in a
pressurized area. The other quadrants of the center torque tube are
located between the wing fairing and fuselage skin, in a non-
pressurized area.
The center torque tube is fixed in the aircraft wing by means of two self-
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aligning bearings. The autopilot servo is also installed in the wing fairing
and is connected to the center torque tube.
Access to the autopilot servo is through the window located on the right
fairing panel, while center torque tube is accessed through the window
located on the center fairing panel.
The wing cable circuits connect the center torque tube to the wing
quadrants, which are located along the leading edge spar of the wing.
In each wing, two quadrants are mounted in the wing torque tube. In
these wing torque tubes, which are supported by two self-aligning ball
bearings, a connection rod and a bellcrank are linked to a second
connection rod to move the aileron. Wing torque tube is accessed
through an access window located on the lower wing skin.

Phenom 300 - SDS 2757 Page 4 of 14

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SPLINED
SHAF
CONTROL
YOKE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
AILERON AUTO
CONTROL CABLE PILOT
SERVO

A
FORWARD FUSELAGE
ZONES AILERON TORQUE TUBE
131/132
223/224
531/532
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541/551
631/632
641/651 CENTRAL FUSELAGE
A AILERON TORQUE
TUBE

EM500ENSDS270046C.DGN
AILERON
CONTROL
CABLE

LH/RH WING AILERON

TORQUE TUBE

AILERON MECHANISM - DESCRIPTION

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Components RUB STRIPS

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CONTROL YOKE Rub strips are used to prevent the direct contact of the control cables
with the fuselage and wing structures during cable installation.
The aileron system receives pilot inputs from the two control yokes. The
control yoke is connected to the forward torque tubes by a cable circuit. TURNBUCKLES
The turnbuckles on the aileron control cables adjust the control cables The turnbuckles are used to apply rig tension load to the control cables.
tension. The control cable is attached to a cable quadrant located on They are installed for easy access and with sufficient clearance from

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
the forward torque tube. This cable circuit is the same for the pilot and the aircraft structure to avoid interference.
copilot. AILERON FUSELAGE TORQUE TUBE
TORQUE TUBES The aileron fuselage torque tubes and quadrants receive the inputs
There are four torque tubes. The forward torque tube receives inputs from the pilots in the yokes and transmit them to the wing sectors. The
from the control yoke through cable quadrants and transmit these torque tubes are machined from aluminum alloy and have separate
inputs to the center torque tube through other cable quadrants. The supports with self-aligning bearings, which are attached to the aircraft
center torque tube transmits the movement by cable system to both LH structure. The aileron fuselage torque tube also receives inputs from
(Left-Hand) and RH (Right-Hand) wing torque tubes. the autopilot.
CONTROL CABLE CIRCUITS WING QUADRANTS
The cables used in the aileron control system (left and right control The wing quadrants are located in the wing, outboard of the fuel tank.
cable circuits) are corrosion-resistant steel cables. The cables are of The quadrant is made of aluminum alloy and mounted on the torque
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tin-over-zinc construction to minimize cable stretch over time. tube. A bellcrank is attached to the quadrant tube to drive the aileron
PULLEYS connection rod.
Phenolic material pulleys are used at all places where a change in the CONNECTION ROD
routing of the primary flight control system cables is needed. All pulleys The connection rods transmit the commands from one crank to another.
are fitted with removable cable guards. The rod ends are standard type (spherical bearing type) and the rod
PRESSURE SEALS length fine adjustment can be obtained through the rod end rotation.
In order to minimize cabin pressure loss, pressure seals are used at the
points where the cable runs from a pressurized area into an un- CONTROL WHEEL LVDT ASSEMBLY
pressurized area. The control wheel LVDTs are used to provide control wheel position to
FAIRLEADS AND GROMMETS the FCE (Flight Control Electronics). This signal is used to deploy the
roll spoiler function increasing the roll capability of the airplane. The
Fairleads and grommets are used to guide the cables through the
LVDT probes are shrouded to increase environmental protection. Both
fuselage frames and wing in order to minimize effects of vibration in
ends of the LVDT contain self-aligning bearing with different pins
case of severe operation conditions (high loads, low temperatures), to
diameters to prevent misinstallation.
prevent control cables from contacting adjacent structure and system.
Phenom 300 - SDS 2757 Page 6 of 14
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MAINTENANCE MANUAL

EFFECTIVITY:ALL

ROTARY BALL SPLINE

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
Rotary ball spline transmits rotational movement to the aileron control
system and translational movement to the elevator control system.

The figure AILERON MECHANISM - COMPONENTS LOCATION

provides further data on the preceding text.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Filtered Serial Nº contained in this publication: 363, 392

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
GUST LOCK

SECONDARY
STOP

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
CABLE GUARD
SPLINED SHAFT
AILERON
SECONDARY
STOP SUPPORT

A RIG PIN
LOCATION
TURNBUCKLES
SECONDARY
ZONES STOP
223/224 CONTROL
WHEEL (LVDT) 2 PULLEYS
CONTROL RIG PIN
WHEEL (LVDT) 1 AILERON FORWARD LOCATION
Filtered Serial Nº contained in this publication: 363, 392

TORQUE TUBE AILERON TOP

CABLE SEGMENTS TURNBUCKLES

B
FORWARD
TORQUE TUBE

EM500ENSDS270047D.DGN
RIG PIN
LOCATION
AILERON FUSELAGE
CABLE SEGMENTS

B A
PULLEYS

AILERON MECHANISM - COMPONENTS LOCATION, Sheet 1

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
AUTO
PILOT
SERVO
CENTRAL
TORQUE TUBE
AUTO PILOT
B CONTROL CABLE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONES AILERON FUSELAGE
CABLE SEGMENT
551/651

AILERON RH WING
CONTROL
CABLE
A
ZONES B
531/532 ZONES
551/651
Filtered Serial Nº contained in this publication: 363, 392

PULLEY
RIG PIN
LOCATION
RIG PIN
LOCATION
CONNECTION ROD
A

AILERON LH WING
LH WING

EM500ENSDS270048B.DGN
CONNECTION ROD CONTROL
QUADRANT CABLE

HIGH
SUPPORT
PRIMARY
STOPS

B
AILERON MECHANISM - COMPONENTS LOCATION, Sheet 2

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Operation

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The aileron mechanical components operate as follows:
• The pilot or copilot commands are transmitted by the control yoke
to a cable circuit, which transmits this movement to the forward
torque tube installed below the cockpit floor.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
• The cable system receives the inputs from the forward torque
tubes and transmits the movement to the center torque tube.

• The wing cable system receives the input from the center torque
tube and transmits the movement to the wing quadrant assembly
moving aileron surfaces.

The figure AILERON MECHANISM - OPERATION provides further

data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

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PILOT INPUT CO−PILOT INPUT

ROLL TRIM RIGHT AILERON

21 ACTUATOR SURFACE 19
CONTROL CONTROL
01 WHEEL 1P WHEEL 2P
01

ROLL TAB
20 MECHANISM & CONNECTION
06 QUADRANT ROD 18

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SURFACE ROTARY BALL ROTARY BALL
02 SPLINE ASSY. SPLINE ASSY.
02

LEFT AILERON FORWARD

19 SURFACE 07 TORQUE TUBE
BELLCRANK 17
03 QUADRANT QUADRANT 03

CONNECTION CONNECTION
18 ROD
04 08 QUADRANT 04 16
TOP/BOTTOM TOP/BOTTOM ROD
COCKPIT CABLE COCKPIT CABLE
05 05
FUSELAGE WING TORQUE
17 BELLCRANK 09 CABLE CIRCUIT TUBE 15
Filtered Serial Nº contained in this publication: 363, 392

CONNECTION
16 ROD 10 QUADRANT QUADRANT 14

WING TORQUE CENTER LEFT WING

15 TUBE QUADRANT
CABLE CIRCUIT
13
TORQUE TUBE
11
12
14 QUADRANT QUADRANT 22 QUADRANT

EM500ENSDS270094A.DGN
12
13 LEFT WING AUTO−PILOT
CABLE CIRCUIT 23 CABLE CIRCUIT

AUTO−PILOT
24 SERVO

AILERON MECHANISM - OPERATION

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EFFECTIVITY:ALL

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
AILERON TRIM SYSTEM
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MAINTENANCE MANUAL

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Introduction

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The function of the aileron trim subsystem is to allow the pilot or copilot
to make trim adjustments on the lateral axis.

The figure AILERON TRIM SYSTEM - INTRODUCTION provides

further data on the preceding text.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
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MAINTENANCE MANUAL

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
TRIM TAB
SURFACE
C
AILERON
SURFACE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
B

A
A
ZONES
573
673
Filtered Serial Nº contained in this publication: 363, 392

AILERON
SURFACE
TRIM TAB
SURFACE

EM500ENSDS270056A.DGN
ROLL TRIM
ACTUATOR ROLL TRIM ACTUATOR

C−C
B
AILERON TRIM SYSTEM - INTRODUCTION

Phenom 300 - SDS 2757 Page 3 of 16

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General Description

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The aileron trim tab is located only on the left wing and provides
trimming capability at the roll axis.
The pilot sets the roll trim switch in order to relieve the forces on the
control yoke. The tab is commanded by the TAS (Trim Actuation
System).

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The roll trim subsystem is similar to the pitch trim subsystem, except
that it is based on a single mode of operation and does not have
interface with the AFCS (Automatic Flight Control System).
The roll trim commands are performed only through the trim panel on
the center pedestal (no switches on the control yokes). Pilot commands
on the roll trim switch are directly transmitted to the TAC (Trim Actuator
Controller), which operates the actuator attached to the left aileron trim
tab.
There is one synoptic indication for roll trim. A green pointer that moves
along the roll trim scale indicates the roll trim actuator position. The
Filtered Serial Nº contained in this publication: 363, 392

pointer moves left for aircraft left wing down trim and right for aircraft
right wing down trim. In case of loss or invalid roll trim position, the
pointer is removed from display.
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
The figure AILERON TRIM SYSTEM - GENERAL DESCRIPTION
provides further data on the preceding text.
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000
AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
The figure AILERON TRIM SYSTEM - GENERAL DESCRIPTION
provides further data on the preceding text.

Phenom 300 - SDS 2757 Page 4 of 16

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MAINTENANCE MANUAL

EFFECTIVITY:ON EMBRAER 505 ACFT WITH G3000 AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
QUICK
DISCONNECT

A A
A
TYPICAL
Filtered Serial Nº contained in this publication: 363, 392

ROLL SWITCH
C B

TRIM TRIM
ROLL PITCH ROLL PITCH

EM500ENSDS270161B.DGN
5.0 5.0
YAW YAW

EICAS INDICATION FOR INVALID TRIM CONTROL PANEL

ROLL POSITION EICAS − TRIM POSITION INDICATION

C C B
AILERON TRIM SYSTEM - GENERAL DESCRIPTION

Phenom 300 - SDS 2757 Page 7 of 16

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MAINTENANCE MANUAL

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Components ROLL TRIM ACTUATOR

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
TAC - TRIM ACTUATOR CONTROLLER The roll trim actuator is installed in the left wing tip, and the access is
provided by removing the shrouds between the aileron surface and the
The TAC is installed in the rear fuselage, above the baggage
wing.
compartment.
The actuator is an irreversible dual-load path electromechanical
The TAC is the central controller of the TAS for the aileron trim system
actuator controlled through the TAC in response to command inputs
and has several interfaces as described below.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
coming from cockpit switches. A brushless DC motor converts electrical
The aircraft-to-TAC interface consists of: energy into rotational mechanical energy composed of torque and
speed.
• 28 V DC power and power return – For power supply;
ROLL TRIM SWITCH
• Trim command – Commands are received by the TAC through The roll trim switch is part of the TRIM control panel in the cockpit. The
three signals: two define the direction and one provides the roll trim switch is a dual pole rotary switch.
validity. A valid command exists if only one direction signal is
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
active in conjunction with an active valid signal. All trim switches
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
have two poles so that one provides the direction and the other,
the validity. Commands from avionics are also based on the The figure AILERON TRIM SYSTEM - SYSTEM SCHEMATICS
direction and validity signals. provides further data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000

The TAC-to-trim actuator interface consists of: AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
• Potentiometer position signals – Provides actuator position The figure AILERON TRIM SYSTEM - provides further data on
feedback to TAC; the preceding text.

• Hall-effect signal – Information for motor commutation;

• Motor phase winding – Power supply to the motor.

TAC-to-Avionics interface consists of:
• Channel status – Each channel transmits its own status through a
discrete signal;

• Position signal – Analog differential position signals is transmitted

by each channel.

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MAINTENANCE MANUAL

EFFECTIVITY:ON EMBRAER 505 ACFT WITH G3000 AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
ROLL

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
YAW

POWER (28VDC) POWER (28VDC)

DC BUS 1 DC BUS 1
EICAS
INDICATIONS
(MFD)
Filtered Serial Nº contained in this publication: 363, 392

QD1
AVIONICS
QD TAC GEA71 #2
QD2 MAINTENANCE
MESSAGES
(CMC)
ACTUATOR POSITION

ACTUATOR POSITION
MOTOR POWER

MOTOR POWER
MOTOR POSITION

MOTOR POSITION

FCS TAC/ROLL TRIM ACTUATOR FAIL

EM500ENSDS270164A.DGN
FCS TAC/YAW TRIM ACTUATOR FAIL
FCS TRIM ACTUATOR CONTROLLER FAIL

ROLL TRIM YAW TRIM

ACTUATOR ACTUATOR

AILERON TRIM SYSTEM -

Phenom 300 - SDS 2757 Page 11 of 16

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

Operation Considering the aileron surface in neutral position:

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
During flight, the pilot may feel the need to hold the control wheel in a • If the actuator moves to its fully extended position, the roll tab
certain position out of neutral. To hold the control wheel in this position, moves about 18 degrees with trailing edge up.
the pilot has to apply some force to the control wheel.
• If the actuator moves to its fully retracted position, the roll tab
To alleviate the force applied, the pilot may command the roll trim moves about 18 degrees with trailing edge down.
switch on the center console.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Considering the aileron 25 degrees up:
When the switch is commanded to the left wing down (LWD) position,
an electrical signal is sent to the TAC, which then commands the roll • If the actuator moves to its fully extended position, the roll tab
trim actuator to retract. When the roll trim actuator retracts, the left roll moves about 18.3 degrees with trailing edge up in relation to the
tab moves the trailing edge in the downward direction, forcing the aileron.
aileron surface to move in the upward direction to alleviate the pilot
force. • If the actuator moves to its fully retracted position, the roll tab
moves about 20.9 degrees with trailing edge down in relation to
When the switch is commanded to the right wing down (RWD) position, the aileron.
an electrical signal is sent to the TAC, which then commands the roll
trim actuator to extend. When the roll trim actuator extends, the left roll Considering the aileron in 15 degrees with trailing edge down:
tab moves the trailing edge in the upward direction, forcing the aileron
• If the actuator moves to its fully extended position, the roll tab
Filtered Serial Nº contained in this publication: 363, 392

surface to move in the downward direction to alleviate the pilot force.

moves about 19.6 degrees with trailing edge up in relation to the
The roll trim system incorporates a 3-second timer limit. The pilot aileron.
command on the roll trim actuator is limited to 3 continuous seconds,
and even if the pilot commands the switch continuously for more than 3 • If the actuator moves to its fully retracted position, the roll tab
seconds, the actuator will not move for more than 3 seconds. If a moves about 18.3 degrees with trailing edge down in relation to
command of more than 3 seconds is necessary, the pilot must release the aileron.
the switch and command it again. The roll trim system also incorporates Although not annunciated, roll trim failure is evident to the pilot by the
a fixed actuator operational rate of 1.6 mm/s, which corresponds to incapacity to trim the aircraft in roll axis. There is no alternative system
about 1.8 deg/s of tab surface. or operation alternative mode so that the pilot will not be capable of
The roll tab does not incorporate any automatism, which means that alleviating the forces on the affected axis.
considering the roll trim actuator in its neutral position, when the aileron These are the CMC (Central Maintenance Computer) messages related
surface moves from 15 degrees with trailing edge down to 25 degrees to the roll trim system:
with trailing edge up, the angle between the roll tab and the aileron
remains unchanged, there is no relative motion between the aileron and
the roll tab.
Phenom 300 - SDS 2757 Page 12 of 16
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MAINTENANCE MANUAL

EFFECTIVITY:ALL

AILERON TRIM SYSTEM - AILERON TRIM SYSTEM CMCMESSAG-

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
ES
CMC MESSAGE DESCRIPTION
FCS TRIM ACTUATOR CONTROLLER FAIL Failure of Trim Actuator Controller
FCS TAC/ROLL TRIM ACTUATOR FAIL Failure of Roll Trim Actuator

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The figure AILERON TRIM SYSTEM - ROLL TRIM-TAB SURFACE
DEFLECTION provides further data on the preceding text.
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MAINTENANCE MANUAL

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TRIM TAB

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
SURFACE (REF.)

B
AILERON
SURFACE (REF.)
A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
B

A 18°
ZONE
573
18°
Filtered Serial Nº contained in this publication: 363, 392

18.3°
B−B
NEUTRAL POSITION
20.9°

EM500ENSDS270109A.DGN
B−B
UP POSITION
19.5° B−B
DOWN POSITION

18.3°

AILERON TRIM SYSTEM - ROLL TRIM-TAB SURFACE DEFLECTION

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
RUDDER
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Introduction • -18.3 ± 1.0 degrees in forward direction.

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The rudder control system supplies yaw axis control for the aircraft with
a conventional rudder surface attached to the rear spar of the vertical • +13.7 ± 1.0 degrees in rearward direction.
empennage. The rudder surface is statically and dynamically balanced The rudder surface deflection is limited by the primary stops as follows:
and has a tab surface attached to the spar of the rudder trailing edge.
• -34.0 ± 1.0 degrees trailing edge right (aircraft nose right).
General Description

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The RUDDER includes these subsystems: • +34.0 ± 1.0 degrees trailing edge left (aircraft nose left).
Components
• RUDDER MECHANISM (AMM SDS 27-21-00/1)
• SPRING LOADED RUDDER (AMM SDS 27-23-00/1) RUDDER MECHANISM (AMM SDS 27-21-00/1)
BOOSTER SYSTEM
The rudder mechanical components transmit the control pedal
• RUDDER TRIM SYSTEM (AMM SDS 27-24-00/1)
movement to the rudder by means of a control cable system that
• VENTRAL RUDDER SYSTEM (AMM SDS 27-26-00/1)
provides yaw movement to the aircraft.
The rudder control system uses two conventional control pedal SPRING LOADED RUDDER BOOSTER SYSTEM (AMM SDS
assemblies to command motion to the rudder surface. The motion is 27-23-00/1)
transmitted by means of bellcranks, push-pull rods, torque tubes and
cables. The SLRB (Spring Loaded Rudder Booster) system provides force
Filtered Serial Nº contained in this publication: 363, 392

assistance to the pilot in the rudder control system in case of thrust

Rudder control system also comprises the SLRB (Spring Loaded asymmetry by controlling the spring preload of two tension springs.
Rudder Booster) system, which provides force assistance to the pilot in Spring preload is modified during thrust asymmetry by the actuation of
the rudder control system in case of thrust asymmetry. a single action hydraulic actuator.
When the autopilot is engaged, rudder commands can also be RUDDER TRIM SYSTEM (AMM SDS 27-24-00/1)
generated by the autopilot servo, which transmits commands directly to
the rudder rear torque tube. The function of the rudder trim subsystem is to allow the pilot or copilot
to make trim adjustments on the yaw axis.
The rudder control pedal assemblies are also used to command aircraft
brakes and nose wheel steering. VENTRAL RUDDER SYSTEM (AMM SDS 27-26-00/1)
The control pedals travel is limited by the secondary stops as follows: Directional control also comprises a ventral rudder surface in order to
provide yaw damping capability. Ventral rudder surface is attached to
• -20.4 ± 1.0 degrees in forward direction. the ventral fin, which is located in the lower portion of tail cone.
• +14.8 ± 1.0 degrees in rearward direction.
The control pedals travel is limited by the primary stops as follows:
Phenom 300 - SDS 2757 Page 2 of 6
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MAINTENANCE MANUAL

EFFECTIVITY:ALL

Operation

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
During normal operation, the pilot or copilot commands the rudder
pedals forward and rearward to achieve the desired yaw rate of the
aircraft.
• When the left pedal (pilot or copilot station) is commanded to full
forward direction and the right pedal is commanded to full

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
rearward direction, the rudder surface moves left (34 degrees).

• When the right pedal (pilot or copilot station) is commanded to full

forward direction and the left pedal is commanded to full rearward
direction, the rudder surface moves right (34 degrees).

The figure RUDDER - RUDDER SYSTEM SCHEMATIC provides

further data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

COCKPIT

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
CONTROLS

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
TOP REAR
CABLE CIRCUIT
PRESSURE
BULKHEAD

PEDAL
ASSEMBLY

CABLE
CIRCUIT
Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270061A.DGN
BOTTOM REAR
CABLE CIRCUIT SURFACE
TORQUE
TUBE
RUDDER

RUDDER - RUDDER SYSTEM SCHEMATIC

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RUDDER MECHANISM
Filtered Serial Nº contained in this publication: 363, 392

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Introduction

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The rudder mechanical components transmit the control pedal
movement to the rudder by means of a control cable system that
provides yaw movement to the aircraft.

The figure RUDDER MECHANISM - GENERAL VIEW provides further

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

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COCKPIT

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CONTROLS

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TOP REAR
CABLE CIRCUIT
PRESSURE
BULKHEAD

PEDAL
ASSEMBLY

CABLE
CIRCUIT
Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270061A.DGN
BOTTOM REAR
CABLE CIRCUIT SURFACE
TORQUE
TUBE
RUDDER

RUDDER MECHANISM - GENERAL VIEW

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General Description Two bellcranks and one connecting rod connect the rear torque tube to

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
the surface torque tube. On the rear toque tube, a quadrant connects
The rudder flight deck controls are installed behind and below the
the autopilot cable circuit to the autopilot servo, which is mounted on a
cockpit panel.
dedicated support.
The rudder control system includes two conventional control pedal
assemblies in front of the pilot and copilot stations. The pedals are
The figure RUDDER MECHANISM - GENERAL DESCRIPTION
attached to the left and right arms by means of a spline shaft and the

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
provides further data on the preceding text.
assemblies are hinged at their upper end. Each torque tube (LH (Left-
Hand), RH (Right-Hand), and center forward) are mounted on two self-
aligning ball bearings installed in two independent supports.
The secondary stops are located at the top of the LH and RH forward
torque tubes and limit the rudder pedal travel.
The fuselage cable circuit is routed along the bottom of the fuselage up
to the pressure bulkhead. Before reaching the bulkhead section, the
single cable circuit is split into two circuits through two mechanical
cable links. Four pressure seals are used to pass the cables from the
pressurized area to the unpressurized area. Cable circuits are routed
Filtered Serial Nº contained in this publication: 363, 392

above and below the cargo compartment and converge to the rear
torque tube.
The rudder surface is installed at the vertical empennage trailing edge
and is pivoted at three hinge points with self-aligning ball bearings. The
lower portion of the rudder surface is attached to the rudder surface
torque tube through a flanged coupling. As the surface torque tube is
aligned to the hinge line, it works as an additional hinge point.
The primary stops are located at the left support of the rear torque tube
and limit the rudder surface deflection.
The rear torque tube is supported by self-aligning ball bearings installed
in independent supports located outside the rear fuselage, in the tail
cone area. To access the rear torque tube it is necessary to remove the
tail cone.

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B

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
RUDDER
A CONTROL
CABLES (REF.)
ZONES
121/122
223/224
A
Filtered Serial Nº contained in this publication: 363, 392

SECONDARY
STOPS

EM500ENSDS270100A.DGN
RUDDER BONDING
CONTROL JUMPER
CABLES (REF.)
BONDING
JUMPER
SECONDARY
STOPS
B

RUDDER MECHANISM - GENERAL DESCRIPTION

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Components to prevent the control cables from contacting the adjacent structure or

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
systems.
CONTROL PEDALS
RUB STRIPS
The rudder controls in the flight deck are installed behind and below the
cockpit panel. The installation includes the two conventional control Rub strips are used to prevent the direct contact of the control cables
pedal assemblies in front of the pilot and copilot stations. with the fuselage and wing structures during cable installation.
TORQUE TUBES TURNBUCKLES

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
There are five torque tubes. Each torque tube (center LH, center RH, The turnbuckles are used to apply rig tension load to the control cables.
forward, rear, and surface) is mounted on two self-aligning ball bearings They are installed so as to offer easy access and with sufficient
installed in two independent supports. The secondary stops are located clearance from the aircraft structure, avoiding interference.
at the top of the center torque tubes (LH and RH) and are designed to CONNECTION ROD
limit the rudder pedal travel. The connection rods transmit the commands from one crank to another.
The rear torque tube is linked to the yaw damper / turn coordination The rod ends are of the standard type (spherical bearing) and the rod
servo. length fine adjustment can be obtained through the rod end rotation.
CONTROL CABLE CIRCUITS
SLRB (Spring Loaded Rudder Booster)
The cables used in the rudder control system are made from corrosion-
resistant steel. The SLRB system is described in AMM SDS 27-23-00/1
Filtered Serial Nº contained in this publication: 363, 392

Cable circuits are routed above and below the cargo compartment and
ROLLERS
converge to the rear torque tube.
Rollers are installed close to the fuselage cable circuit and the backup
PULLEYS
cable circuit of the elevator and rudder control systems in order to limit
Phenolic material pulleys are used in all places where a change in the lateral movement of the control cables
routing of the primary flight control system cables is needed. All pulleys
are fitted with removable cable guards.
The figure RUDDER MECHANISM - COMPONENT LOCATION
PRESSURE SEALS
provides further data on the preceding text.
In order to minimize cabin pressure loss, pressure seals are used at the
points where the cable runs from a pressurized area into a
nonpressurized area.
FAIRLEADS AND GROMMETS
Fairleads and grommets are used to guide the cables through the
fuselage frames and wing in order to minimize effects of vibration in
case of severe operation conditions (high loads, low temperatures etc.)
Phenom 300 - SDS 2757 Page 6 of 12
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ZONES PULLEYS

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140
245
246
310

A RUDDER BAGGAGE
UPPER CABLE CIRCUIT

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
B

PRESSURE
BULKHEAD (REF.)

C
Filtered Serial Nº contained in this publication: 363, 392

PRESSURE
BULKHEAD (REF.)
RUDDER MECHANICAL PULLEYS
CABLE LINKS
RUDDER BAGGAGE
LOWER CABLE CIRCUIT
C

PRESSURE
A

EM500ENSDS270101C.DGN
SEAL
ROLLER

RUDDER FUSELAGE
CABLE CIRCUIT

B
C
RUDDER MECHANISM - COMPONENT LOCATION, Sheet 1

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RUDDER TORQUE TUBE
CONNECTING ROD PULLEYS

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
CONNECTING ROD
ZONES
320
351
336 PRIMARY
STOPS RUDDER SPRING
ACTUATOR
RUDDER SURFACE
TORQUE TUBE

PULLEYS
RUDDER REAR SPRINGS
TORQUE TUBE SUPPORT
Filtered Serial Nº contained in this publication: 363, 392

RUDDER AP SERVO
CABLE CIRCUIT

RUDDER
AP SERVO

RIG PIN

EM500ENSDS270102B.DGN
LOCATION
SELF−ALIGNING
BALL BEARING
TENSION
SPRINGS
SLRB CONNECTING
ROD
SPRINGS
A FORK COMPRESSION
SLRB MECHANISM
SPRINGS
SUPPORT

RUDDER MECHANISM - COMPONENT LOCATION, Sheet 2

Phenom 300 - SDS 2757 Page 9 of 12

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Operation

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During normal operation, the pilot or copilot commands the rudder
pedals forward and rearward to achieve the desired aircraft yaw rate.
• When the left pedal (pilot or copilot station) is commanded 18.3
degrees in full forward direction (and, in turn, the right pedal
moves 13.7 degrees in full rearward direction), the rudder surface

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
trailing edge moves 34 degrees leftward;

• When the right pedal (pilot or copilot station) is commanded 18.3

degrees in full forward direction (and, in turn, the left pedal moves
13.7 degrees in full rearward direction), the rudder surface trailing
edge moves 34 degrees rightward
The rudder pedals have four points of adjustment in order to suit short
and tall pilots. The adjustment is made through a lever. When the lever
is released, the spring cartridge pushes a pin, which in turn locks the
vertical arm to the bellcrank. Pilot and copilot control pedals can be
independently adjusted.
Filtered Serial Nº contained in this publication: 363, 392

When the autopilot is engaged, the rudder servo takes the place of the
pilot inputs in response to AFCS (Automatic Flight Control System)
commands. The autopilot servo is connected to the rear torque tube
assembly and provides inputs to the system at this point.
There is no synoptic information, CAS (Crew Alerting System)
messages, or CMC (Central Maintenance Computer) messages
associated with the rudder control system.

The figure RUDDER MECHANISM - BLOCK DIAGRAM provides

further data on the preceding text.

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PILOT INPUT CO−PILOT INPUT

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FORWARD
CONTROL PEDAL 06 BELLCRANK CONTROL PEDAL
01 ASSEMBLY 1P ASSEMBLY 2P 01

07 CENTER FWD

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
02 BELLCRANK TORQUE TUBE BELLCRANK 02

RUDDER SPRING
ACTUATOR 26
LEFT FORWARD 08 QUADRANT RIGHT FORWARD
03 TORQUE TUBE TORQUE TUBE 03

ACTUATOR
BELLCRANK
25
FUSELAGE
09 CABLE CIRCUIT YAW TRIM
04 BELLCRANK BELLCRANK 04 ACTUATOR 20

TENSION COMPRESSION
SPRING SPRING
MECHANICAL YAW TAB
10
05 CONNECTION CABLE LINKS CONNECTION 05 MECHANISM & 19
Filtered Serial Nº contained in this publication: 363, 392

24 27 ROD ROD SURFACE

BOTTOM REAR TOP REAR RUDDER

11 CABLE CIRCUIT CABLE CIRCUIT 12 18
SURFACE
23 SPRING FORK

CONNECTION 13 QUADRANTS BELLCRANK 17

BELLCRANK
ROD

EM500ENSDS270095A.DGN
22 21
REAR BELLCRANK CONNECTION 16
TORQUE TUBE ROD
14
AUTO−PILOT AUTO−PILOT 15
QUADRANT
SERVO CABLE CIRCUIT

30 29 28

RUDDER MECHANISM - BLOCK DIAGRAM

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SPRING LOADED RUDDER BOOSTER SYSTEM
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Introduction • 1 actuator bellcrank

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The SLRB (Spring Loaded Rudder Booster) system provides force
assistance to the pilot in the rudder control system in case of thrust • 1 SLRB actuator
asymmetry by controlling the spring preload of two tension springs. If an asymmetric thrust condition is detected, the FADECs send a
Spring preload is modified during thrust asymmetry by the actuation of command to retract the SLRB actuator. This actuator retraction moves
a single action hydraulic actuator. the actuator bellcrank which increases the preload of the tension

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
General Description springs.
The purpose of the SLRB mechanism is to introduce a force in the The tension springs apply a force on the spring fork, which transmits a
rudder control system, which is done by applying a hinge moment to hinge moment to the rudder torque tube through the connection rod and
the rudder rear torque tube through a bellcrank and a connecting rod. bellcrank.
The SLRB mechanism is installed in the tail cone area and is attached Operation
to the aircraft fixed structure on rear fuselage frame.
Identification of asymmetric thrust condition is accomplished by the
The mechanism basically has two different configurations based on the FADECs, which command the SLRB actuator when the thrust
preload of the tension springs. When the rudder spring actuator is de- asymmetry is identified.
energized, the actuator is fully extended due to the external load from
the tension springs. However, when the actuator solenoid valve is The system will only be deactivated if at least one of these two
commanded by the FADEC (Full Authority Digital Engine Control)s conditions are met:
Filtered Serial Nº contained in this publication: 363, 392

during an asymmetric thrust operation, the actuator is in fully retracted • Asymmetry between the engines equal to or lower than 250 lbf.
position, which rotates the actuator bellcrank, forcing the tension
springs to equally extend, and increasing their pre-loads. • Airspeed equal to or lower than 50 kt.
Components It is important to note that the SLRB force imposed to the rudder
The SLRB mechanism components are: system is related with the pedal deflection and not with the actuator
position.
• 1 bellcrank
CAS (Crew Alerting System) messages and aural warnings are
• 1 connecting rod provided for both loss of the SLRB function and uncommanded
actuation.
• 2 tension springs
The CAS messages associated to the SLRB system are listed below:
• 2 compression springs

• 1 spring fork

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SPRING LOADED RUDDER BOOSTER SYSTEM - SLRB SYSTEM SPRING LOADED RUDDER BOOSTER SYSTEM - AURAL WARN-

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
CAS MESSAGES INGS
CAS MESSAGE FAILURE PILOT ACTION AURAL MESSAGE FAILURE PILOT ACTION
There is no pilot action re-
• Avoid large rudder pedal
quired. Message is only to
deflections
Loss of SLRB force assis- advise pilot that forces re-
RUD BOOST FAIL (Adviso-
tance in case of thrust quired to command pedals • Define new minimum

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ry)
asymmetry. would be higher than normal airspeed (flap and gear
in an asymmetric thrust con- up) as 135 kt
dition
“Rudder Overboost, Rudder SLRB uncommanded actua- • Set Flap 3 for landing
• Avoid large rudder pedal Overboost” tion. configuration
deflections
• Factor Flap 3 landing
• Define new minimum distance
airspeed (flap and gear
up) as 135 kt • Avoid landing with
crosswinds higher than
RUD OVERBOOST (Cau- SLRB uncommanded actua- • Set Flap 3 for landing 15 kt
tion) tion. configuration
Filtered Serial Nº contained in this publication: 363, 392

• Factor Flap 3 landing The CMC (Central Maintenance Computer) messages associated to
distance the SLRB system are listed below:
• Avoid landing with
SPRING LOADED RUDDER BOOSTER SYSTEM - CMC MESSAGES
crosswinds higher than
15 kt CMC MESSAGE DESCRIPTION
Indicates that either DCU 2, GEA 3 or
FCS DCU 2/GEA 3/RUD SPRING ACT FAIL
The Aural Warning associated to the SLRB system is listed below: rudder spring actuator has failed.
Indicates that FADEC channels 1A
FCS FADEC 1A-1B RUD BOOST CMD DISAG and 1B do not agree to command
SLRB.
Indicates that FADEC channels 1A
FCS FADEC 2A-2B RUD BOOST CMD DISAG and 1B do not agree to command
SLRB.

The figure SPRING LOADED RUDDER BOOSTER SYSTEM - SLRB

SYSTEM DESCRIPTION provides further data on the preceding text.

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B
A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONE
351
TORQUE TUBE
BELLCRANK
SPRING
SUPPORT

HYDRAULIC
ACTUATOR

C
Filtered Serial Nº contained in this publication: 363, 392

SLRB
MECHANISM

TENSION
SPRINGS
ROD A

EM500ENSDS270108A.DGN
D
B
COMPRESSION
ACTUATOR SPRING SPRING
BELLCRANK FORK C
SPRING LOADED RUDDER BOOSTER SYSTEM - SLRB SYSTEM DESCRIPTION, Sheet 1

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RUDDER SURFACE
TORQUE TUBE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SLRB ACTUATOR
RETRACTED
POSITION
Filtered Serial Nº contained in this publication: 363, 392

REAR TORQUE
TUBE

A) NEUTRAL POSITION B) LEFT POSITION C) RIGHT POSITION

EM500ENSDS270111A.DGN
D

SPRING LOADED RUDDER BOOSTER SYSTEM - SLRB SYSTEM DESCRIPTION, Sheet 2

Phenom 300 - SDS 2757 Page 7 of 8

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
RUDDER TRIM SYSTEM
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MAINTENANCE MANUAL

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Introduction

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The function of the rudder trim subsystem is to allow the pilot or copilot
to make trim adjustments on the yaw axis.

The figure RUDDER TRIM SYSTEM - INTRODUCTION provides

further data on the preceding text.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Filtered Serial Nº contained in this publication: 363, 392

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MAINTENANCE MANUAL

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A
C

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONE
336
RUDDER
SURFACE

YAW TRIM
TAB SURFACE B
Filtered Serial Nº contained in this publication: 363, 392

A
C
LINK ARMS

TRIM ACTUATOR
LINK ARMS

EM500ENSDS270057A.DGN
TAB SURFACE
TRIM ACTUATOR
C−C
B BELLCRANK

RUDDER TRIM SYSTEM - INTRODUCTION

Phenom 300 - SDS 2757 Page 3 of 16

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General Description

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The rudder trim-tab is located on the trailing edge of the rudder surface
and provides trimming capability at the yaw axis.
The pilot sets the yaw trim switch in order to alleviate the forces on the
rudder control pedals. The tab is commanded by the TAS (Trim
Actuation System).

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The yaw trim subsystem is based on a single mode of operation and
does not have interface with the AFCS (Automatic Flight Control
System).
The yaw trim commands are performed only through the trim panel on
the center pedestal (no switches on the control yokes). Pilot commands
on the yaw trim switch are directly transmitted to the TAC (Trim
Actuator Controller), which operates the actuator attached to the
vertical stabilizer structure.
There is one synoptic indication for yaw trim. A green pointer that
moves laterally along the yaw trim scale indicates the yaw trim actuator
Filtered Serial Nº contained in this publication: 363, 392

position. The pointer moves left for aircraft nose left trim and right for
aircraft nose right trim. In case of loss or invalid yaw trim position, the
pointer is removed from display.
There are no CAS (Crew Alerting System) messages from the yaw trim
system since there are no actions to be taken in case of system failure.
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
The figure RUDDER TRIM SYSTEM - GENERAL DESCRIPTION
provides further data on the preceding text.
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000
AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
The figure RUDDER TRIM SYSTEM - provides further data on the
preceding text.

Phenom 300 - SDS 2757 Page 4 of 16

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MAINTENANCE MANUAL

EFFECTIVITY:ON EMBRAER 505 ACFT WITH G3000 AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
QUICK
DISCONNECT

A A A
TYPICAL
Filtered Serial Nº contained in this publication: 363, 392

C B YAW SWITCH

TRIM TRIM
ROLL PITCH ROLL PITCH

EM500ENSDS270162B.DGN
5.0 5.0
YAW YAW

EICAS INDICATION FOR INVALID YAW

TRIM POSITION EICAS − TRIM POSITION INDICATION TRIM CONTROL PANEL

C C B
RUDDER TRIM SYSTEM -

Phenom 300 - SDS 2757 Page 7 of 16

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Components YAW TRIM ACTUATOR

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
TAC - TRIM ACTUATOR CONTROLLER The yaw trim actuator is installed in the vertical empennage trailing
edge, and the access for installation and maintenance purposes is
The TAC is installed in the rear fuselage above the baggage
provided by deflecting the rudder surface after the removal of the
compartment.
vertical fin trailing edge fairing and the rudder leading edge fairing.
The TAC is the central controller of the TAS for the rudder trim system
The actuator is an irreversible dual load path electromechanical
and has several interfaces as described below.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
actuator controlled through the TAC in response to command inputs
The aircraft-to-TAC interface consists of: coming from the cockpit switch. A brushless DC motor converts
electrical energy into rotational mechanical energy composed of torque
• 28 V DC power and power return – For power supply;
and speed.
• Trim command - Commands are received by the TAC through YAW TRIM SWITCH
three signals: two define the direction and one provides the The yaw trim switch is part of the TRIM control panel in the cockpit. The
validity. A valid command exists if only one direction signal is yaw trim switch is a dual pole toggle switch.
active in conjunction with an active valid signal. All trim switches
have two poles so that one provides the direction and the other,
the validity. Commands issued by avionics are also based on The figure RUDDER TRIM SYSTEM - COMPONENTS provides further
direction and validity signals. data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

The TAC-to-trim actuator interface consists of:

• Potentiometer position signals – Provides actuator position
feedback to the TAC;

• Hall-effect signal - Information for motor commutation;

• Motor phase winding - Power supply to the motor.

TAC-to-Avionics interface consists of:
• Channel status - Each channel transmits its own status through a
discrete signal;

• Position signal - Analog differential position signals are

transmitted by each channel.

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B
A
RUDDER

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONE SURFACE
336 PU

YAW TRIM
TAB SURFACE

11.9° CL OF YAW TRIM TAB

CL OF RUDDER A PU
Filtered Serial Nº contained in this publication: 363, 392

B LINK ARM
17°

17°

EM500ENSDS270110C.DGN
11.9° CL OF RUDDER

CL OF YAW TRIM TAB

BB

RUDDER TRIM SYSTEM - COMPONENTS

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Operation When pilot actuates the yaw trim switch to the left, the actuator retracts

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moving the rudder trim-tab surface trailing edge to the right, which then
During flight, the pilot may feel the need to keep the aircraft in a certain
moves the rudder surface trailing edge to the left (aircraft nose left).
condition out of neutral. To hold this position the pilot has to apply some
force on the left or right pedal. When the pilot actuates the yaw trim switch to the right, the actuator
extends moving the rudder trim-tab surface trailing edge to the left,
To alleviate the force applied, the pilot may command the yaw trim
which then moves the rudder surface trailing edge to the right (aircraft
switch on the center console.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
nose right).
When the switch is commanded to the LH (Left-Hand), an electrical
With the yaw trim actuator in its neutral position:
signal is sent to the TAC, which then commands the yaw trim actuator
to retract. When the yaw trim actuator retracts, the rudder tab moves • When the rudder moves 34 degrees with trailing edge to the left,
the trailing edge to the right, forcing the rudder surface to move to the the rudder tab moves about 11.9 degrees with trailing edge to the
left to alleviate the pilot force. right (in relation to the rudder).
When the switch is commanded to the RH (Right-Hand), an electrical • When the rudder moves 34 degrees with trailing edge to the right,
signal is sent to the TAC, which then commands the yaw trim actuator the rudder tab moves about 11.9 degrees with trailing edge to the
to extend. When the yaw trim actuator extends, the rudder tab moves left (in relation to the rudder).
the trailing edge to the left, forcing the rudder surface to move to the
right to alleviate the pilot force. Considering the rudder surface in its neutral position:
Filtered Serial Nº contained in this publication: 363, 392

The yaw trim also incorporates a 3-second timer limit. The pilot • When the yaw trim actuator moves to its fully extended position,
command on the yaw trim actuator is limited to 3 continuous seconds, the rudder tab moves about 17 +2/-1 degrees with trailing edge to
and even if the pilot commands the switch continuously for more than 3 the left.
seconds, the actuator will not move for more than 3 seconds. If a
command of more than 3 seconds is necessary, the pilot must release • When the yaw trim actuator moves to its fully retracted position,
the switch and command it again. The yaw trim system also the rudder tab moves about 17 +2/-1 degrees with trailing edge to
incorporates a fixed actuator operational rate of 1.3 mm/s, which the right.
corresponds to about 2 deg/s of tab surface. Although not annunciated, yaw trim failure is evident to the pilot by the
The rudder tab, different from the roll tab, incorporates some incapacity to trim the aircraft in yaw axis. There is no alternative system
automatism. This means that considering the yaw trim actuator in its or operation alternative mode, so that the pilot will not be capable of
neutral position, when the rudder surface moves from 34 degrees with alleviating the forces on the affected axis, should they exist.
trailing edge to the left to 34 degrees with trailing edge to the right,
there is some relative motion between the rudder surface and the
rudder trim-tab surface. The automatism is necessary to alleviate pilot
forces during rudder commands.
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EFFECTIVITY:ON EMBRAER 505 ACFT WITH G3000 AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

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TRIM

YAW ROLL MODE PITCH BKP

LWD RWD
BKP DN ROLL

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
LEFT RIGHT
OFF UP

YAW

POWER (28VDC) POWER (28VDC)

DC BUS 1 DC BUS 1
EICAS
INDICATIONS
QD1 (MFD)
Filtered Serial Nº contained in this publication: 363, 392

AVIONICS
QD TAC GEA71 #2
QD2 MAINTENANCE
MESSAGES
(CMC)
ACTUATOR POSITION

ACTUATOR POSITION
MOTOR POWER

MOTOR POWER
MOTOR POSITION

MOTOR POSITION

FCS TAC/ROLL TRIM ACTUATOR FAIL

EM500ENSDS270165A.DGN
FCS TAC/YAW TRIM ACTUATOR FAIL
FCS TRIM ACTUATOR CONTROLLER FAIL

YAW TRIM ROLL TRIM

INDICATOR INDICATOR

RUDDER TRIM SYSTEM - OPERATION

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Training Information Points

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FAILURE REPORTING AND TROUBLESHOOTING
The Rudder Trim system is integrated to the aircraft central
maintenance system (AMM SDS 45-45-00/1). Thus, in the event of a
failure, a maintenance message is registered in the CMC (Central
Maintenance Computer) in order to provide the maintenance crew with

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
details about that failure.
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Introduction bearings installed in two independent supports, acting also as a ventral

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
rudder surface hinge. The mechanical stops are located at the lower
Directional control also comprises a ventral rudder surface in order to
torque tube support and limit the ventral rudder surface deflection.
provide yaw damping capability. Ventral rudder surface is attached to
the ventral fin, which is located in the lower portion of tail cone. The autopilot servo is linked to the ventral rudder torque tube by means
General Description of steel cables. Both ventral rudder torque tube and autopilot servo are
accessed through the window located on both sides of tail cone.
The ventral rudder surface is statically and dynamically balanced, and

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Operation
the inputs generated by the AFCS (Automatic Flight Control System)
commands a dedicated autopilot servo, which transmits commands Refer to AMM SDS 22-11-00/1 for operation description of ventral
directly to the ventral rudder torque tube through steel control cables. rudder control system.
Since the ventral rudder control system is not connected to the rudder
control system, the ventral rudder deflection has no interface with the The figure VENTRAL RUDDER SYSTEM - GENERAL DESCRIPTION
pilot command. provides further data on the preceding text.
The ventral rudder surface deflections are limited by the mechanical
stops as follows:
• +30.0 ± 1 degree trailing edge left (aircraft nose left).
Filtered Serial Nº contained in this publication: 363, 392

• -30.0 ± 1 degree trailing edge right (aircraft nose right).

Components
The ventral rudder system comprises the following components:
• Autopilot Servo

• Autopilot Circuit Cable

• Quadrant

• Ventral Rudder Torque Tube

• Ventral Rudder Surface

The ventral rudder surface is installed in the ventral fin trailing edge. As
shown in VENTRAL RUDDER SYSTEM - GENERAL DESCRIPTION,
the ventral rudder torque tube is mounted on two self-aligning ball
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A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONES TURNBUCKLE
351 SERVO
352 CONTROL AP SERVO
353 CABLE

QUADRANT
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ACCESS BELLCRANK
PANEL PRIMARY STOP
STOPS

ACCESS
TORQUE PANEL
TUBE

EM500ENSDS270060B.DGN
A

VENTRAL VENTRAL
RUDDER FIN
SURFACE

VENTRAL RUDDER SYSTEM - GENERAL DESCRIPTION

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ELEVATOR
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Introduction

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The elevator system is responsible for the longitudinal control (pitch The figure ELEVATOR - GENERAL DESCRIPTION provides further
attitude) of the aircraft. data on the preceding text.
General Description
The ELEVATOR includes these subsystems:

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
• ELEVATOR MECHANISM (AMM SDS 27-31-00/1)
• STALL WARNING AND PRO- (AMM SDS 27-36-00/1)
TECTION SYSTEM
The longitudinal control system consists of a pair of conventional
elevator surfaces attached to the rear spar of the horizontal
empennage.
The elevator system uses two conventional control wheel assemblies in
the cockpit to command motion to the pair of elevator surfaces. The
motion is transmitted via shaft, special joint, bellcranks, push-pull rods,
torque tubes and cables.
Filtered Serial Nº contained in this publication: 363, 392

Components
ELEVATOR MECHANISM (AMM SDS 27-31-00/1)
The elevator mechanism comprises the systems responsible for the
elevator commands, in the cockpit, and their transmission, under the
cabin floor, to the elevator surface, at the horizontal tail.
STALL WARNING AND PROTECTION SYSTEM (AMM SDS
27-36-00/1)
The SWPS (Stall Warning and Protection System) performs two main
functions. The first one is to provide situational awareness for an
impending aircraft stall condition, and the second one is to prevent the
aircraft from entering a potentially hazardous stall condition.

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
LONGITUDINAL CONTROL
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HORIZONTAL STABILIZER HORIZONTAL STABILIZER

SURFACE SURFACE

EM500ENSDS270099B.DGN
LH ELEVATOR RH ELEVATOR
SURFACE LH ELEVATOR RH ELEVATOR SURFACE
AUTOTAB AUTOTAB
SURFACE SURFACE

ELEVATOR - GENERAL DESCRIPTION

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ELEVATOR MECHANISM
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Introduction

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The elevator mechanism comprises the systems responsible for the
elevator commands, in the cockpit, and their transmission, under the
cabin floor, to the elevator surface, at the horizontal tail.

The figure ELEVATOR MECHANISM - INTRODUCTION provides

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
further data on the preceding text.
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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
LONGITUDINAL CONTROL
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HORIZONTAL STABILIZER HORIZONTAL STABILIZER

SURFACE SURFACE

EM500ENSDS270099B.DGN
LH ELEVATOR RH ELEVATOR
SURFACE LH ELEVATOR RH ELEVATOR SURFACE
AUTOTAB AUTOTAB
SURFACE SURFACE

ELEVATOR MECHANISM - INTRODUCTION

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General Description The elevator cables run under the cockpit floor, the cabin floor, and the

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
baggage compartment floor to transmit the commands from the
Both elevator surfaces are statically and dynamically balanced to avoid
elevator forward torque tube in the cockpit to the rear torque tube in the
aeroelastic instability and have a tab surface attached to the spar of the
rear fuselage.
elevator inboard trailing edge.
The rear torque tube transmits the movement from the cables that
The elevator system uses two conventional control wheel assemblies in
come from the cockpit to the cables that run to the VE (Vertical
the cockpit to command movement to the pair of elevator surfaces. The

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Empennage)/HE (Horizontal Empennage) torque tube, installed in the
movement is transmitted via a shaft, special joint, bellcranks, push-pull
horizontal tail. The cables run along the trailing edge of the vertical tail.
rods, torque tubes, and cables. Refer to ELEVATOR MECHANISM -
COMPONENTS, Sheet 5. The rotational movement is transmitted from the VE/HE torque tube to
the elevator surface through an actuating mechanism.
The elevator autopilot servo mechanism is installed in the rear fuselage
and transmits the autopilot commands by means of cables to the rear The two elevator surfaces are independent, installed in the horizontal
torque tube. tail trailing edge and are pivoted at two hinge points.
When the autopilot is engaged, elevator commands can also be The deflection of the elevator surfaces are limited by the primary stops,
generated by the autopilot servo, which transmits commands directly to as follows:
the elevator rear torque tube. Pitch-down commands can also be
generated by the SWPS (Stall Warning and Protection System) through • -25 degrees ± 1 trailing edge up (pitch-up)
Filtered Serial Nº contained in this publication: 363, 392

actuation of stick pusher, which transmits commands directly to the • +15 degrees ± 1 trailing edge down (pitch-down)
elevator forward torque tube.
The primary stops are located at the empennage torque tube and the
During normal operation, the pilot or the copilot commands the control
secondary stops are located at the forward torque tube as shown in
yoke forward or rearward to achieve the desired pitch rate of the
ELEVATOR MECHANISM - COMPONENTS, Sheet 4 and ELEVATOR
aircraft.
MECHANISM - COMPONENTS, Sheet 1, respectively.
The linear movement of the control yoke is converted into rotational
The auto-tab surfaces are installed in the elevator surface trailing edge.
movement by the forward torque tube. The rotational movement is
The auto-tab surfaces are automatically deflected whenever there is an
transferred to cables by means of two quadrants installed on the
elevator surface deflection. Additionally, auto-tab surface neutral
forward torque tubes.
position is offset from elevator neutral position. The auto-tab deflections
The control yoke travel is limited by the primary and secondary stops as (no load condition) are:
follows, respectively:
• When elevator surfaces are at null position (0 degrees), the
• -66.9 ± 1 mm and -74.4 ± 1 mm forward elevator tab surfaces deflect trailing edge down (+ 1.8 degrees);

• +111.3 ± 1 mm and +121.3 ± 1 mm rearward

Phenom 300 - SDS 2757 Page 4 of 22

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• When elevator surfaces deflect to full pitch-down (+15 degrees),

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the auto-tab surfaces deflect full trailing edge up (-2.7 degrees);

• When elevator surfaces deflect to full pitch-up (-25 degrees), the

auto-tab surfaces deflect full trailing edge down (+9.3 degrees).
Each elevator surface comprises an elevator tab mechanism, which

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
comprises a special rod and two fail-safe pins, which attach the rod on
the horizontal stabilizer trailing edge spar and on the elevator tab
surface.

The figure ELEVATOR MECHANISM - GENERAL DESCRIPTION

provides further data on the preceding text.
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ELEVATOR PULLEYS
FORWARD
TORQUE TUBE

A STICK PUSHER
ACTUATOR
ZONES
131/132 PULLEYS
141/142
223/224
245/246 EMPENNAGE
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310/321 TORQUE
322/323 TUBE
336/337
340/365 PULLEYS
PULLEYS
PULLEYS

PULLEYS

EM500ENSDS270143D.DGN
A ELEVATOR REAR
TORQUE TUBE

PULLEYS

ELEVATOR MECHANISM - GENERAL DESCRIPTION

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Components ELEVATOR CONTROL CABLES

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CONTROL YOKE The cables used in the elevator control system are corrosion-resistant
steel cables. The cables are of tin-over-zinc construction to minimize
The two spline shafts are assembled on rotary ball spline bearings
cable stretch over time.
which are attached to the cockpit structure. Refer to ELEVATOR
MECHANISM - COMPONENTS, Sheet 1. Before the bulkhead section, the single cable circuit is split into two
circuits through two mechanical cable links. Four pressure seals are
The control yoke has a conventional configuration. It is attached to the

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
used to pass the cables from the pressurized area to the unpressurized
spline shaft which transmits rotational movement to the rotary ball
area. Refer to ELEVATOR MECHANISM - COMPONENTS, Sheet 2.
spline (aileron commands) and translational movement to the special
joint (elevator commands). After the bulkhead section, the cable circuits are segregated and routed
ROTARY BALL SPLINE ASSEMBLY above and below the cargo compartment and converge to the rear
torque tube.
As shown in ELEVATOR MECHANISM - COMPONENTS, Sheet 1,
rotary ball spline transmits rotational movement to the aileron control TURNBUCKLES
system and translational movement to the elevator control system. The turnbuckles are used to apply rig tension load to the control cables.
SPECIAL JOINT They are installed for easy access and with sufficient clearance from
the aircraft structure to avoid interference. Refer to ELEVATOR
The special joint function is to combine the two movements, rotation
MECHANISM - COMPONENTS, Sheet 2.
and translation of the shaft. The rotary ball spline shaft is connected to
Filtered Serial Nº contained in this publication: 363, 392

a radial ball bearing assembled inside a joint that absorbs the rotational MECHANICAL CABLE LINKS
movement of the roll commands. There are two other bearings Mechanical cable links are used in the rudder and elevator cable
assembled in orthogonal position inside the joint that transmit the linear circuits in center fuselage, just before the bulkhead section, to split the
displacement of the shaft to the elevator bellcrank and accommodate single cable circuits into two circuits. Refer to ELEVATOR
the relative angular movement between the joint and the shaft. Refer to MECHANISM - COMPONENTS, Sheet 2.
ELEVATOR MECHANISM - COMPONENTS, Sheet 1. PULLEYS
ELEVATOR FORWARD TORQUE TUBE Phenolic material pulleys are used at all places where a change in the
The elevator forward torque tube has quadrants and bellcranks routing of the primary flight control system cables is needed. All pulleys
mounted to its shaft through a spline-type fitting with a bolt to provide are fitted with removable cable guards. Refer to ELEVATOR
clamping. MECHANISM - GENERAL DESCRIPTION, Sheet 1.
There is a pair of quadrants, installed on the elevator forward torque REAR TORQUE TUBE AND VERTICAL TAIL/HORIZONTAL TAIL
tube, which transmit the rotational movement to the control cables. TORQUE TUBE
ELEVATOR MECHANISM - COMPONENTS, Sheet 3 and ELEVATOR
The secondary stops are located on the left support of the elevator
MECHANISM - COMPONENTS, Sheet 4 show the torque tubes of the
forward torque tube and they limit the control yoke travel.
elevator control system.
Phenom 300 - SDS 2757 Page 8 of 22
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The rear torque tube has quadrants and bellcranks mounted on its shaft SCUFF BOOTS

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
through a spline-type fitting with a bolt to provide clamping. Scuff boots are used through the aircraft frames to prevent the direct
contact of cable end-fittings and turnbuckles with the fuselage and the
There are three pairs of quadrants connected to the rear torque tube,
wing.
one pair connected to the cables that come from the cockpit, one
connected to the cables that go to the horizontal empennage, and one ROLLERS
connected to the autopilot servo. Refer to ELEVATOR MECHANISM - Rollers are installed close to the fuselage cable circuit and backup

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
COMPONENTS, Sheet 3. cable circuit of the elevator and rudder control systems in order to limit
lateral movement of the control cables after rupture of the main rear
There is an actuating mechanism installed on the VE/HE torque tube
fuselage circuit.
that transfers rotational movement to both elevator surfaces.
PRESSURE SEALS
The primary stops are located at the left support of the VE/HE torque
In order to minimize cabin pressure loss, pressure seals are used at the
tube and they limit the deflection of the elevator surfaces. Refer to
points where the cable runs from a pressurized area into a non
ELEVATOR MECHANISM - COMPONENTS, Sheet 4.
pressurized area.
STOPS
FAIRLEADS AND GROMMETS
Each stop comprises a pair of bolts attached to the fixed structure and
Fairleads and grommets are used to guide the cables through the
a bellcrank mounted on the torque tube. There are two stop assemblies
fuselage frames and wing in order to minimize effects of vibration in
for the elevator control system. The primary stops are located in the HE
case of severe operation conditions (high loads, low temperatures), to
Filtered Serial Nº contained in this publication: 363, 392

area (Refer to ELEVATOR MECHANISM - COMPONENTS, Sheet 4).

prevent control cables from contacting adjacent structure and system.
The secondary stops are located in the cockpit area (Refer to
ELEVATOR MECHANISM - COMPONENTS, Sheet 1). RUB STRIPS
ELEVATOR SURFACE Rub strips are used to prevent the direct contact of the control cables
with the fuselage and wing structures during cable installation.
The two elevator surfaces are installed at the trailing edge of the
horizontal tail. The elevator surfaces are pivoted in their leading edge at ELEVATOR TAB FAIL-SAFE PINS
two hinge points and, in the same hinge line, in their inboard tip, at a The fail-safe pins used on the elevator tab mechanisms installations are
third hinge point provided by the flanged elevator shaft. double pins so that one pin is installed inside the other. The internal pin
slides inside the external pin. A cotter pin holds internal and external
The actuating mechanism is connected to the elevator surface by
pins together.
means of the elevator shaft which is attached to the surface by means
of a flange. Refer to ELEVATOR MECHANISM - COMPONENTS, ELEVATOR TAB MECHANISM RODS
Sheet 4. The rods used on the elevator tab mechanisms of both right and left
elevator surfaces actually comprise 2 parts, which are assembled using
2 solid rivets.

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EFFECTIVITY:ALL

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CONTROL
YOKE
GUST LOCK
BALL SPLINE
ASSY

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SPECIAL JOINT

SPECIAL
JOINT SECONDARY
A QUADRANT STOP
ZONES
SPLINED RIG PIN
223
SHAFT SPRING LOCATION
224

BELLCRANK
Filtered Serial Nº contained in this publication: 363, 392

ELEVATOR STOP
BALL SPLINE
ASSY BELLCRANK

FWD TORQUE
TUBE
STICK PUSHER
CABLE

EM500ENSDS270050C.DGN
STICK
FUSELAGE
PUSHER
CABLE
ACTUATOR
CIRCUIT

QUADRANT

ELEVATOR MECHANISM - COMPONENTS, Sheet 1

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ZONES

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140
245
246
310

A TURNBUCKLES

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
TOP REAR
CABLE CIRCUIT

PRESSURE
BULKHEAD (REF.)

C
Filtered Serial Nº contained in this publication: 363, 392

ELEVATOR MECHANICAL
CABLE LINKS PRESSURE
BULKHEAD
(REF.)

TURNBUCKLES
C
FUSELAGE
CABLE CIRCUIT
PRESSURE

EM500ENSDS270051D.DGN
SEAL
ROLLER

A
B
BOTTOM REAR
C CABLE CIRCUIT

ELEVATOR MECHANISM - COMPONENTS, Sheet 2

Phenom 300 - SDS 2757 Page 15 of 22

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONES
321
322
323
EMPENNAGE
CABLE CIRCUIT

UPPER REAR UPPER REAR

CABLE CIRCUIT CABLE CIRCUIT
LOWER REAR
B
EMPENNAGE CABLE CIRCUIT
Filtered Serial Nº contained in this publication: 363, 392

CABLE CIRCUIT

AP SERVO
LOWER REAR
CABLE CIRCUIT

EM500ENSDS270052B.DGN
ELEVATOR REAR
TORQUE TUBE

RIG PIN
LOCATION
A
B
ELEVATOR MECHANISM - COMPONENTS, Sheet 3

Phenom 300 - SDS 2757 Page 17 of 22

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ELEVATOR

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
SHAFT
ELEVATOR TAB
BELLCRANKS SURFACE
(REF.)

A ELEVATOR
ZONES SHAFT

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
337
340
ELEVATOR
SURFACE
(REF.)

RIG PIN
LOCATION
CONNECTION SELF−ALIGNING
RODS BALL BEARING
QUADRANT
RIG PIN
LOCATION B
Filtered Serial Nº contained in this publication: 363, 392

BELLCRANKS

A
C PRIMARY STOP
BELLCRANK
SELF−ALIGNING
BALL BEARING

PRIMARY

EM500ENSDS270053C.DGN
EMPENNAGE TORQUE
STOPS
TUBE RIGHT
SUPPORT
EMPENNAGE TORQUE
TUBE LEFT
SUPPORT B
QUADRANT C

ELEVATOR MECHANISM - COMPONENTS, Sheet 4

Phenom 300 - SDS 2757 Page 19 of 22

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PILOT INPUT CO−PILOT INPUT

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
CONTROL CONTROL
WHEEL 1P WHEEL 2P

FORWARD STICK PUSHER

ROTARY BALL TORQUE TUBE ACTUATOR ROTARY BALL

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SPLINE ASSY SPLINE ASSY

QUADRANT
SPECIAL JOINT SPECIAL JOINT

FUSELAGE
CABLE CIRCUIT
BELLCRANK BELLCRANK

MECHANICAL
LINK
Filtered Serial Nº contained in this publication: 363, 392

LEFT ELEVATOR RIGHT ELEVATOR

UPPER REAR LOWER REAR SURFACE SURFACE
CABLE CIRCUIT CABLE CIRCUIT

ACTUATING ACTUATING
AUTO−PILOT CRANK CRANK
QUADRANT
SERVO

CONNECTION CONNECTION
AUTO−PILOT BOTTOM REAR ROD ROD
QUADRANT

EM500ENSDS270054A.DGN
CABLE CIRCUIT TORQUE TUBE

BELLCRANK BELLCRANK
QUADRANT

EMPENNAGE TOP REAR

QUADRANT
CABLE CIRCUIT TORQUE TUBE

ELEVATOR MECHANISM - COMPONENTS, Sheet 5

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
STALL WARNING AND PROTECTION SYSTEM
Filtered Serial Nº contained in this publication: 363, 392

Phenom 300 - SDS 2757 Page 1 of 34

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Introduction

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The SWPS (Stall Warning and Protection System) performs two main
functions. The first one is to provide situational awareness for an
impending aircraft stall condition, and the second one is to prevent the
aircraft from entering a potentially hazardous stall condition.
The first main function is achieved by means of two features:

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
• An unambiguous aural warning to inform the crew that the aircraft
is approaching the stall condition;

• A visual indication on the airspeed tape in both PFD (Primary

Flight Display)s to provide the crew with low-speed awareness.
The second main function is achieved by means of stick pusher
activation, in which a SPA (Stick Pusher Actuator) causes the aircraft to
pitch down, away from stall condition.

The figure STALL WARNING AND PROTECTION SYSTEM -

Filtered Serial Nº contained in this publication: 363, 392

ARCHITECTURE provides further data on the preceding text.

Phenom 300 - SDS 2757 Page 2 of 34

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

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IASP #1 IASP #2

AD AD AD AD
CHANNEL CHANNEL CHANNEL CHANNEL
DC1 DC2 DC1 DC2

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
STALL
TEST
SWITCH

PUSHER CUTOUT FEEDBACKOR

PUSHER CMD #1 PUSHER CMD #2

Filtered Serial Nº contained in this publication: 363, 392

PUSHER
CUTOUT
SWITCH

EM500ENSDS270065A.DGN
STICK PUSHER ACTUATOR

PUSHER ACTV #1 PUSHER ACTV #2

PUSHER INACTV #1 PUSHER INACTV #2

STALL WARNING AND PROTECTION SYSTEM - ARCHITECTURE

Phenom 300 - SDS 2757 Page 3 of 34

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General Description EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011 (Continued)
The functions of the SWPS are performed mainly by the IASP
In the event of a Stall Warning Activation by any of the IASPs, a
(Integrated Air Data and Stall Protection Probe)s. Each IASP measures
command is sent to GIA (Garmin Integrated Avionics unit) 1 and
the local angle of attack, performs the SWPS computation, commands
GIA 2, which transmit the stall warning aural message to the
the activation of the stall warning and the pusher actuator, and provides
audio panels.
to the avionics platform data for the SWPS related indications and
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
failure annunciation.
AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
The pitching down function is provided by means of the hydraulic stick ELECTRONIC ARCHITECTURE
pusher actuator, which is connected to the elevator control system and,
The electronic part of the SWPS comprises the electrical
when activated, limits the elevator command to a fixed range. Refer to
connections between the IASPs and the stick pusher actuator, as
figure STALL WARNING AND PROTECTION SYSTEM - GENERAL
well as with the other members of the system. The IASPs
DESCRIPTION, Sheet 1.
interface with other modules by means of the ARINC-429 data
The following sections describe the mechanical and electronic busses and analog discretes.
architecture of the SWPS.
In the event of a Stall Warning Activation by any of the IASPs, a
MECHANICAL ARCHITECTURE command is sent to GIA 1 and GIA 2, which transmit the stall
The hydraulic stick pusher actuator is connected to the elevator control warning aural message to the audio processors.
Filtered Serial Nº contained in this publication: 363, 392

system by means of a steel cable. When activated, the actuator limits SYSTEM INTERFACES
the excursion of the elevator command to a fixed range, preliminarily
Each IASP measures the local AOA (Angle of Attack) values and
set to 1 to 15 degrees trailing edge down.
performs the SWPS computations using its own data and the
SPA activation commands control wheel pitch downward with around parameters received from other modules and systems. A list of the
115 lbf, which makes sure that it can not be overcome by the pilot. parameters used on SWPS computation and its sources is presented
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000 on table below:
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011 STALL WARNING AND PROTECTION SYSTEM - SWPS Computation
ELECTRONIC ARCHITECTURE Input Parameters
The electronic part of the SWPS comprises the electrical
PARAMETER SOURCE
connections between the IASPs and the stick pusher actuator, as
Local AOA
well as with the other members of the system. The IASPs Mach
interface with other modules by means of the ARINC-429 data IASP 1 and IASP 2
CAS (Crew Alerting System)
busses and analog discretes. Sideslip parameter
FCE (Flight Control Electronics) 1 and FCE
Flaps Position
2

Phenom 300 - SDS 2757 Page 4 of 34

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STALL WARNING AND PROTECTION SYSTEM - SWPS Computation 1. The yellow band of the cue extends from the top of red band to a

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
Input Parameters determined speed margin. When airspeed is within the yellow band, its
PARAMETER SOURCE readout becomes yellow, as shown on figure STALL WARNING AND
Pitch Rate
PROTECTION SYSTEM - OPERATION, Sheet 1. LSA is not displayed
Pitch Angle if the lowest airspeed shown on airspeed tape is higher than the top of
AHRS (Attitude and Heading Reference
Roll Angle
System) 1 and AHRS 2
the LSA yellow band.
Normal Acceleration

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Longitudinal Acceleration GREEN CIRCLE
Landing Gear Position The green circle provides a reference for approach speed. It represents
Anti-Icing System Status DCU (Data Concentrator Unit) 1 and DCU
Anti-Icing ON/OFF 2
1.3 times the aircraft stall speed.
Stall Warning Feedback The green circle is provided by means of an empty green circle
LH (Left-Hand) and RH (Right-Hand) WOW positioned over the right margin of the speed tape, beside the airspeed
Landing Gears Relays
(Weight-on-Wheels)
corresponding to the reference approach speed. An example of the
Stall Test Init Stall Test Switch green circle indication is shown on figure STALL WARNING AND
Pusher Cutout Feedback Pusher Cutout Switch PROTECTION SYSTEM - OPERATION, Sheet 2.
Pusher Active Feedback
Pusher Inactive Feedback
Hydraulic Stick Pusher Actuator The green circle is not displayed if the lower airspeed shown on
airspeed tape is higher than the green circle speed.
INDICATION AND ALERTING
Filtered Serial Nº contained in this publication: 363, 392

CAS INDICATION
The Stall Warning and Protection System provides data for two PFD
The CAS indications are used to indicate a failure condition so that the
indications:
flight crew can perform appropriate corrective actions. The system CAS
• LSA (Low Speed Awareness) cue messages presented on the displays are as follows:

• Green Circle STALL WARNING AND PROTECTION SYSTEM - STALL WARNING

AND PROTECTION SYSTEM - CAS INDICATION
LOW SPEED AWARENESS CUE
CAS MESSAGE CATEGORY DESCRIPTION
LSA cue is provided by means of a red and yellow thermometer-type
Indicates that Stall Warning
display located inside the airspeed scale, as shown in figure STALL and Protection activation an-
WARNING AND PROTECTION SYSTEM - OPERATION, Sheet 1. The SWPS ICE SPEED Advisory
gles have been anticipated
red band of the cue extends from the smaller airspeed displayed on the due to icing conditions.
tape to the airspeed on which the Stall Warning aural message will be Stall Warning and Protection
SWPS FAIL Caution
activated. When the airspeed decreases below the top of the LSA red functions are not available.
band, its readout becomes red in inverse video, as shown on figure Stall Protection not availa-
STALL WARNING AND PROTECTION SYSTEM - OPERATION, Sheet PUSHER FAIL Caution ble, Stall Warning operation-
al.
Phenom 300 - SDS 2757 Page 6 of 34
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STALL WARNING AND PROTECTION SYSTEM - STALL WARNING EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
AND PROTECTION SYSTEM - CAS INDICATION AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011 (Continued)
CAS MESSAGE CATEGORY DESCRIPTION • STALL WARNING ACTIVATION MONITORING
Indicates that Stall Warning
and Protection activation an- • STALL PROTECTION ACTIVATION MONITORING
SWPS FAULT Caution
gles have been anticipated
to conservative settings. Refer to STALL WARNING AND PROTECTION SYSTEM -

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Indicates that the Stall Pro- SWPS DATA BUSSES, Sheet 1 for SWPS data busses
PUSHER OFF Caution tection function is disabled information.
via Pusher Cutout switch.
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000
Stall Protection preflight test AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
SWPS UNTESTED Caution
time has expired.
SYSTEM MONITORING
AURAL WARNING The SWPS monitoring components are:
A distinctive aural warning message is performed as the primary Stall
Warning indication. • INPUT DATA MONITORING

The Master Caution aural warning sounds in the event of any of the • AOA DATA MONITORING
caution CAS messages.
• STALL WARNING ACTIVATION MONITORING
Filtered Serial Nº contained in this publication: 363, 392

STALL WARNING AND PROTECTION SYSTEM - STALL WARNING

AND PROTECTION SYSTEM - AURAL MESSAGES • STALL PROTECTION ACTIVATION MONITORING
AURAL MESSAGE CATEGORY DESCRIPTION Refer to STALL WARNING AND PROTECTION SYSTEM -
Stall Warning activation an- SWPS DATA BUSSES, Sheet 2 for SWPS data busses
“STALL, STALL…” Warning
gle of attack was reached. information.
Master Caution Caution Caution CAS message.
INPUT DATA MONITORING
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
The Stall Warning and Protection System consumes parameters of
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
aircraft configuration and attitude from two sources for each parameter.
SYSTEM MONITORING
The parameters consumed by the SWPS are presented below:
The SWPS monitoring components are:
STALL WARNING AND PROTECTION SYSTEM - STALL WARNING
• INPUT DATA MONITORING AND PROTECTION SYSTEM - AIRCRAFT CONFIGURATION AND
ATTITUDE PARAMETERS
• AOA DATA MONITORING
PARAMETER SOURCE
Flaps Position FCE #1 and FCE #2
Phenom 300 - SDS 2757 Page 8 of 34
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STALL WARNING AND PROTECTION SYSTEM - STALL WARNING to use the healthy one. In case of failure of both sources, the

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
AND PROTECTION SYSTEM - AIRCRAFT CONFIGURATION AND system is declared failed.
ATTITUDE PARAMETERS
AOA Miscompare
PARAMETER SOURCE
Mach • Both AOA sources measurements are continuously monitored for
Airspeed IASP #1 & IASP #2 miscompare between the readings. The threshold of the
True Airspeed miscompare monitor is a function of a parameter proportional to

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Roll Angle the sideslip of the aircraft. Such monitor is intended to catch
Pitch Angle possible errors on AOA measurement due to failures on the
Pitch Rate AHRS #1 & AHRS #2
Normal Acceleration IASPs. If the monitor detects a disagreement between the AOA
Longitudinal Acceleration measurements, the system is declared failed.

The validity of the input signals and the agreement of values between STALL WARNING ACTIVATION MONITORING
the sources are continuously monitored as explained below: • Each IASP monitors its own request for the activation of the stall
• If both inputs are invalid, the consolidated value is set to default warning against the feedback provided by the avionics platform. If
and marked as invalid. a disagreement is detected, the warning is considered failed.

• If only one input is valid, the consolidated value is set to the valid STALL PROTECTION ACTIVATION MONITORING
Filtered Serial Nº contained in this publication: 363, 392

input value and marked as valid. • Each IASP monitors its own command to the stick pusher actuator
against the pusher active and inactive feedbacks. If a
• If both inputs are valid, they are compared to detect disagreement
disagreement is detected, the pusher is declared failed and its
between the sources. If the inputs agree within their tolerances,
activation is inhibited.
the consolidated value is set to the arithmetic average between
the two sources and marked as valid. If the inputs disagree, the
consolidated value is set to default and marked as invalid. The figure STALL WARNING AND PROTECTION SYSTEM -
GENERAL DESCRIPTION provides further data on the preceding text.
AOA DATA MONITORING
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
The AOA data is also monitored for its validity and disagreement AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
between the measurements from both sides.
The figure STALL WARNING AND PROTECTION SYSTEM -
AOA validity SWPS DATA BUSSES, Sheet 1 provides further data on the
preceding text.
• The validity of both AOA sources is continuously monitored by
both IASPs. In case of failure of one source, the system continues

Phenom 300 - SDS 2757 Page 10 of 34

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
STICK PUSHER ELEVATOR
ACTUATOR SURFACE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
STICK PUSHER EMPENNAGE
CABLE TORQUE TUBE
Filtered Serial Nº contained in this publication: 363, 392

FORWARD EMPENNAGE
TORQUE TUBE CABLE CIRCUIT

EM500ENSDS270113A.DGN
FUSELAGE REAR TORQUE
CABLE CIRCUIT TUBE

STALL WARNING AND PROTECTION SYSTEM - GENERAL DESCRIPTION

Phenom 300 - SDS 2757 Page 13 of 34

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EFFECTIVITY:ON EMBRAER 505 ACFT WITH G3000 AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
IASP #1 IASP #2

ADSPC OSP OSP ADSPC

CHANNEL CHANNEL CHANNEL CHANNEL
DC1 DC2 DC1 DC2

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
OSP BUS #1
OSP BUS #2
CROSS CHANNEL BUS

RH WOW
LH WOW

DCU #1 DCU #2
GSD−41 GSD−41
LG EMG EMG
RELAYS
Filtered Serial Nº contained in this publication: 363, 392

FCE #1 FCE #2
DC1 PFD #1 MFD PFD #2 DC2
GDU1240A GDU1240A GDU1240A
EMG DC2 DC1

AHRS #1 AHRS #2
EMG DC2

EM500ENSDS270167A.DGN
GIA#1 GIA#2
GIA63W GIA63W
EMG DC2
LEGEND:

ARINC 429 BUS AUDIO AUDIO

PROCESSOR #1 PROCESSOR #2
CAN BUS EMG DC1
ANALOG DISCRETE

STALL WARNING AND PROTECTION SYSTEM - SWPS DATA BUSSES, Sheet 2

Phenom 300 - SDS 2757 Page 17 of 34

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Components The Fuel, Signs, Hydraulic, ELT, and Stall Protection System Control

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
HYDRAULIC STICK PUSHER ACTUATOR Panel and the Pusher Cutout switch are presented in figure STALL
WARNING AND PROTECTION SYSTEM - COMPONENT LOCATION,
The hydraulic stick pusher actuator is installed in the aircraft nose,
Sheet 3.
below the front baggage compartment. The actuator can be accessed
by removing the baggage compartment floor, allowing to view the EFFECTIVITY: FOR ANAC OR FAA CERTIFIED ACFT
identification label, to access the electrical and hydraulic connections, QUICK-DISCONNECT SWITCHES

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
as well as the attachment screws. The actuator is attached to the The pilot and copilot quick-disconnect switches are momentary
aircraft structure by means of three standard steel fasteners. switches that disable the pusher actuator.
The hydraulic stick pusher actuator consists on a fixed-body, single way In case of an abnormal operation, the pilots should be capable of
hydraulic actuator and is composed of four primary components: the disengaging the pusher command quickly and positively to
actuator housing, actuator piston, the actuator control solenoid valves prevent unwanted downward pitching of the aircraft through a
and the end-stroke switch. The actuator is powered by the main quick-release (emergency) control.
hydraulic line at 3000 psig, and provides a minimum of 460 lbf output
When either pilot or copilot switch is pressed, the pusher
force for all operating temperatures.
disconnects but the aural warning is still available. There is not a
The hydraulic pressure and return lines are connected to the actuator CAS message associated when the quick-disconnect switch is
by means of two port fittings. Pressure and return ports are used.
permanently marked with the letters “P” and “R”, respectively, and the
Filtered Serial Nº contained in this publication: 363, 392

During the preflight test, an active quick-disconnect feature will

incorrect installation is prevented because all the hydraulic lines
inhibit the pusher operation. If the quick-disconnect feature is
connected to the actuator are rigid tubing.
active during the test, the computer will remain in the untested
IASPs mode when the preflight test is concluded.
Refer to AMM SDS 34-15-00/1 for IASP information.
The quick-disconnect switches are located on both control wheels
PUSHER CUTOUT SWITCH so that they can be operated without moving the hand from its
The pusher cutout switch is located on the Fuel, Signs, Hydraulic, ELT normal position on the control. The quick-disconnect switch is
(Emergency Locator Transmitter), and Stall Protection System Control presented in figure .
Panel. STALL TEST SWITCH (PREFLIGHT TEST SWITCH)
The pusher cutout switch provides means to inhibit the Stick Pusher The Test Panel performs the function of Stall Test switch. It is
actuation, and consists of a two-position pushbutton switch. When composed of one rotary selector switch and a start pushbutton as
pressed, the switch is illuminated and the CAS “PUSHER OFF” detailed in figure STALL WARNING AND PROTECTION SYSTEM -
message is displayed. COMPONENT LOCATION, Sheet 3. When the selector switch is
positioned on the “STALL PROT” position and the “START” button is

Phenom 300 - SDS 2757 Page 18 of 34

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pressed, a signal is sent to the IASPs, informing that the SWPS EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
preflight test is requested. AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
INTEGRATED AVIONICS UNITS - GIA63W
The preflight initiated test is available only on the ground. The preflight
initiated test is inhibited when the voted calibrated airspeed is above 50 The two Integrated Avionics Units (GIA 1 and GIA 2) provide the
kt. The SWPS preflight initiated test should be run on every preflight. If Audio processors with digital audio for the Stall Warning aural
the aircraft has transitioned from IN AIR to ON GROUND for more than message.
600 seconds (10 minutes), the SWPS preflight initiated test should be

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
For more information, refer to AMM SDS 31-41-00/1.
run again before the takeoff. If the aircraft initiates taxiing procedure
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000
before the test execution (parking brakes released), the CAS “SWPS
AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
UNTESTED” message shows.
AUDIO PROCESSORS
The Test Panel is presented in figure STALL WARNING AND The audio processors provide the Stall Aural Warning
PROTECTION SYSTEM - COMPONENT LOCATION, Sheet 3 STALL annunciation.
WARNING AND PROTECTION SYSTEM - COMPONENT LOCATION,
Sheet 4. For more information, refer to AMM SDS 23-51-00/1.
DISPLAYS
The displays show the Low Speed Awareness and Green Circle The figure STALL WARNING AND PROTECTION SYSTEM -
indications (PFD 1, PFD 2, and CAS), and maintenance and aural COMPONENT LOCATION, Sheet 1 provides further data on the
Filtered Serial Nº contained in this publication: 363, 392

message annunciation/prioritization (MFD (Multi-Function Display)). preceding text.

EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011 The figure STALL WARNING AND PROTECTION SYSTEM -
INTEGRATED AVIONICS UNITS - GIA63W COMPONENT LOCATION, Sheet 2 provides further data on the
The two Integrated Avionics Units (GIA 1 and GIA 2) provide the preceding text.
Audio panels with digital audio for the Stall Warning aural EFFECTIVITY: ON EMBRAER 505 ACFT WITHOUT TAWS
message. CLASS A
For more information, refer to AMM SDS 31-41-00/1. The figure STALL WARNING AND PROTECTION SYSTEM -
COMPONENT LOCATION, Sheet 3 provides further data on the
EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
preceding text.
AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
AUDIO PANELS EFFECTIVITY: ON EMBRAER 505 ACFT WITH TAWS CLASS A
The audio panels provide the Stall Aural Warning annunciation. The figure STALL WARNING AND PROTECTION SYSTEM -
COMPONENT LOCATION, Sheet 4 provides further data on the
For more information, refer to AMM SDS 23-51-00/1. preceding text.

Phenom 300 - SDS 2757 Page 20 of 34

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
A
ZONES
B 223
ZONE 224 C C
113 D

A B
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HYDRAULIC
PORTS
SOLENOIDS

ELECTRICAL
CONNECTOR

EM500ENSDS270059B.DGN
MOUNTING
FOOT

SMART PROBE

D
C
TYPICAL MOUNTING
FEET PISTON

STALL WARNING AND PROTECTION SYSTEM - COMPONENT LOCATION, Sheet 1

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SPRING
B

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
PRESSURE
BULKHEAD

A C
ZONES
113
223
224
ELEVATOR FORWARD
TORQUE TUBE
E
D
B
Filtered Serial Nº contained in this publication: 363, 392

STICK PUSHER
BELLCRANK A

EM500ENSDS270112B.DGN
PRESSURE
SEAL
STICK PUSHER
CABLE
STICK PUSHER
ACTUATOR
C−C D E
STALL WARNING AND PROTECTION SYSTEM - COMPONENT LOCATION, Sheet 2

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
B

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
TEST PANEL

A
Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270149B.DGN
FUEL/SIGNS/HYDRAULIC ELT/
STALL PROTECTION/ PUSHER CUTOUT SWITCH
CONTROL PANEL

STALL WARNING AND PROTECTION SYSTEM - COMPONENT LOCATION, Sheet 4

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Operation In case of the local AOA being calculated from a single source, an

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
ANGLE-OF-ATTACK CALCULATION MODES additional compensation is done on the activation angles, in order to
mitigate the absence of sideslip compensation.
SWPS comprises three possible modes to calculate the AOA
compensation and the Stall Warning and Stall Protection activation and The Stall Warning and Stall Protection deactivation angles are fixed
deactivation angles, depending on the state and availability of aircraft offsets over the activation angles, based on flaps position. The offsets
configuration data. are used in order to avoid nuisance deactivations caused by noisy AOA

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
or a turbulent flight condition.
• NORMAL MODE
ICE CONDITION MODE
• ICE CONDITION MODE The Ice Condition mode of calculation differs from the normal mode by
the fact that the aircraft is considered under icing conditions. The angle
• DEGRADED MODE
of attack is determined exactly in the same manner as in normal mode.
NORMAL MODE Stall Warning and Stall Protection activation angles are calculated in
This mode of calculation is active when all external data used on the the same manner as in Normal mode, and receive an additional
AOA rate estimation is valid, the Anti Icing system is in normal mode, compensation due to the possible presence of ice on the wings and
and the aircraft is not under ice condition. horizontal stabilizer. Stall Warning and Stall Protection deactivation
offsets remain the same as in Normal mode. The advisory CAS
The local angle of attack is compensated by flaps position and angle of message “SWPS ICE SPEED” is annunciated.
Filtered Serial Nº contained in this publication: 363, 392

attack rate estimation in order to provide adequate activation of stall

warning and stall protection during accelerated stalls. DEGRADED MODE
The SWPS is under its degraded mode of calculation when any of the
Stall Warning and Stall Protection activation angles are determined consolidated inputs become invalid, or the anti-icing system is
based on the flaps position, and compensated mach number and inoperative or failed. During this condition, no compensation on angle of
Landing Gear position. attack due to angle of attack rate estimation is done, and the system
The value of the mach number compensation is determined based on assumes fixed conservative values for activation angles, without any
the current Mach number if the flaps are fully retracted. If the flaps are compensation for mach number, landing gear position or ice detection.
in any other position, no compensation due mach number is added to The advisory CAS message “SWPS FAULT” is annunciated.
the activation angles.
STALL PROTECTION AVAILABILITY
The value of the landing gear compensation is determined based on SWPS comprises three possible modes for the Stall Protection function,
the flaps position if the landing gear is extended. No compensation due as defined below:
landing gear is added if it is fully retracted.
• STALL PROTECTION AVAILABLE: Stall Protection is available if
all the following conditions are met: Both IASPs are operational,

Phenom 300 - SDS 2757 Page 28 of 34

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both sources of AOA are valid, Hydraulic pressure is high, and • SWPS is under the Degraded mode of calculation for the

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
Stall protection activation monitor does not detect any failure. activation angles
• STALL PROTECTION FAILED: Stall Protection is declared failed • Stall Protection is failed
if any of the following conditions occur: one of the IASPs is not
operational, one source of AOA is invalid, Hydraulic pressure is • Stall Protection is inhibited
low and Stall protection activation monitor detects a failure. Stick
• SWPS is failed

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
pusher actuator will not be activated and the CAS message
“PUSHER FAIL” is annunciated while stall protection function is Stall Warning and the Stall Protection, if available, are activated when
failed. the angle of attack becomes higher than the Stall Warning and Stall
• STALL PROTECTION INHIBITED: Stall Protection is inhibited Protection activation angles, respectively. In case of a SWPS failure,
when the pusher cutout switch is activated by the crew. Stick the LSA and Green Circle indications are not displayed.
pusher will not be activated and the CAS message “PUSHER
OFF” is annunciated while stall protection function is inhibited. The figure STALL WARNING AND PROTECTION SYSTEM -
SWPS FAILED MODE OPERATION provides further data on the preceding text.
The entire SWPS is considered failed in case of failure of both IASPs,
or in case of invalidation of both AOA sources, or miscompare between
Filtered Serial Nº contained in this publication: 363, 392

their measurements. Neither Stall Warning nor Stall Protection is

available and the CAS message “SWPS FAIL” is annunciated.
NORMAL OPERATION
The SWPS normal operation is defined by the availability of all
activation angles compensations and stall protection function. Given
that, the activation and deactivation angles shall be under the normal or
ice condition modes, and the Stall Protection function shall be available.
Stall Warning and the Stall Protection are activated when the angle of
attack becomes higher than the Stall Warning and Stall Protection
activation angles, and continue active until the angle of attack becomes
lower than the deactivation angles.
ABNORMAL OPERATION
Abnormal operation of the SWPS is defined by any of the following
conditions:

Phenom 300 - SDS 2757 Page 30 of 34

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
90 80 70

80 70 60

70 60 50
Filtered Serial Nº contained in this publication: 363, 392

60 50 40

50 40 30

EM500ENSDS270085A.DGN
A A A
NOTE:
THE SPEEDS ARE ONLY EXAMPLES.

STALL WARNING AND PROTECTION SYSTEM - OPERATION, Sheet 1

Phenom 300 - SDS 2757 Page 31 of 34

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
200

180
170
Filtered Serial Nº contained in this publication: 363, 392

A
160

140

EM500ENSDS270086A.DGN
A
NOTE:
THE SPEEDS ARE ONLY EXAMPLES.

STALL WARNING AND PROTECTION SYSTEM - OPERATION, Sheet 2

Phenom 300 - SDS 2757 Page 33 of 34

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Training Information Points

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
FAILURE REPORTING AND TROUBLESHOOTING
The Flap system is integrated to the aircraft central maintenance
system (AMM SDS 45-45-00/1). Thus, in the event of a failure, a
maintenance message is registered in the CMC (Central Maintenance
Computer) in order to provide the maintenance crew with details about

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
that failure.
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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
HORIZONTAL STABILIZER
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Introduction The mechanical component of the pitch trim system consists basically

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The function of the horizontal stabilizer subsystem is to operate the of the PTA (Pitch Trim Actuator), which is an electromechanical,
horizontal stabilizer surface to do the aircraft pitch trim. irreversible, dual ballscrew, dual electric motor actuator that commands
the horizontal stabilizer to perform the pitch trim function.
General Description
HORIZONTAL STABILIZER ELECTRICAL SYSTEM (AMM SDS
The HORIZONTAL STABILIZER includes these subsystems:
27-43-00/1)

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
• HORIZONTAL STABILIZER ME- (AMM SDS 27-41-00/1) The main purpose of the horizontal stabilizer electrical system is to
CHANICAL COMPONENTS control and operate the horizontal stabilizer surface, which is
• HORIZONTAL STABILIZER (AMM SDS 27-43-00/1) responsible for the aircraft longitudinal trim control (pitch trim).
ELECTRICAL SYSTEM
The function of the pitch trim control system is to drive the horizontal
stabilizer surface whenever it is commanded by the pilot, copilot, FCE The figure HORIZONTAL STABILIZER - GENERAL DESCRIPTION
(Flight Control Electronics) (speed brake configuration trim) or AFCS provides further data on the preceding text.
(Automatic Flight Control System).
The pitch trim control system is composed of the following main items:
• Pilot and Copilot Trim Switches located on the control yokes;
Filtered Serial Nº contained in this publication: 363, 392

• Pilot and Copilot Quick Disconnect switches located on the control

yokes;

• Backup Trim Switch located on the central console;

• Mode Select Switch located on the central console;

• Two FCEs located on the central electronics compartment;

• Pitch Trim Actuator (PTA (Pitch Trim Actuator)) located on the

vertical stabilizer.
Components
HORIZONTAL STABILIZER MECHANICAL COMPONENTS (AMM
SDS 27-41-00/1)

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
LONGITUDINAL CONTROL
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HORIZONTAL STABILIZER HORIZONTAL STABILIZER

SURFACE SURFACE

EM500ENSDS270145A.DGN
HORIZONTAL STABILIZER - GENERAL DESCRIPTION

Phenom 300 - SDS 2757 Page 3 of 4

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HORIZONTAL STABILIZER MECHANICAL
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COMPONENTS

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Introduction • MECHANICAL STOPS

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The mechanical component of the pitch trim system consists basically Each PTA side has a mechanical stop beyond the electrical travel
of the PTA (Pitch Trim Actuator), which is an electromechanical, limits to limit the mechanical stroke.
irreversible, dual ballscrew, dual electric motor actuator that commands
the horizontal stabilizer to perform the pitch trim function. • GEARBOXES
General Description • LUBRICATION AND SEALS

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The PTA is an electromechanical, irreversible, dual ballscrew, dual The gearboxes are filled to the fill port level during assembly with
electric motor actuator. The PTA is designed to provide a redundant Royco 757 hydraulic fluid. Surfaces inside the gearboxes above
load path and irreversibility from the control surface to the airframe the fill level will be lubricated by splashing oil.
structure in order to provide the required redundancy to hold the The ballscrews are lubricated in service through a grease fitting at
horizontal stabilizer in position in case of a mechanical failure of one of periodic maintenance intervals.
its components. This is accomplished by the design of a redundant • MOTOR ASSEMBLIES
ballscrew and no-back system. In case of failure of one of the no-backs, Two motor assemblies are mounted on the left side actuator
the remaining one will still provide the necessary actuator irreversibility. gearbox. The brushless DC (Direct Current) motor has a manual
The PTA incorporates two identical electrical motors to improve the drive mode for maintenance purpose.
system reliability in terms of Horizontal Stabilizer actuation. In the
• CLUTCH ASSEMBLY
Normal Mode, one PTA motor is commanded and in the Backup Mode,
Filtered Serial Nº contained in this publication: 363, 392

The clutch assembly limits the PTA output force during a surface
the other PTA motor is commanded. Whenever one of the motors is
jam.
commanded, it will simultaneously drive both actuator ballscrews. The
remaining non-commanded motor will run de-energized. • NO-BACKS
Components The no-backs provide irreversibility of PTA .
The PTA is a dual load path consisting of a left side actuator and right • NO-BACK TEST WORM
side actuator coupled by a splined connecting shaft. The left side The no-back integrity is capable of being tested on aircraft with
actuator and right side actuator are attached independently to aircraft the no-back test worm.
structure. Each side has a lower attachment, gearbox, ballscrew,
potentiometer, output rod and upper attachment. • POTENTIOMETER
The potentiometers provide position feedback and electrical travel
The PTA incorporates the following main components:
limit indication to the FCE (Flight Control Electronics)s.
• BALLSCREW ASSEMBLY
The ballscrew assembly converts geartrain rotary motion and • OUTPUT RODS AND UPPER ATTACHMENT ROD ENDS
torque into linear motion and axial force.

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PTA total stroke is 200.6 mm (7.89 in.), which corresponds to a • One Three-phase Brushless DC motor interface for motor 1 (J4

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
horizontal stabilizer nominal range of 15 degrees. PTA strokes are connector);
presented in the table below.
• One Three-phase Brushless DC motor interface for motor 2 (J2
HORIZONTAL STABILIZER MECHANICAL COMPONENTS - PTA connector);
STROKES
Read- • One interface for motor 1 resolver (J3 connector);

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
PTA Pin-to-Pin Length - mm HS Angle (de- out In-
PTA condition • One interface for motor 2 resolver (J1 connector);
[in.] grees) dica-
tion
Extend Mechanical Stop
• One interface for left side potentiometer (J3 connector);
640.0 [25.197] +2.56 15.0
(EMS)
• One interface for right side potentiometer (J1 connector).
Extend Electrical Stop
633.0 [24.921] +2.00 15.0
(EES) HORIZONTAL STABILIZER MECHANICAL COMPONENTS -
Null 608.0 [23.937] 0.00 13.0 GENERAL DESCRIPTION, Sheet 3 shows a cross section of the PTA.
Retract Electrical Stop Operation
444.4 [17.496] -13.00 0.0
(RES)
Retract Mechanical Stop NORMAL OPERATION
439.4 [17.299] -13.40 0.0
(RMS)
MANUAL TRIM
Filtered Serial Nº contained in this publication: 363, 392

The PTA has two different connectors on each rod assembly. Right Whenever pitch trim Normal Mode is active (Mode Select switch in
side connectors assembly (J1 and J2) is identical to the left side “OFF” position) and any control wheel trim switch is activated, pitch trim
connectors assembly (J3 and J4), however, wrong installation of normal channel inside FCE 2 commands the PTA to extend (aircraft
harness is avoided by different harness lengths between connectors J1 nose down) or to retract (aircraft nose up). HORIZONTAL STABILIZER
and J3, and by opposite main keyway orientation for connectors J2 and MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 4
J4 in conjunction with 90° style backshells. In the event of swapping shows the control wheels with the trim switches positioned in a way to
connector J1 with J2 or J3 with J4, the system would indicate error as provide the correct sense of motion related to aircraft nose movement.
soon as commanded and shut down the system due to the incapability During manual flight, the pilot will command the system as required to
of control loop closure. In the event of swapping both connectors J1 alleviate the forces on control wheel.
and J2 with connectors J3 and J4 the system would function normally.
Refer to HORIZONTAL STABILIZER MECHANICAL COMPONENTS - AUTO TRIM
GENERAL DESCRIPTION, Sheet 2. Auto trim is performed by the AFCS (Automatic Flight Control System)
The PTA incorporates the following electrical interfaces with FCEs: and is transparent to the pilot. Auto Trim commands are issued to the
pitch trim Normal Channel only and can be related either to autopilot
commands or mach trimming.
Phenom 300 - SDS 2757 Page 4 of 16
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AIRCRAFT
MAINTENANCE MANUAL

EFFECTIVITY:ALL

ABNORMAL OPERATION

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The figure HORIZONTAL STABILIZER MECHANICAL COMPONENTS
In case of pitch trim Normal Mode failure as indicated by “PTRIM NML
- GENERAL DESCRIPTION, Sheet 2 provides further data on the
FAIL” CAS (Crew Alerting System) message, the pilot action is to set
preceding text.
the pitch trim mode select switch to the “BKP” position on trim panel, on
center console in order to enable pitch trim to be operated in Backup
Mode. Pitch trimming is then performed through the pitch trim backup The figure HORIZONTAL STABILIZER MECHANICAL COMPONENTS

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
switch on trim panel as required to alleviate forces on control wheel. - GENERAL DESCRIPTION, Sheet 3 provides further data on the
preceding text.
Auto Trim is not available when Normal Mode is inoperative (“PTRIM
NML FAIL” message comes into view) and pilot will follow the EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000
applicable procedure described in AFM (Airplane Flight Manual). AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
The figure HORIZONTAL STABILIZER MECHANICAL
In case of Pitch Trim Backup Mode failure while Pitch Trim Normal
COMPONENTS - GENERAL DESCRIPTION, Sheet 4 provides
Mode is selected and operative, the “PTRIM BKP FAIL” CAS message
further data on the preceding text.
is displayed but the pilot will continue trimming on control wheel
switches normally and no additional action is required (the failure EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000
represents loss of redundancy only). However, if the Backup Mode AVIONICS SYSTEM OR POST-MOD SB 505-31-0011
failure occurs in conjunction with the Normal Mode failure, “PTRIM NML The figure HORIZONTAL STABILIZER MECHANICAL
FAIL” and “PTRIM BKP FAIL” CAS messages are displayed, pitch trim COMPONENTS - GENERAL DESCRIPTION, Sheet 5 provides
Filtered Serial Nº contained in this publication: 363, 392

capability is lost and pilot will have to sustain residual forces on control further data on the preceding text.
wheel, should they exist, and will follow AFM procedure to elect
appropriate landing configuration.
In case of PTA jam, the active pitch trim control channel will be
declared failed (“PTRIM NML FAIL” or “PTRIM BKP FAIL” CAS
messages will be displayed on CAS, which is available on the PFD
(Primary Flight Display)) and pitch trim control system will not be
available.

The figure HORIZONTAL STABILIZER MECHANICAL COMPONENTS

- GENERAL DESCRIPTION, Sheet 1 provides further data on the
preceding text.

Phenom 300 - SDS 2757 Page 6 of 16

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MAINTENANCE MANUAL

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A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONE MOVABLE HORIZONTAL B
337 STABILIZER
Filtered Serial Nº contained in this publication: 363, 392

PITCH TRIM
ACTUATOR

EM500ENSDS270129A.DGN
B

HORIZONTAL STABILIZER MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 1

Phenom 300 - SDS 2757 Page 7 of 16

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MAINTENANCE MANUAL

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
UPPER ATTACHMENT
PINS
A
ZONE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
337
ELECTRICAL
B CONNECTORS
B

RH GREASE
FITTING
J1 CONNECTOR: A
RH POTENTIOMETER
RH OIL FILL MOTOR 2 RESOLVER
PORT
J1 CONNECTOR:
BONDING D
Filtered Serial Nº contained in this publication: 363, 392

LF POTENTIOMETER
JUMPER MOTOR 1 RESOLVER
RH GEARBOX
HOUSING C
LOWER ATTACHMENT J2 CONNECTOR
LH GREASE MOTOR 2 POWER
PINS
FITTING J2 CONNECTOR
MOTOR 2 POWER

LH OIL FILL E
PORT

EM500ENSDS270118A.DGN
C
LH GEARBOX
HOUSING D POTENTIOMETERS
E
HORIZONTAL STABILIZER MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 2

Phenom 300 - SDS 2757 Page 9 of 16

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MAINTENANCE MANUAL

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NO−BACH NO−BACK CLUTCH GEAR

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SHAFT WORM
A CLUTCH PINION
MOTORS

BULL GEAR

NO−BACK
Filtered Serial Nº contained in this publication: 363, 392

TEST WORM

CONNECTING
SHAFT REDUNDANT
NO−BACKS

EM500ENSDS270125A.DGN
LEFT SIDE LEFT SIDE
ACTUATOR ACTUATOR

WORMGEAR
WORMGEAR

POTENTIOMETER POTENTIOMETER

HORIZONTAL STABILIZER MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 3

Phenom 300 - SDS 2757 Page 11 of 16

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MAINTENANCE MANUAL

EFFECTIVITY:ON EMBRAER 505 ACFT WITH G3000 AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

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PITCH TRIM
NORMAL SWITCH

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
A
A A
TYPICAL
Filtered Serial Nº contained in this publication: 363, 392

PITCH TRIM
B C MODE SELECT
SWITCH

TRIM
ROLL PITCH

EM500ENSDS270163B.DGN
5.0
YAW

B C PITCH TRIM
BACKUP SWITCH
EICAS PITCH TRIM INDICATION

HORIZONTAL STABILIZER MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 5

Phenom 300 - SDS 2757 Page 15 of 16

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
HORIZONTAL STABILIZER ELECTRICAL SYSTEM
Filtered Serial Nº contained in this publication: 363, 392

Phenom 300 - SDS 2757 Page 1 of 28

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Introduction

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The main purpose of the horizontal stabilizer electrical system is to
control and operate the horizontal stabilizer surface, which is
responsible for the aircraft longitudinal trim control (pitch trim).

The figure HORIZONTAL STABILIZER ELECTRICAL SYSTEM -

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
INTRODUCTION provides further data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

Phenom 300 - SDS 2757 Page 2 of 28

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MAINTENANCE MANUAL

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
LONGITUDINAL CONTROL
Filtered Serial Nº contained in this publication: 363, 392

HORIZONTAL STABILIZER HORIZONTAL STABILIZER

SURFACE SURFACE

EM500ENSDS270145A.DGN
HORIZONTAL STABILIZER ELECTRICAL SYSTEM - INTRODUCTION

Phenom 300 - SDS 2757 Page 3 of 28

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General Description The command priority of FCE 2 inputs is as follows, where Priority 1 is

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the highest priority:
The function of the Pitch Trim Control System is to drive the Horizontal
Stabilizer Surface whenever it is commanded by the pilot, copilot, FCE HORIZONTAL STABILIZER ELECTRICAL SYSTEM - COMMAND PRI-
(Flight Control Electronics) (speed brake configuration trim) or the ORITY OF FCE 2
AFCS (Automatic Flight Control System). The Pitch Trim Control Pilot Trim Switch Command: Priority 1
System interface with the pilot and copilot is shown in HORIZONTAL
Copilot Trim Switch Command: Priority 2

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
STABILIZER ELECTRICAL SYSTEM - GENERAL DESCRIPTION,
Automatic pitch trim command: Priority 3
Sheet 1.
Speed brake configuration trim command Priority 4
The Pitch Trim Control System has two operating modes: Normal and
Backup. The operating mode is selected manually through the Mode After processing the input signals, FCE 2 commands the PTA (Pitch
Select Switch. Trim Actuator) electric motor 2 with closed loop velocity control.
The Mode Select Switch is a two-position switch with four discrete Pitch-up Inhibit discretes are also transmitted to FCE 2 by the avionics
output signals, two for each FCE. When the “OFF” position is selected, through the ARINC 429 digital serial bus. These discretes are used to
the Pitch Trim Normal Channel will be active. When the “BKP” position prevent the FCE 2 from responding to pitch-up trim commands during
is selected, the Pitch Trim Backup Channel will be active. aircraft stall condition.
FCE 2 (Pitch Trim Normal Channel) receives inputs from the pilot and FCE 1 (Pitch Trim Backup Channel) receives inputs from the backup
Filtered Serial Nº contained in this publication: 363, 392

copilot trim switches for manual trim and from the avionics (AFCS) for trim switch only. Automatic commands are not available in backup
Autopilot trim and Mach Trim automatic commands. FCE 2 also mode. The backup pitch trim switch is a single switch with three
performs speed brake configuration trim commands whenever the discrete signal outputs: trim-up, trim-down, and valid. After processing
speed brake is commanded. the input signals, FCE 1 commands the PTA electric motor 1 with
closed loop velocity control.
The pilot and copilot trim switches are a dual switch with three discrete
signal outputs: trim-up, trim-down, and valid. The commands are For both operating modes, the PTA actuation rate is a function of
considered valid only if both switch halves are commanded. airspeed. Calibrated Airspeed is obtained from the avionics. The pitch
trim channels receive the trim commands, either manually or
Automatic commands are issued by the avionics through two discrete
automatically, and simultaneously read the airspeed from the Avionics
signals: auto-trim-up and auto-trim-down, transmitted via the ARINC
via the ARINC 429 digital serial bus interface. The pitch trim channels
(Aeronautical Radio Incorporated) 429 digital serial bus, and two other
actuate the PTA at the nominal rate corresponding to the aircraft speed.
Open/Ground discrete signal output wires: auto-trim-up and auto-trim-
When Calibrated Airspeed is not available, the system commands PTA
down. These two discrete signals are used by FCE 2 as a validity check
at the default rate.
on the automatic trim commands received from avionics via the serial
bus.

Phenom 300 - SDS 2757 Page 4 of 28

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

All pitch trim continuous commands, either manual or automatic, are EFFECTIVITY: ON EMBRAER 505 ACFT WITH G1000

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
limited to 3 seconds by the Pitch Trim Control System channels, even if AVIONICS SYSTEM OR PRE-MOD SB 505-31-0011
they are issued for longer than 3 seconds. If a manual command longer The figure HORIZONTAL STABILIZER ELECTRICAL SYSTEM -
than 3 seconds is desired, the trim switch must be released to its GENERAL DESCRIPTION, Sheet 1 provides further data on the
neutral position and then reactivated in order to reset the 3-second preceding text.
timer. If an automatic command longer than 3 seconds is desired, the EFFECTIVITY: ON EMBRAER 505 ACFT WITH G3000
command must be interrupted and then reactivated in order to reset the AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
3-second timer. This system feature is to minimize effects of an
The figure HORIZONTAL STABILIZER ELECTRICAL SYSTEM -
inadvertent actuation in case of pitch trim switches or Avionics System
GENERAL DESCRIPTION, Sheet 2 provides further data on the
failure.
preceding text.
The FCE limits the range of travel of the PTA based on the position
indication of the potentiometers. The end-of-travel limits are also known
as electrical stops. If the PTA is being commanded in a certain direction
and an electrical stop is reached, commands in the same direction are
inhibited.
The system also includes Quick Disconnect Switches. These manual
switches are used primarily to disconnect the autopilot but, while
Filtered Serial Nº contained in this publication: 363, 392

actuated, also disable the electrical commands from the FCEs to the
PTA electric motors.
Pictorial position indication of the Horizontal Stabilizer is provided in the
cockpit on the EIS (Engine Indication System), which is available on the
MFD (Multi-Function Display) display HORIZONTAL STABILIZER
ELECTRICAL SYSTEM - GENERAL DESCRIPTION, Sheet 1. The
PTA incorporates two potentiometers adjusted to provide the FCEs with
identical output voltage signals which correspond to the Horizontal
Stabilizer position. FCE 1 receives one potentiometer signal and FCE 2
receives the other potentiometer signal. Each FCE transmits the
Horizontal Stabilizer Surface position to the avionics through its ARINC
429 digital serial bus interface. The avionics calculates the mean value
of the two Horizontal Stabilizer Surface position received and displays it
on the EIS.

Phenom 300 - SDS 2757 Page 6 of 28

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MAINTENANCE MANUAL

EFFECTIVITY:ON EMBRAER 505 ACFT WITH G3000 AVIONICS SYSTEM OR POST-MOD SB 505-31-0011

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
PITCH TRIM
NORMAL SWITCH

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
A
A A
TYPICAL
Filtered Serial Nº contained in this publication: 363, 392

PITCH TRIM
B C MODE SELECT
SWITCH

TRIM
ROLL PITCH

EM500ENSDS270163B.DGN
5.0
YAW

B C PITCH TRIM
BACKUP SWITCH
EICAS PITCH TRIM INDICATION

HORIZONTAL STABILIZER ELECTRICAL SYSTEM - GENERAL DESCRIPTION, Sheet 2

Phenom 300 - SDS 2757 Page 9 of 28

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

Components • FCE 2 with the Pitch Trim Control System normal channel;

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The Pitch Trim Control System is composed of the following main • Pitch Trim Actuator interface with the FCEs;
items:
• ARINC 429 digital serial bus interface between avionics and the
• Pilot and copilot Trim Switches located on the control wheels;
FCEs;
• Pilot and copilot quick disconnect switches located on the control
• Auto pitch trim command validity discrete from avionics to FCE 2;

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
wheels;
• DC (Direct Current) Bus 1 power input used for PTA backup
• Backup Trim Switch located on the center console;
channel motor power and controller logic power;
• Mode Select Switch located on the center console;
• DC Bus 2 power input used for PTA normal channel motor power
• Two Flight Control Electronics (FCE 1 and FCE 2) located on the and controller logic power.
central electronics compartment; FLIGHT CONTROL ELECTRONICS
• Pitch Trim Actuator (PTA) located on the vertical stabilizer. Refer to AMM SDS 27-03-00/1.
AVIONICS INTERFACES
In order to improve system availability, the Pitch Trim Control System
The FCE interfaces with Avionics are shown in HORIZONTAL
has two independent and redundant operating modes: Normal and
Filtered Serial Nº contained in this publication: 363, 392

STABILIZER ELECTRICAL SYSTEM - COMPONENT DESCRIPTION,

Backup. Pitch Trim Normal Mode is performed by FCE 2. Pitch Trim
Sheet 2.
Backup Mode is performed by FCE 1. The operating mode is selected
manually through the Mode Select Switch. WEIGHT-ON-WHEELS INTERFACE
The FCE has four WOW (Weight-on-Wheels) Open/Ground discrete
HORIZONTAL STABILIZER ELECTRICAL SYSTEM - COMPONENT
inputs. Two discretes are activated by proximity sensors on the left
DESCRIPTION, Sheet 1 shows the block diagram for the Pitch Trim
MLG (Main Landing Gear) and two discretes are activated by proximity
Control System. This block diagram identifies:
sensors on the right MLG. HORIZONTAL STABILIZER ELECTRICAL
• Pilot, copilot, and backup manual trim switches interface with the SYSTEM - COMPONENT DESCRIPTION, Sheet 3 below shows the
FCEs; WOW interfaces with the FCEs.

• Pitch Trim Mode select switch interface with the FCEs;

The figure HORIZONTAL STABILIZER ELECTRICAL SYSTEM -
• Pilot and copilot quick disconnect switches interface with the COMPONENT DESCRIPTION provides further data on the preceding
FCEs; text.

• FCE 1 with the Pitch Trim Control System backup channel;

Phenom 300 - SDS 2757 Page 10 of 28

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MAINTENANCE MANUAL

EFFECTIVITY:ALL

AVIONICS

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IASP1/2 PFD1/2
AIRSPEED CAS MFD PILOT CO−PILOT
BACKUP PITCH UP INDICATION PITCH PITCH
PITCH TRIM GIA #1 INHI BIT MESSAGES GIA #2
AUTO PITCH AUTO PITCH TRIM TRIM
SWITCH SWITCH SWITCH
TRIM TRIM
MACH TRIM MACH TRIM

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
TRIM VALID

TRIM VALID
TRIM VALID

TRIM DOWN

TRIM DOWN
TRIM DOWN

TRIM UP

TRIM UP
TRIM UP

AUTO TRIM
ARINC 429

ARINC 429
AIRSPEED

AIRSPEED
FAULT MSGS

FAULT MSGS
P TRIM POS

P TRIM POS
AUTO TRIM UP
AUTO TRIM DOWN

MODE SELECT
SWITCH
BACKUP NORMAL
PITCH TRIM CHANNEL QD PITCH TRIM CHANNEL
FCE 1 FCE 2
WOW
DC BUS 1 DC BUS 2
Filtered Serial Nº contained in this publication: 363, 392

MOTOR 2
MOTOR 1

PHASE A PHASE A
PHASE B PHASE B
PHASE C PHASE C

RESOLVER 2
RESOLVER 1

EXCITATION PITCH TRIM EXCITATION

SINE
ACTUATOR SINE
(PTA)
COSINE COSINE

EM500ENSDS270116A.DGN
POT 2
POT 1

ACTUATOR POSITION ACTUATOR POSITION

HORIZONTAL STABILIZER

HORIZONTAL STABILIZER ELECTRICAL SYSTEM - COMPONENT DESCRIPTION, Sheet 1

Phenom 300 - SDS 2757 Page 11 of 28

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MAINTENANCE MANUAL

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AVIONICS
HSBD

PFD 1 PFD 2

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
MFD
CAS HSBD HSBD CAS
INDICATORS
MESSAGES MESSAGES

DC BUS EMERG DC BUS 2 DC BUS 2

HSBD
IASP 1 IASP 2
AIRSPEED HSDB
HSBD

HSBD AIRSPEED
PITCH UP SWITCH
PITCH UP
INHIBIT INHIBIT
DC BUS 1 DC BUS 2

HSBD
Filtered Serial Nº contained in this publication: 363, 392

ARINC 429

ARINC 429
GIA 1 GIA 2
AUTO PITCH AUTO PITCH
TRIM TRIM
MACH TRIM DC BUS EMERG MACH TRIM DC BUS 2

AUTO TRIM
AIRSPEED
AIRSPEED

ARINC 429
ARINC 429

P TRIM POS

FAULT MSGS
P TRIM POS

FAULT MSGS

EM500ENSDS270120A.DGN
BACKUP AUTO TRIM UP
NORMAL
PITCH TRIM PITCH TRIM
CHANNEL AUTO TRIM DN CHANNEL

FCE 1 FCE 2
DC BUS 1 DC BUS 2

HORIZONTAL STABILIZER ELECTRICAL SYSTEM - COMPONENT DESCRIPTION, Sheet 2

Phenom 300 - SDS 2757 Page 13 of 28

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CENTER RELAY SUPPORT

WOW WOW WOW WOW

LH#1 LH#2 RH#1 RH#2

DC BUS EMERG DC BUS EMERG DC BUS EMERG DC BUS EMERG

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
GROUND GROUND GROUND GROUND

FLIGHT FLIGHT FLIGHT FLIGHT

Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270121C.IDR
FCE1 FCE2

DC BUS 1 DC BUS 2

HORIZONTAL STABILIZER ELECTRICAL SYSTEM - COMPONENT DESCRIPTION, Sheet 3

Phenom 300 - SDS 2757 Page 15 of 28

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EFFECTIVITY:ALL

Operation manual flight, the pilot will command the system as required to

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
alleviate the forces on control wheel.
Upon aircraft power-up, the FCEs execute their internal PBIT (Power-
up Built-In Test) and make the Pitch Trim Control System available for • AUTO TRIM: Auto trim is performed by the AFCS and is
operation. A preflight check of the whole Pitch Trim Control System is transparent to the pilot. Auto Trim commands are issued to the
part of the aircraft normal operation. The pilot verifies that pitch trim pitch trim Normal Channel only and can be related either to
Normal Channel is fully operational by commanding it and visually autopilot commands or mach trimming.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
verifying the corresponding movements of the pitch trim pointer and ABNORMAL OPERATION
position indication over the synoptic. The same is done for the backup
channel by selecting “BKP” position on the pitch trim Mode Select In case of pitch trim Normal Mode failure as indicated by the “PTRIM
Switch, commanding it and visually verifying the corresponding NML FAIL” CAS message, the pilot action is to set the pitch trim mode
movements of the pitch trim pointer and position indication on the EIS. select switch to the “BKP” position on trim panel on center console in
When pitch trim-down is commanded, PTA extends and an arrow in the order to enable pitch trim to be operated in Backup Mode. Pitch
pictorial indication on the EIS moves down, representing the aircraft trimming is then performed through the pitch trim backup switch on trim
nose movement. When pitch trim-up is commanded, PTA retracts and panel as required to alleviate forces on control wheel. HORIZONTAL
an arrow in the pictorial indication on the EIS moves up, representing STABILIZER ELECTRICAL SYSTEM - GENERAL DESCRIPTION,
the aircraft nose movement. Even if the Normal Mode is fully functional, Sheet 1 shows the pitch trim backup switch installed on the trim panel
when the pilot selects the pitch trim Backup Mode, a “PTRIM NML in the cockpit center console, positioned in a way to provide the correct
FAIL” CAS (Crew Alerting System) message is displayed to alert the sense of motion related to aircraft pitch movement. Auto Trim is not
Filtered Serial Nº contained in this publication: 363, 392

pilot he/she has to put the trim system back into Normal Mode after the available when Normal Mode is inoperative (“PTRIM NML FAIL”
preflight check and before the takeoff. Prior to takeoff, the pilot will message exists) and pilot will follow the applicable procedure described
position the pitch trim in the allowable range for takeoff by positioning in AFM (Airplane Flight Manual). In case of Pitch Trim Backup Mode
the pitch trim inside the green band (refer to HORIZONTAL failure while Pitch Trim Normal Mode is selected and operative, the
STABILIZER ELECTRICAL SYSTEM - OPERATION, Sheet 3). “PTRIM BKP FAIL” CAS message is displayed but the pilot will
continue trimming on control wheel switches normally and no additional
NORMAL OPERATION action is required (the failure represents loss of redundancy only).
• MANUAL TRIM: Whenever pitch trim Normal Mode is active However, if the Backup Mode failure occurs in conjunction with the
(Mode Select switch in “OFF” position) and any control wheel trim Normal Mode failure, “PTRIM NML FAIL” and “PTRIM BKP FAIL” CAS
switch is activated, pitch trim normal channel inside FCE 2 messages are displayed, pitch trim capability is lost and pilot will have
commands the PTA to extend (aircraft nose down) or to retract to sustain residual forces on control wheel, should they exist, and will
(aircraft nose up). HORIZONTAL STABILIZER ELECTRICAL follow AFM procedure to elect appropriate landing configuration. In
SYSTEM - GENERAL DESCRIPTION, Sheet 1 shows the control case of PTA jam, the active pitch trim control channel will be declared
wheels with the trim switches positioned in a way to provide the failed (“PTRIM NML FAIL” or “PTRIM BKP FAIL” CAS messages will be
correct sense of motion related to aircraft nose movement. During

Phenom 300 - SDS 2757 Page 16 of 28

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displayed on CAS, which is available on the PFD (Primary Flight positioned in the takeoff position, if the pitch trim is not positioned inside

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
Display)) and pitch trim control system will not be available. the green band, the pointer will change to red and the readout will
INDICATION AND ALERTING become red in inverse video as shown in HORIZONTAL STABILIZER
ELECTRICAL SYSTEM - OPERATION, Sheet 3. This condition is
Indication and alerting for the Pitch Trim Control System includes
always accompanied by the CAS message “NO TO CONFIG” and an
cockpit CAS alerting information, cockpit synoptic, aural warnings and
associated aural warning sounding “NO TAKEOFF: TRIM, NO
CMC (Central Maintenance Computer) indications. The CMC
TAKEOFF: TRIM…”.
indications are used by the maintenance personnel to determine how to

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
fix the aircraft. During the takeoff configuration check, if the pitch trim is positioned
inside the green band, the pointer and the digital readout will remain
EIS INDICATION
green.
The aircraft Trim Systems cockpit synoptic indications are displayed in CAS MESSAGES
the EIS, which contains the Pitch Trim Control System position
The CAS messages are used to indicate a failure condition so flight
indication as illustrated in HORIZONTAL STABILIZER ELECTRICAL
crew can perform appropriate corrective actions. The CAS messages
SYSTEM - OPERATION, Sheet 2.
associated to the Pitch Trim Control System are listed in the table
The pitch trim scale is displayed as a vertical path that incorporates a below:
green band to indicate the allowable pitch trim position range for
takeoff.
Filtered Serial Nº contained in this publication: 363, 392

Although the physical horizontal stabilizer surface position ranges from

-13.0 degrees to +2 degrees, the indication to the pilot ranges from 0.0
to 15.0 in. in order to avoid pilot confusion.
In case of loss or invalid pitch trim position from either Pitch Trim
Control System channel, the pointer is removed from display and the
pitch trim digital readout index is replaced by a red ‘X’, as illustrated in
HORIZONTAL STABILIZER ELECTRICAL SYSTEM - OPERATION,
Sheet 3. The pitch trim position will be considered invalid if the
difference between PTA position indicated by each pitch trim channel is
more than 0.5 degrees, or any FCE to Avionics ARINC 429 digital serial
bus is invalid, or any PTA position sensor is failed. If any FCE is
powered down, the Avionics understands that the ARINC 429 serial
digital bus is invalid and removes the pitch trim position indication.
During the takeoff configuration check, which happens when the
Takeoff Config Switch is pressed or when the Thrust Levers are
Phenom 300 - SDS 2757 Page 18 of 28
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HORIZONTAL STABILIZER ELECTRICAL SYSTEM - PITCH TRIM HORIZONTAL STABILIZER ELECTRICAL SYSTEM - PITCH TRIM

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
CONTROL SYSTEM CAS MESSAGES CONTROL SYSTEM CAS MESSAGES
MESSAGE LEVEL DESCRIPTION
MESSAGE LEVEL DESCRIPTION
Indicates that the pitch trim
Indicates if any of the follow-
backup channel is inopera-
ing conditions is satisfied
tive. During this failure con-
when the throttles are ad- PTRIM BKP FAIL Caution (YELLOW)
dition, manual trimming via
vanced to the Takeoff set-

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
backup pitch trim switch is
ting or when the Takeoff
not available.
Configuration Test button is
pressed: Indicates that the Pitch Trim
Control System is available
• Pitch Trim out of green
PTRIM LO RATE Advisory (WHITE) to operate at a degraded
band;
rate due to high aerodynam-
• Flaps out of Takeoff ic loads.
position; Indicates that pilot’s pitch
PTRIM SW1 FAIL Advisory (WHITE)
trim switch is inoperative.
• Spoilers not retracted;
NO TO CONFIG Warning (RED) Indicates that copilot’s pitch
PTRIM SW2 FAIL Advisory (WHITE)
• Parking brake applied. trim switch is inoperative.

Simultaneously the No AURAL WARNINGS

Filtered Serial Nº contained in this publication: 363, 392

Takeoff Aural warning is set

with the message “No Take- “No Takeoff Trim”
off Trim” in case of having
Whenever there is takeoff intent and the horizontal stabilizer surface is
the pitch trim position out of
the green band and the pitch not appropriately configured for takeoff, Avionics provides an aural
trim indication in the EIS warning sounding “NO TAKEOFF: TRIM, NO TAKE OFF: TRIM…” that
changes its color as shown is triggered in association with the “NO TO CONFIG” CAS message.
in the HORIZONTAL STA-
BILIZER ELECTRICAL “Trim Trim Trim”
SYSTEM - OPERATION,
Sheet 3. When operating the pitch trim, the Avionics System provides an aural
Indicates that the pitch trim warning sounding “TRIM, TRIM, TRIM…” so that casual pitch trim
normal channel is inopera- switches mishandling can be corrected in time by the pilot or copilot,
tive. During this failure con- prior to having a trim switch latched fault. There are two possible trim
dition, manual trimming via
PTRIM NML FAIL Caution (YELLOW) switch mishandling cases:
pilot switch, copilot switch or
auto-trim functions are not
• Half of pilot or copilot pitch trim switch is activated;
available and autopilot en-
gagement is inhibited.

Phenom 300 - SDS 2757 Page 20 of 28

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• Pilot, Copilot or Backup pitch trim switches activated for longer

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than three seconds.
If only half of the pilot or copilot switch is activated for more than 1
second, the aural warning “TRIM, TRIM, TRIM…” starts. If the invalid
condition persists for more than 7 seconds, the aural warning stops and
the CAS message “PTRIM SW1 FAIL” or “PTRIM SW2 FAIL” is

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
displayed, depending on which pitch trim switch was pressed.
If both halves of the pilot or copilot pitch trim switch are activated for
more than 4 seconds, or if the backup pitch trim switch is activated for
more than 4 seconds, the aural warning “TRIM, TRIM, TRIM…” starts.
If the backup pitch trim switch remains activated for more than 10
seconds, the CAS message “PTRIM BKP FAIL” is displayed. Even if
any switch is pressed for more than 3 seconds the actuator command
is limited to 3 seconds.
Once a pitch trim switch has been declared failed, neither trim
command nor aural warnings can be generated by operating that
Filtered Serial Nº contained in this publication: 363, 392

switch, until the next aircraft power up.

Timing diagrams contemplating the two trim switch mishandling cases
are shown in HORIZONTAL STABILIZER ELECTRICAL SYSTEM -
OPERATION, Sheet 1. The moments when the CAS messages are
generated are also included.

The figure HORIZONTAL STABILIZER ELECTRICAL SYSTEM -

OPERATION provides further data on the preceding text.

Phenom 300 - SDS 2757 Page 22 of 28

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TIMING DIAGRAM FOR HALF OF TRIM SWITCH ACTIVATED

< 1 SEC 1 < X < 7 SEC > 7 SEC

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
HALF OF PILOT OR COPILOT
SWITCH PRESSED 1 SEC 1 SEC

AURAL WARNING TRIM

6 SEC

CAS MESSAGE
Filtered Serial Nº contained in this publication: 363, 392

TIMING DIAGRAM FOR SWITCH ACTIVATED FOR MORE THAN 3 SECONDS

< 3 SEC 3 < X < 10 SEC > 10 SEC

PILOT, COPILOT OR BACKUP

PICTH TRIM SWITCH < 3 SEC 3 SEC 3 SEC

PITCH TRIM COMMAND

EM500ENSDS270119A.DGN
EXECUTION 1 SEC 1 SEC

AURAL WARNING "TRIM..."

6 SEC

CAS MESSAGE
(BACKUP CHANNEL ONLY)

HORIZONTAL STABILIZER ELECTRICAL SYSTEM - OPERATION, Sheet 1

Phenom 300 - SDS 2757 Page 23 of 28

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A
EICAS

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
B

ROLL TRIM
SCALE

ROLL TRIM
Filtered Serial Nº contained in this publication: 363, 392

POINTER
TRIM PITCH TRIM
POINTER
ROLL PITCH
PITCH TRIM
DIGITAL
5.0 READOUT
YAW

EM500ENSDS270126A.DGN
ALLOWABLE
BAND FOR
YAW TRIM YAW TRIM PITCH TRIM TAKEOFF
POINTER SCALE SCALE

EICAS TRIM INDICATIONS

B
HORIZONTAL STABILIZER ELECTRICAL SYSTEM - OPERATION, Sheet 2

Phenom 300 - SDS 2757 Page 25 of 28

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A

EICAS

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
B

A
Filtered Serial Nº contained in this publication: 363, 392

TRIM TRIM
ROLL PITCH ROLL PITCH

13.7
YAW YAW

EM500ENSDS270127A.DGN
EIS INDICATION FOR INVALID EIS INDICATION FOR PITCH TRIM
PITCH TRIM POSITION OUT OF TAKEOFF CONFIGURATION

HORIZONTAL STABILIZER ELECTRICAL SYSTEM - OPERATION, Sheet 3

Phenom 300 - SDS 2757 Page 27 of 28

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Training Information Points

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FAILURE REPORTING AND TROUBLESHOOTING
The Horizontal Stabilizer system is integrated to the aircraft central
maintenance system (AMM SDS 45-45-00/1). Thus, in the event of a
failure, a maintenance message is registered in the CMC in order to
provide the maintenance crew with details about that failure.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Filtered Serial Nº contained in this publication: 363, 392

Phenom 300 - SDS 2757 Page 28 of 28

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Introduction The external flap panel is driven by two flap actuators while the internal

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The function of the flap system is to increase the lift of the wing at low flap panel is driven by one flap actuator.
speeds. The Flap Control System receives pilot commands from the FSL. The
The flap system has four panels located at the wing trailing edge, two at FSL commands are transmitted to the FCE via discrete inputs. The
each wing. The flap panels extend and retract to increase the lift of the FCE drives a single electric motor (housed in the PDU), which provides
aircraft during takeoff and landing. the flap mechanical driveline with torque through a gear reduction.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
General Description The flap mechanical driveline is composed of six flexible shafts that
transfer the PDU output torque to six irreversible flap linear actuators.
The FLAPS includes these subsystems:
Each of these six actuators converts its input torque into force, driving
• FLAP MECHANICAL COMPO- (AMM SDS 27-51-00/1) the flap surfaces. At the extremities of the mechanical driveline there
NENTS are two FPSUs, one coupled with a gear reduction to the left outboard
• FLAP ELECTRICAL SYSTEM (AMM SDS 27-53-00/1) IFLA and the other coupled with a gear reduction to the right outboard
IFLA.
The Flap Control System is composed of the following main items:
Each track-mounted flap panel deploys along an angled trajectory in
• One FSL (Flap Selector Lever) located on the control pedestal in accordance with the shape of the deployment track.
the cockpit;
The Flap Control System is controlled by the FCE, which manages all
Filtered Serial Nº contained in this publication: 363, 392

• One FCE (Flight Control Electronics), located in the center flap functions and controls the PDU actuation. The FCE also controls
electronics compartment; the PDU extension travel limits (electronic stops).

• One PDU (Power Drive Unit), located in the wing-to-fuselage The Flap Control System is monitored through three sensors: the two
fairing; FPSUs and a motor resolver. The FCE controls the system positioning
based upon both FPSU outputs. The FCE also controls the system
• Six Flexible Shafts, located at the wing trailing edges; extension/retraction rates according to the motor resolver outputs.
• Six IFLA (Irreversible Flap Linear Actuator), located at the wing The system provides two means of irreversibility. The main means is
trailing edges; performed by the actuator no-back. Every actuator has its own no-back
feature, which prevents the actuator from back-driving due to the
• Two FPSU (Flap Position Sensor Unit), connected to the outboard aerodynamic loads. A secondary irreversibility means is provided by an
flap actuators. energize-to-release brake (housed in the PDU), which is able to hold
the whole driveline.
The flap system has four panels located at the wing trailing edge, two at
each wing (4 panels in total) for lift augmentation.

Phenom 300 - SDS 2757 Page 2 of 8

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The system also provides two means to prevent overloading. Each • Deployment of flaps to the desired landing position during

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
actuator has its own load limiter, which limits the actuator maximum approach;
output forces, protecting the whole system driveline and the flap
surfaces from being overloaded. A second protection feature is • Retraction of flaps to fully retracted position after landing run.
provided by the PDU clutch, which disengages the whole driveline with EFFECTIVITY: ON EMBRAER 505 ACFT WITHOUT FLAP FULL
the actuators from the motor and its gearset, on a driveline jamming OR PRE-MOD SB 505-27-0011
event.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The available flap positions and the corresponding placard
Components speeds are presented in Table - FLAPS - FLAP CONTROL
SYSTEM POSITIONS AND PLACARD SPEEDS. Flap position is
FLAP MECHANICAL COMPONENTS (AMM SDS 27-51-00/1) continuously displayed on the EIS (Engine Indication System)
The purpose of the flap mechanical components, is to provide motion to during operation to provide the pilot with feedback.
the flap panels after the electrical input from the flap electronic system. FLAPS - FLAP CONTROL SYSTEM POSITIONS AND PLACARD
The flap mechanical components comprise six IFLA (Irreversible Flap SPEEDS
Linear Actuator) interconnected by six flexible shafts, and one PDU
FSL DETENT FLAP POSITION (Degrees) PLACARD SPEED (kt)
(Power Drive Unit). The system provides motion to LH (Left-Hand)
inboard and outboard flap panels and to RH (Right-Hand) inboard and 1 8 180
outboard flap panels. 2 26 170
Filtered Serial Nº contained in this publication: 363, 392

3 26 170
FLAP ELECTRICAL SYSTEM (AMM SDS 27-53-00/1)
EFFECTIVITY: ON EMBRAER 505 ACFT WITH FLAP FULL OR
The purpose of the flap electrical system is to control and monitor the
POST-MOD SB 505-27-0011
flap system.
The available flap positions and the corresponding placard
Operation speeds are presented in Table - FLAPS - FLAP CONTROL
SYSTEM POSITIONS AND PLACARD SPEEDS. Flap position is
After the aircraft has been energized and the FCE power-up is
continuously displayed on the EIS during operation to provide the
complete, the flap control system is ready to operate. No action other
pilot with feedback.
than flap position selection by the FSL is required to operate the
system. A typical flap operation cycle consists of: FLAPS - FLAP CONTROL SYSTEM POSITIONS AND PLACARD
SPEEDS
• Deployment of flaps to the desired takeoff position during the
preflight checks; FSL DETENT FLAP POSITION (Degrees) PLACARD SPEED (kt)
1 8 180
• Retraction of flaps to fully retracted position during the takeoff 2 26 170
climb;
3 26 170

Phenom 300 - SDS 2757 Page 4 of 8

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EFFECTIVITY: ON EMBRAER 505 ACFT WITH FLAP FULL OR

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
POST-MOD SB 505-27-0011 (Continued)
FLAPS - FLAP CONTROL SYSTEM POSITIONS AND PLACARD
SPEEDS
FSL DETENT FLAP POSITION (Degrees) PLACARD SPEED (kt)
FULL 35 160

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The figure FLAPS - ARCHITECTURE provides further data on the
preceding text.
Filtered Serial Nº contained in this publication: 363, 392

Phenom 300 - SDS 2757 Page 6 of 8

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AVIONICS

28 VDC
FSL

ENABLE POWER

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ROTARY ANALOG / DISCRETE
SWITCH
SERIAL DATA BUS

FCE

IFLA IFLA IFLA IFLA IFLA IFLA

SINGLE LOAD SINGLE LOAD SINGLE LOAD SINGLE LOAD SINGLE LOAD SINGLE LOAD
PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW
W/NO−BACK W/NO−BACK W/NO−BACK W/NO−BACK W/NO−BACK W/NO−BACK
& FORCE LIMITER & FORCE LIMITER & FORCE LIMITER PDU & FORCE LIMITER & FORCE LIMITER & FORCE LIMITER
Filtered Serial Nº contained in this publication: 363, 392

GEARING BLDC RESOLVER

MOTOR & BRAKE

FPSU CLUTCH FPSU

EM500ENSDS270115A.DGN
LEFT OUTBOARD FLAP PANEL RIGHT OUTBOARD FLAP PANEL
LEFT INBOARD RIGHT INBOARD
FLAP PANEL FLAP PANEL

FLAPS - ARCHITECTURE

Phenom 300 - SDS 2757 Page 7 of 8

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FLAP MECHANICAL COMPONENTS
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Phenom 300 - SDS 2757 Page 1 of 10

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Introduction The Flap PDU receives electrical commands from the FCE (Flight

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The purpose of the flap mechanical components, is to provide motion to Control Electronics) and converts them into rotary mechanical power to
the flap panels after the electrical input from the flap electronic system. drive the flap actuators.
The flap mechanical components comprise six IFLA (Irreversible Flap FLAP FLEXIBLE SHAFT
Linear Actuator) interconnected by six flexible shafts, and one PDU
(Power Drive Unit). The system provides motion to LH (Left-Hand) The flexible shafts (FLAP MECHANICAL COMPONENTS - GENERAL
inboard and outboard flap panels and to RH (Right-Hand) inboard and DESCRIPTION, Sheet 3), six per aircraft, transmit the torque from the

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
outboard flap panels. PDU to the Flap actuators on both wings of the aircraft. Except for
lubrication and visual inspection for mechanical damage, no
General Description
maintenance is required.
The Phenom 300 has four panels located on the wing trailing edge, two
The lengths of the flexible shafts have been chosen in order to avoid
at each half wing (4 panels total) for lift augmentation.
wrong installation (Refer to Table - FLAP MECHANICAL
The external flap panel is driven by two flap actuators while the internal COMPONENTS - FLEXIBLE SHAFT LENGTHs). The longer flex shaft
flap panel is driven by one flap actuator. (the one between the IFLA 2 and IFLA 3) cannot possibly be installed in
place of the smaller ones, and vice–versa. That is because the flex
The flap mechanical driveline is composed of six flexible shafts that
shafts don’t fit in the wing envelope neither have supports available for
transfer the PDU output torque to six irreversible flap linear actuators.
a different routing.
Each of these six actuators converts its input torque to force, driving the
Filtered Serial Nº contained in this publication: 363, 392

flap surfaces. In the extremes of the mechanical driveline there are two FLAP MECHANICAL COMPONENTS - FLEXIBLE SHAFT LENGTHs
FPSU (Flap Position Sensor Unit)s, one coupled with a gear reduction FLEXIBLE SHAFT LENGTHs
to the left outboard IFLA and the other coupled with a gear reduction to
RIGHT SIDE (mm) LEFT SIDE (mm)
the right outboard IFLA.
PDUto IFLA #1 1503 1503
Each track mounted flap panel deploys along an angled trajectory in IFLA #1 to IFLA #2 1503 1503
accordance with the shape of the deployment track. IFLA #2 to IFLA #3 1995 1995
Components
IRREVERSIBLE FLAP LINEAR ACTUATOR (IFLA)
The mechanical components of Flap Control System are:
At each half-wing IFLA #1 actuates the flap inboard panel and IFLA #2
• One PDU, located on the wing to fuselage fairing; and IFLA # 3 actuate the flap outboard panel.
• Six Flexible Shafts, located on the wing trailing edges; In the fully retracted position, the flap actuators ball screws are lodged
by two canisters and one box. The canisters and the box are designed
• Six IFLA, located on the wing trailing edges. taking into account the movement of the actuators while extending/
POWER DRIVE UNIT (PDU) retracting, providing safe interface (no-clashes) with the fuel tank.

Phenom 300 - SDS 2757 Page 2 of 10

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From the aircraft’s perspective, the mis-installation concept is

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guaranteed by having all the attachment pins with their attachment
holes misaligned, preventing from having a pin with smaller diameter in
place of a pin of greater diameter and vice-versa.
IFLA LUBRICATION
The gearbox is filled with oil to lubricate its internal components. The

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ball screw and the ball nut are grease lubricated. The actuator’s grease
port and the gearbox oil fill port are shown in FLAP MECHANICAL
COMPONENTS - GENERAL DESCRIPTION, Sheet 3.
Operation
After the aircraft has been energized and the FCE has completed its
power up, the flap control system is ready to operate. No action other
than flap position selection by the FSL (Flap Selector Lever) is required
to operate the system. A typical flap operation cycle consists of:
• Deployment of flaps to the desired takeoff position during the pre-
flight checks;
Filtered Serial Nº contained in this publication: 363, 392

• Retraction of flaps to full retract position during the takeoff climb;

• Deployment of flaps to the desired landing position during

approach;

• Retraction of flaps to full retract position after landing run.

The figure FLAP MECHANICAL COMPONENTS - GENERAL

DESCRIPTION provides further data on the preceding text.

Phenom 300 - SDS 2757 Page 4 of 10

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A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
A

C
B

A
Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270135A.DGN
FLAP MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 1

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EFFECTIVITY:ALL

FPSU

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
IFLA #3

IFLA #2
D IFLA #1

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
F E
E

F
FLAP OUTBOARD
PANEL (REF.) FLAP INBOARD
A PANEL (REF.)

TYPICAL
Filtered Serial Nº contained in this publication: 363, 392

B
TYPICAL

EM500ENSDS270136A.DGN
PDU

G IFLA #3
F
C H
D
FLAP MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 2

Phenom 300 - SDS 2757 Page 7 of 10

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CLUTCH GIMBAL ASSEMBLY
ASSY (FITTED TO THE WING STRUCTURE)

REAR MECHANICAL
STOP

J RING

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
GEAR BOX OIL
FILL PORT
BALLSCREW

WORM/
WORM GEAR ASSY

J
GEAR BOX OIL
E
FILL PORT TYPICAL
BALLSCREW ROD END NUT
(FITTED TO THE FLAP H
PANEL)
Filtered Serial Nº contained in this publication: 363, 392

J2 CONNECTOR
− BLDC MOTOR PHASES

PDU
MOTOR
OUTPUT J1 CONNECTOR
SHAFT − MOTOR RESOLVER
− BRAKE SOLENOID

EM500ENSDS270137A.DGN
FLAP FLEXIBLE
G MOTOR
BRAKE
SHAFT

PDU CLUTCH OUTPUT F

HOUSING SHAFT CONNECTION TO
FLEXIBLE SHAFT
TYPICAL

FLAP MECHANICAL COMPONENTS - GENERAL DESCRIPTION, Sheet 3

Phenom 300 - SDS 2757 Page 9 of 10

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FLAP ELECTRICAL SYSTEM
Filtered Serial Nº contained in this publication: 363, 392

Phenom 300 - SDS 2757 Page 1 of 38

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Introduction • One Flap Selector Lever (FSL) located on the control pedestal in

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
FLAP ELECTRICAL SYSTEM the cockpit;
The purpose of the flap electrical system is to control and monitor the • One Flight Control Electronics (FCE) located in the center
flap system. electronics compartment;
The main safety requirements of the Flap Control System are as
follows: • One Power Drive Unit (PDU) located under the wing-to-fuselage

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
fairing;
• Make outboard flap surface asymmetry an extremely improbable
event; • Six Flexible Shafts located at the wing trailing edges;

• Make an uncommanded motion of flap surfaces an extremely • Six Irreversible Flap Linear Actuators (IFLA) located at the wing
improbable event; trailing edges;

• Make an unannunciated incorrect positioning of flap surfaces • Two Flap Position Sensor Units (FPSU) connected to the
during takeoff an extremely improbable event. outboard flap actuators.

The main functional requirements of the Flap Control System are as

follows: The figure FLAP ELECTRICAL SYSTEM - ARCHITECTURE provides
further data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

• Provide the flap surfaces with positioning at 0, 8, 26, and 35

degrees, according to the FSL (Flap Selector Lever) commands;

• Provide the flap surfaces with extending and retracting rates of

about 1 degree per second, from -40 °C up to 70 °C;

• Protect the flap surfaces by limiting the six output forces;

• Provide flap actuation function failure annunciation through a CAS

(Crew Alerting System) message;

• Provide flap surface position indication on the EIS (Engine

Indication System).
ARCHITECTURE
The electrical components of the Flap Control System are as follows:

Phenom 300 - SDS 2757 Page 2 of 38

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AVIONICS

28 VDC
FSL

ENABLE POWER

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ROTARY ANALOG / DISCRETE
SWITCH
SERIAL DATA BUS

FCE

IFLA IFLA IFLA IFLA IFLA IFLA

SINGLE LOAD SINGLE LOAD SINGLE LOAD SINGLE LOAD SINGLE LOAD SINGLE LOAD
PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW PATH BALLSCREW
W/NO−BACK W/NO−BACK W/NO−BACK W/NO−BACK W/NO−BACK W/NO−BACK
& FORCE LIMITER & FORCE LIMITER & FORCE LIMITER PDU & FORCE LIMITER & FORCE LIMITER & FORCE LIMITER
Filtered Serial Nº contained in this publication: 363, 392

GEARING BLDC RESOLVER

MOTOR & BRAKE

FPSU CLUTCH FPSU

EM500ENSDS270115A.DGN
LEFT OUTBOARD FLAP PANEL RIGHT OUTBOARD FLAP PANEL
LEFT INBOARD RIGHT INBOARD
FLAP PANEL FLAP PANEL

FLAP ELECTRICAL SYSTEM - ARCHITECTURE

Phenom 300 - SDS 2757 Page 3 of 38

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General Description provided by the PDU clutch, which disengages the whole driveline with

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
the actuators from the motor and its gearset, in a driveline jam event.
FLAP ELECTRICAL SYSTEM
AVIONICS INTERFACES
The Phenom 300 has four flap panels located at the wing trailing edge,
two at each wing (4 panels in total) for lift augmentation. The interfaces of the FCE digital bus with the avionics used in the flap
control system are shown in FLAP ELECTRICAL SYSTEM - AVIONICS
The outboard flap panel is driven by two flap actuators, while the INTERFACES, Sheet 1. The FCE provides avionics with flap control
inboard flap panel is driven by one flap actuator. system information through an ARINC (Aeronautical Radio

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The Flap Control System receives pilot commands from the FSL. The Incorporated) 429 digital serial bus. Each FCE provides left and right
FSL commands are transmitted to the FCE (Flight Control Electronics) flap positions for display on the EIS and fault information for generation
via discrete inputs. The FCE drives a single electric motor (housed in of CAS messages and CMC (Central Maintenance Computer)
the PDU (Power Drive Unit)), which provides the flap mechanical messages. FCE 1 is provided with both left and right flap position
driveline with torque through a gear reduction. information by the left and right FPSUs. Internally to FCE 1, information
from each FPSU is independently sampled and processed by both the
The Flap Control System is controlled by the FCE, which manages all control and the monitoring lanes. The information computed by the
flap functions and controls the PDU actuation. The FCE also controls control lane is forwarded to the avionics, while the information
the PDU extension travel limits (electronic stops). computed by the monitor lane is forwarded to FCE 2 for use in the
The Flap Control System is monitored through three sensors: the two spoiler mode logic and for re-transmittal to the avionics. Systems that
FPSU (Flap Position Sensor Unit)s and a motor resolver. The FCE need a higher integrity for the flap position data compares the
Filtered Serial Nº contained in this publication: 363, 392

controls the system positioning based on both FPSUs outputs. The information received from FCE 1 with the one received from FCE 2
FCE also controls the system extension/retraction rates according to prior to using the data.
the motor resolver outputs.
The system provides two means of irreversibility. The main means is The figure FLAP ELECTRICAL SYSTEM - AVIONICS INTERFACES
performed by the actuator no-back. Every actuator has its own no-back provides further data on the preceding text.
feature, which prevents the actuator from back-driving due to the
aerodynamic loads. A secondary irreversibility means is provided by an
“energize-to-release” brake (housed in the PDU), which is able to hold
the whole driveline.
The system also provides two means to prevent overloading. Each
actuator has its own load limiter, which limits the maximum actuator
output forces, protecting the whole system driveline and the flap
surfaces from being overloaded. A second protective feature is

Phenom 300 - SDS 2757 Page 4 of 38

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AVIONICS
HSBD

PFD 1 PFD 2

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
MFD
CAS HSBD HSBD CAS
INDICATION
MESSAGES MESSAGES

DC BUS EMERG DC BUS 2 DC BUS 2

HSBD
IASP 1 HSDB IASP 2
HSBD

HSBD
AIR DATA/ STALL SWITCH AIR DATA/ STALL
PROTECTION PROTECTION
DC BUS 1 DC BUS 2

HSBD
Filtered Serial Nº contained in this publication: 363, 392

ARINC 429

ARINC 429
FLAP POS

FLAP POS
GIA 1 GIA 2
DC BUS EMERG DC BUS 2

FLAP POS
FLAP POS

FAULT MSGS

EM500ENSDS270122A.DGN
FCE 1 FCE 2
ARINC 429
FLAP CHANNEL SPOILER CHANNEL
FLAP POS
DC BUS 1 DC BUS 2

FLAP ELECTRICAL SYSTEM - AVIONICS INTERFACES

Phenom 300 - SDS 2757 Page 5 of 38

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Components For more details about the FCE, see AMM SDS 27-03-00/1.

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
FLAP SELECTOR LEVER - FSL FLAP POSITION SENSOR UNIT
To operate the FSL, the flight crew member lifts the lever from its safety The FPSU is a RVDT (Rotary Variable Differential Transducer).
detent, moves the lever to the newly selected position, and releases the
The FPSUs, two per aircraft, receive excitation voltage from the FCE
lever to be reengaged with the safety detent. Refer to FLAP
and provide position tracking of the flap panels. The FPSU input shaft is
ELECTRICAL SYSTEM - COMPONENTS, Sheet 1.
hard-coupled to the input shaft of the most outboard flap actuator (#3)

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
While moving the FSL from one position to another, there are 10 on each wing. The FPSU housing is hard-mounted to the actuator
seconds for it to be placed into the next detent, otherwise, the "FLAP housing in line with the axis of the flex shaft.
FAIL" message will appear on the CAS. Once the FSL stays at the ELECTRICAL RIGGING GSE (Ground Support Equipment)
detent for 4 seconds, the "FLAP FAIL" message goes off.
Electrical rigging of the FPSUs is performed by the FCE and initiated
FLIGHT CONTROL ELECTRONICS with the aid of a rigging Ground Support Equipment (GSE). The rigging
The FCE is an electronic unit capable of controlling and monitoring up GSE comprises a laptop computer running the rigging software, an
to two electromechanical actuators and two electrohydraulic actuators. ARINC 429 card, and an electrical cable used to connect the laptop to
the aircraft maintenance panel. Communication between the rigging
The Phenom 300 has two FCEs. FCE 1 controls the pitch trim backup
GSE and the FCE is performed via ARINC 429 digital serial busses.
channel and the flaps. FCE 2 controls the pitch trim normal channel and
the spoilers. FCE 1 and FCE 2 are identical. They have the same The FCE only enables rigging when the three conditions below are
Filtered Serial Nº contained in this publication: 363, 392

hardware, software, and firmware, however, pin programming through satisfied:

the aircraft wiring configures each FCE appropriately. Depending on the
programming pin inputs, the FCEs provide either Flap and Pitch Trim • At least three out of the four weight-on-wheels discretes indicate
functions or Spoiler and Pitch Trim functions. The location of the FCE is that the aircraft is on the ground;
shown in FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 3. • The two Open/Ground GSE Enable discretes are grounded;
The FCE has six electrical connectors. J1 is used for aircraft interfaces
• The FCE is receiving fresh information through the ARINC 429
including avionics, cockpit commands, and control power. J2 is used for
bus. The FCE rigging electrical interfaces are shown in FLAP
interface with actuators and surface sensors. J3 and J5 are used for
ELECTRICAL SYSTEM - COMPONENTS, Sheet 8.
motor power input from the DC (Direct Current) busses. J4 and J6 are
used for motor power output to the actuator motors. The motor The maintenance panel is located in the forward left cabinet in the
connectors used for the PDU are connectors J3 and J4, while center fuselage. The maintenance panel with the FCS (Flight Control
connectors J5 and J6 are used by the Pitch Trim Control System. The System) connector is shown in FLAP ELECTRICAL SYSTEM -
FCE connectors comply with MIL-DTL-38999K. The FCE electrical COMPONENTS, Sheet 8.
connectors are shown in FLAP ELECTRICAL SYSTEM -
COMPONENTS, Sheet 4.

Phenom 300 - SDS 2757 Page 6 of 38

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MAINTENANCE MANUAL

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SAFETY DETENTS AND
GO AROUND GATE
(NOT VISIBLE)

A
Filtered Serial Nº contained in this publication: 363, 392

ENABLE SWITCHES
(NOT VISIBLE)
ROTARY SWITCH
(ONLY ONE IS VISIBLE)

INTERFACE
CONNECTOR

EM500ENSDS270076A.DGN
FLAP SELECTOR LEVER

FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 1

Phenom 300 - SDS 2757 Page 9 of 38

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MAINTENANCE MANUAL

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
J1

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
1 GROUND
2 FLAP 0
3 FLAP 1
4 FLAP 2 FSL
RIGHT
5 FLAP 4
CHANNEL
6 FLAP FULL

17 ENABLE #2

19 ENABLE #1
Filtered Serial Nº contained in this publication: 363, 392

9 FLAP 0
10 FLAP 1 FSL
LEFT
11 FLAP 2 CHANNEL
12 FLAP 4
13 FLAP FULL
8 GROUND

FSL

EM500ENSDS270138A.DGN
FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 2

Phenom 300 - SDS 2757 Page 11 of 38

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ZONES

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
246
245

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FCE 2

A
FCE 1

B
Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270130B.DGN
B
TYPICAL

FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 3

Phenom 300 - SDS 2757 Page 13 of 38

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J2 − ACTUATION INTERFACES
− RESOLVER INTERFACES
− LVDT/RVDT INTERFACES

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
− POTENTIOMETER INTERFACES
− SOLENOID INTERFACES
− EHSV INTERFACES

J4 − FLAP MOTOR CONTROL

− BRUSHLESS DC MOTOR PHASES
Filtered Serial Nº contained in this publication: 363, 392

J1 − AIRCRAFT INTERFACE
− 28 VDC CONTROL POWER
− ARINC 429 INTERFACES
− DISCRETE INPUTS

J3 − FLAP MOTOR POWER INPUT

− 28 VDC MOTOR POWER

EM500ENSDS270132A.DGN
J5 − PTA MOTOR POWER INPUT J6 − PTA MOTOR CONTROL
− 28 VDC MOTOR POWER − BRUSHLESS DC MOTOR PHASES

FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 4

Phenom 300 - SDS 2757 Page 15 of 38

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MAINTENANCE MANUAL

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
A

C
B

A
Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270135A.DGN
FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 5

Phenom 300 - SDS 2757 Page 17 of 38

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FPSU

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
IFLA #3

IFLA #2
D IFLA #1

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
F E
E

F
FLAP OUTBOARD
PANEL (REF.) FLAP INBOARD
A PANEL (REF.)

TYPICAL
Filtered Serial Nº contained in this publication: 363, 392

B
TYPICAL

EM500ENSDS270136A.DGN
PDU

G IFLA #3
F
C H
D
FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 6

Phenom 300 - SDS 2757 Page 19 of 38

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
CLUTCH GIMBAL ASSEMBLY
ASSY (FITTED TO THE WING STRUCTURE)

REAR MECHANICAL
STOP

J RING

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
GEAR BOX OIL
FILL PORT
BALLSCREW

WORM/
WORM GEAR ASSY

J
GEAR BOX OIL
E
FILL PORT TYPICAL
BALLSCREW ROD END NUT
(FITTED TO THE FLAP H
PANEL)
Filtered Serial Nº contained in this publication: 363, 392

J2 CONNECTOR
− BLDC MOTOR PHASES

PDU
MOTOR
OUTPUT J1 CONNECTOR
SHAFT − MOTOR RESOLVER
− BRAKE SOLENOID

EM500ENSDS270137A.DGN
FLAP FLEXIBLE
G MOTOR
BRAKE
SHAFT

PDU CLUTCH OUTPUT F

HOUSING SHAFT CONNECTION TO
FLEXIBLE SHAFT
TYPICAL

FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 7

Phenom 300 - SDS 2757 Page 21 of 38

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EFFECTIVITY:ON ACFT 505: 00027-99800

MAINTENANCE PANEL

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
LH FORWARD
CABINET (REF.)

ZONE C
231

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
A

GSE 062 A

B B
MAINTENANCE
AVIONICS
HSDB HSDB DATA

NORM
Filtered Serial Nº contained in this publication: 363, 392

MAINTENANCE PANEL RIGGING CABLE

FCS CONNECTOR CONNECTOR
REV
TEST
SELCAL
RALT
J1

A429 RX ARINC 429 PRESN

A429 TX CARD
START OFF
GSE ENABLE #1

EM500ENSDS270155A.DGN
FCS
GSE ENABLE #2 RIGGING COMPUTER
FCS CONNECTOR
(GSE)
AIRCRAFT RIGGING
FCE HARNESS CABLE

C
FLAP ELECTRICAL SYSTEM - COMPONENTS, Sheet 9

Phenom 300 - SDS 2757 Page 25 of 38

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Operation EFFECTIVITY: ON EMBRAER 505 ACFT WITHOUT FLAP FULL

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
OR PRE-MOD SB 505-27-0011 (Continued)
FLAP SYSTEM INDICATION AND ALERTING
avionics system provides a “HIGH SPEED” aural warning in case
Indication and alerting for the Flap Control System includes cockpit the aircraft speed violates the placard speed (including tolerance)
CAS alerting information, cockpit synoptic, aural warnings, and CMC for the given flap position.
indications. The CMC indications are used by the maintenance
personnel to determine how to fix the aircraft. FLAP ELECTRICAL SYSTEM - FLAP CONTROL SYSTEM POSITION

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
AND PLACARD SPEEDS
The FCE receives the FSL and the FPSU inputs, decodes, validates,
and transmits the FSL position and the flap surface position to the FSL DETENT FLAP POSITION (Degree) PLACARD SPEED (kt)
avionics over the ARINC 429 digital serial bus together with the flap 1 8 180
control system failed status for use in the EIS indication (refer to FLAP 2 26 170
ELECTRICAL SYSTEM - FLAP VALID AND OPERATIVE POSITIONS, 3 26 170
Sheet 1). The flap surface position indication is provided through the
Flap Pointer Indication. The FCE computes the flap surface active The associated CAS message for any of the flap monitors is
position as an average between both FPSU outputs. The flap selected/ FLAP FAIL. Whenever a failure is detected in the flap control
commanded position is displayed through the Flap Selected Bug, system, the FCE shuts down the system by disabling the PDU
placed outside the flap angle scale. The Avionics positions the Flap motor and applying the PDU brake. When faults are detected, the
Selected Bug according to Table - FLAP ELECTRICAL SYSTEM - system is enabled again only after the fault condition is corrected
Filtered Serial Nº contained in this publication: 363, 392

FLAP SYNOPTIC - FLAP SELECTED BUG Table - FLAP and the FCE power is recycled.
ELECTRICAL SYSTEM - FLAP SYNOPTIC - FLAP SELECTED BUG. EFFECTIVITY: ON EMBRAER 505 ACFT WITH FLAP FULL OR
EFFECTIVITY: ON EMBRAER 505 ACFT WITHOUT FLAP FULL POST-MOD SB 505-27-0011
OR PRE-MOD SB 505-27-0011 FLAP ELECTRICAL SYSTEM - FLAP SYNOPTIC - FLAP SELECTED
FLAP ELECTRICAL SYSTEM - FLAP SYNOPTIC - FLAP SELECTED BUG
BUG LOGIC BUG POSITION (DEGREES)
LOGIC BUG POSITION (DEGREES) (FSL is set to 0) 0
(FSL is set to 0) 0 (FSL is set to 1) 8
(FSL is set to 1) 8 (FSL is set to 2) 26
(FSL is set to 2) 26 (FSL is set to 3) 26
(FSL is set to 3) 26 FSL is set to FULL 35

Table - FLAP ELECTRICAL SYSTEM - FLAP CONTROL Table - FLAP ELECTRICAL SYSTEM - FLAP CONTROL
SYSTEM POSITION AND PLACARD SPEEDS presents the SYSTEM POSITION AND PLACARD SPEEDS presents the
selectable flap positions and the associated placard speeds. The
Phenom 300 - SDS 2757 Page 26 of 38
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EFFECTIVITY: ON EMBRAER 505 ACFT WITH FLAP FULL OR FLAP ELECTRICAL SYSTEM - FLAP CONTROL SYSTEM CAS MES-

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
POST-MOD SB 505-27-0011 SAGES
selectable flap positions and the associated placard speeds. The
MESSAGE LEVEL DESCRIPTION
avionics system provides a “HIGH SPEED” aural warning in case
the aircraft speed violates the placard speed (including tolerance) Indicates whether any of the follow-
ing conditions is satisfied when the
for the given flap position. throttles are advanced to the take-
off setting or when the Takeoff Con-

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FLAP ELECTRICAL SYSTEM - FLAP CONTROL SYSTEM POSITION figuration Test button is pressed:
AND PLACARD SPEEDS
• Flaps out of takeoff position;
FSL DETENT FLAP POSITION (Degree) PLACARD SPEED (kt)
• Pitch trim out of green band;
1 8 180
2 26 170 • Spoilers not retracted;
3 26 170
• Parking brake applied.
FULL 35 160
Simultaneously, the No Takeoff Au-
NO TO CONFIG Warning (Red) ral warning is set with the “No
The associated CAS message for any of the flap monitors is Takeoff: Flap” message in case the
FLAP FAIL. Whenever a failure is detected in the flap control flap is out of takeoff configuration.
system, the FCE shuts down the system by disabling the PDU Flap positions 1 and 2 may be used
Filtered Serial Nº contained in this publication: 363, 392

motor and applying the PDU brake. When faults are detected, the for takeoff. The flap indication in the
EIS changes its colors as shown in
system is enabled again only after the fault condition is corrected Table 10. In case of dispatch with
and the FCE power is recycled. flaps inoperative (see CAS mes-
CAS MESSAGES sage FLAP NOT AVAIL below), the
NO TO CONFIG message associ-
The CAS messages are used to indicate a failure condition so that flight ated with flaps being out of takeoff
crew can perform appropriate corrective actions. The CAS messages configuration will not be annunci-
ated, however, the message re-
associated with the Flap Control System are listed in the table below:
mains operational for the remaining
systems.
Indicates that the flap control sys-
FLAP FAIL Caution (Yellow) tem is inoperative or in a jammed
condition.

AURAL WARNINGS
The aural warnings associated with the Flap Control System are listed
in the table below:

Phenom 300 - SDS 2757 Page 28 of 38

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FLAP ELECTRICAL SYSTEM - FLAP CONTROL SYSTEM AURAL In case of loss of operation of the flap control system, there is no

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
WARNINGS alternative system or alternative mode. After the FLAP FAIL message is
MESSAGE DESCRIPTION
displayed on the CAS, the pilot will follow the AFM (Airplane Flight
Manual) procedures to perform a flapless landing.
The flap surfaces are not set to takeoff po-
sitions 1 or 2. This aural warning is trig- The FLAP FAIL procedure requests the pilot to retry to command the
"No Takeoff: Flap"
gered in association with the EIS NO TO
system two more times allowing a total of three attempts to command
CONFIG message.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
the system in a jamming event. If in any of these attempts the system is
NORMAL OPERATION able to overcome the jamming condition, the FLAP FAIL message will
After the aircraft has been energized and the FCE has completed its disappear. If the jamming condition remains, then the FLAP FAIL
power-up, the flap control system is ready to operate. No action other message also remains and the system is shut down and no longer
than flap position selection by the FSL is required to operate the accepts pilot commands. Then, the pilot has to use the flap indication
system. A typical flap operation cycle consists of: on the EIS in order to identify the flap position and limit the airplane
airspeed according to the corresponding VFE (Velocity, Flaps
• Deployment of flaps to the desired takeoff position during the Extended).
preflight checks;

• Retraction of flaps to fully retracted position during the takeoff The figure FLAP ELECTRICAL SYSTEM - FLAP FAS (Flap Actuation
climb; System) CAS MESSAGES AND CORRESPONDING SYNOPTIC
Filtered Serial Nº contained in this publication: 363, 392

INDICATIONS provides further data on the preceding text.

• Deployment of flaps to the desired landing position during
approach;
The figure FLAP ELECTRICAL SYSTEM - FLAP VALID AND
• Retraction of flaps to fully retracted position after landing run. OPERATIVE POSITIONS provides further data on the preceding text.
Flap position and synoptic are continuously displayed on the EICAS
(Engine Indication Crew Alert System) during operation to provide pilot The figure FLAP ELECTRICAL SYSTEM - FLAP VALID AND/OR
with feedback. INOPERATIVE POSITIONS provides further data on the preceding
text.
The normal operation conditions are presented in FLAP ELECTRICAL
SYSTEM - FLAP VALID AND OPERATIVE POSITIONS, Sheet 2.
ABNORMAL OPERATION
The abnormal conditions are presented in FLAP ELECTRICAL
SYSTEM - FLAP VALID AND/OR INOPERATIVE POSITIONS, Sheet 1
and FLAP ELECTRICAL SYSTEM - FLAP FAS CAS MESSAGES AND
CORRESPONDING SYNOPTIC INDICATIONS, Sheet 1.
Phenom 300 - SDS 2757 Page 30 of 38
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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
FLAP FAS CAS MESSAGES AND CORRESPONDING
SYNOPTIC INDICATIONS
RED

FLAP FLAP

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
2 0

FLAP FAILED AT INTERMEDIATE FLAP POSITION NOT ALLOWED : FLAP

POSITION (READOUT INDICATES THE AT 0 POSITION DURING TAKE OFF.
CLOSEST POSITION) LOSS OF OR
INVALID FSL POSITION (YELLOW). (RED)
(YELLOW)
NO TAKEOFF CONFIG
FLAP FAIL
Filtered Serial Nº contained in this publication: 363, 392

FLAP FLAP

RED

FULL

EM500ENSDS270080E.DGN
LOSS OF FLAP POSITION OR FLAP FLAP POSITION NOT ALLOWED : FLAP
POSITION OUT OF VALID RANGE. AT FULL POSITION DURING TAKE OFF.
(RED)
(YELLOW)

FLAP FAIL NO TAKEOFF CONFIG

FLAP ELECTRICAL SYSTEM - FLAP FAS (Flap Actuation System) CAS MESSAGES AND CORRESPONDINGSYNOPTIC INDICATIONS

Phenom 300 - SDS 2757 Page 31 of 38

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GREEN

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
FLAP

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
GREEN
A

FLAP FIELD LABEL FIXED WING FLAP POINTER INDICATION

(GRAY) (WHITE) (GREEN)

A
Filtered Serial Nº contained in this publication: 363, 392

FLAP FLAP SELECTION BUG

(CIAN)

RED

YELLOW
NO TAKEOFF CONFIG
FLAP FAIL 2
FLAP NOT AVAIL

EM500ENSDS270077A.DGN
FLAP READOUT FLAP ANGLE SCALE
WHITE (GREEN) (WHITE)

A
A
FLAP ELECTRICAL SYSTEM - FLAP VALID AND OPERATIVE POSITIONS, Sheet 1

Phenom 300 - SDS 2757 Page 33 of 38

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
CLEAN WING DISPLAY (FLAP 0) FLAP INDICATION ON REVERSIONARY EICAS (PFD) FLAP AT A VALID NON−ZERO POSITION

FLAP FLAP FLAP

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
1 2
0

GREEN GREEN
GREEN
Filtered Serial Nº contained in this publication: 363, 392

FLAP IN MOTION FLAP AT A VALID POSITION FULL

FLAP FLAP

-- FULL

EM500ENSDS270078B.DGN
GREEN
GREEN

FLAP ELECTRICAL SYSTEM - FLAP VALID AND OPERATIVE POSITIONS, Sheet 2

Phenom 300 - SDS 2757 Page 35 of 38

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MAINTENANCE MANUAL

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YELLOW YELLOW RED

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
FLAP FLAP FLAP

0 1 0

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FLAP FAILED AT POSITION 0. FLAP FAILED AT INTERMEDIATE FLAP POSITION NOT ALLOWED : FLAP
POSITION (READOUT INDICATES THE AT 0 POSITION DURING TAKE OFF.
YELLOW CLOSEST POSITION).

FLAP FLAP
FLAP

RED

2 FULL
Filtered Serial Nº contained in this publication: 363, 392

FLAP JAMMED CLOSE TO POSITION 2. LOSS OF FLAP POSITION OR FLAP FLAP POSITION NOT ALLOWED : FLAP
POSITION OUT OF VALID RANGE. AT FULL POSITION DURING TAKE OFF.

YELLOW

FLAP FLAP

EM500ENSDS270134A.DGN
2

LOSS OF ALL INFORMATION ABOUT LOSS OF FLAP SELECTOR LEVER

FAS. POSITION.

FLAP ELECTRICAL SYSTEM - FLAP VALID AND/OR INOPERATIVE POSITIONS

Phenom 300 - SDS 2757 Page 37 of 38

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SPOILERS AND AIR BRAKES
Filtered Serial Nº contained in this publication: 363, 392

Phenom 300 - SDS 2757 Page 1 of 8

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• The ground spoiler function deploys the spoiler panels

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
Introduction symmetrically on the ground during a RTO or landing to increase
The spoiler system provides the aircraft with further roll authority in drag, improve braking efficiency and reduce the stopping
addition to the aileron commands (Roll Spoiler Function), increases distance.
drag and dump lift on landing and RTO (Rejected Takeoff) reduces
required stopping distance (Ground Spoiler Function), and creates a • The speed brake function deploys the spoiler panels
steeper angle of descent (Speed Brake Function). symmetrically in the air to increase the drag and the descent rate

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
of the aircraft.
EFFECTIVITY: ON EMBRAER 505 ACFT WITH STEEP
APPROACH SYSTEM OR POST-MOD SB 505-27-0018 EFFECTIVITY: ON EMBRAER 505 ACFT WITH STEEP
APPROACH SYSTEM OR POST-MOD SB 505-27-0018
The spoiler system provides the aircraft with further roll authority
in addition to the aileron commands (Roll Spoiler Function), There are four spoiler panels, one pair in each wing, which
increases drag and dump lift on landing and RTO reduces perform three functions on the aircraft:
required stopping distance (Ground Spoiler Function), creates a • The roll spoiler function deploys the spoiler panels
steeper angle of descent (Speed Brake Function), and increase asymmetrically to increase the roll capability of the aircraft.
drag and dump lift creating a steeper glide path descent angle The spoiler panel deflection is a function of the control wheel
during final approach (Steep Approach Function). command. This function is enabled with any flap position.
General Description
Filtered Serial Nº contained in this publication: 363, 392

• The ground spoiler function deploys the spoiler panels

The SPOILERS AND AIR BRAKES includes these subsystems: symmetrically on the ground during a RTO or landing to
• MULTIFUNCTION SPOILER (AMM SDS 27-64-00/1) increase drag, improve braking efficiency and reduce the
MECHANICAL COMPONENTS stopping distance.
• MULTIFUNCTION SPOILER (AMM SDS 27-65-00/1)
• The speed brake function deploys the spoiler panels
HYDRAULIC ACTUATION
symmetrically in the air to increase the drag and the descent
• MULTIFUNCTION SPOILER (AMM SDS 27-66-00/1)
rate of the aircraft.
ELECTRICAL SYSTEM
• The steep approach function deploys the spoiler panels
There are four spoiler panels, one pair in each wing, which perform
symmetrically in the air to create steeper glide path descent
three functions on the aircraft:
angle during final approach.
• The roll spoiler function deploys the spoiler panels asymmetrically Components
to increase the roll capability of the aircraft. The spoiler panel
deflection is a function of the control wheel command. This MULTIFUNCTION SPOILER MECHANICAL COMPONENTS (AMM
function is enabled with any flap position. SDS 27-64-00/1)

Phenom 300 - SDS 2757 Page 2 of 8

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The multifunction spoiler mechanical components transmit the

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
movement of the power control unit to the spoiler panels after the
electrical input from the FCE (Flight Control Electronics).
MULTIFUNCTION SPOILER HYDRAULIC ACTUATION (AMM SDS
27-65-00/1)
The multifunction spoiler hydraulic system comprises two PCU (Power

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Control Unit)s, one on each wing, which control and actuate the spoiler
panels. They are controlled by the FCE (Flight Control Electronics) and
the actuation is hydraulically powered.
MULTIFUNCTION SPOILER ELECTRICAL SYSTEM (AMM SDS
27-66-00/1)
The multifunction spoiler electrical system comprises an electronic unit
(FCE (Flight Control Electronics) 2) which controls and monitors the two
PCU (Power Control Unit)s. FCE 2 uses the inputs from avionics,
control wheel and surfaces LVDT (Linear Variable Differential
Transducer)s, and FCE 1 to command the PCUs.
Filtered Serial Nº contained in this publication: 363, 392

Operation
Refer to AMM SDS 27-66-00/1 for operation description.

The figure SPOILERS AND AIR BRAKES - MULTIFUNCTION

SPOILER SYSTEM provides further data on the preceding text.

Phenom 300 - SDS 2757 Page 4 of 8

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
LH SPOILER 1 RH SPOILER 1

LH SPOILER 2 RH SPOILER 2
Filtered Serial Nº contained in this publication: 363, 392

EM500ENSDS270103A.DGN
SPOILERS AND AIR BRAKES - MULTIFUNCTION SPOILER SYSTEM, Sheet 1

Phenom 300 - SDS 2757 Page 5 of 8

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
PILOT CONTROL WHEEL COPILOT CONTROL WHEEL

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SPEED T/O
BRAKE CONFIG

CONTROL WHEEL LVDT CONTROL WHEEL LVDT CLOSE

OPEN

WOW

WHEEL SPEED
FCE 2
TLA
Filtered Serial Nº contained in this publication: 363, 392

AIRSPEED

SURFACE LVDT SURFACE LVDT

EM500ENSDS270104A.DGN
S MUL
ILER TI FU
SPO NCT
NC TION ION
SPO
TI FU ILER
MUL PCU
S
PCU
N AILE
AIL ERO RON
HYDRAULIC SYSTEM

MECHANICAL ELECTRICAL HYDRAULIC

SPOILERS AND AIR BRAKES - MULTIFUNCTION SPOILER SYSTEM, Sheet 2

Phenom 300 - SDS 2757 Page 7 of 8

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
MULTIFUNCTION SPOILER MECHANICAL
Filtered Serial Nº contained in this publication: 363, 392

COMPONENTS

Phenom 300 - SDS 2757 Page 1 of 4

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Introduction inboard link and also to the interconnection rod. The outboard bellcrank

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
transmits movement from the interconnection rod to the outboard link.
The multifunction spoiler mechanical components transmit the
movement of the power control unit to the spoiler panels after the INTERCONNECTION ROD
electrical input from the FCE (Flight Control Electronics).
The interconnection rod is a standard-type rod, which comprises a rod
General Description tube and rod ends. The interconnection rod transmits the movement
The mechanical components are similar on both LH (Left-Hand) and from one bellcrank to the other, synchronizing both spoiler panels

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
RH (Right-Hand) wings. movements.

The mechanical system transmits the PCU (Power Control Unit) LINK
movement to the spoiler panels using the toggle links, bellcranks, links On each wing there are two links which transmit the bellcranks
and interconnection rods. movement to the spoiler panels.
To access the multifunction spoiler mechanical components, it is Operation
necessary to extend the flap panels.
After the input of any of the three spoiler system functions, the PCU
Components extends and pushes the toggle link that rotates both bellcranks, which
These are the components of the multifunction spoiler mechanical are connected by an interconnection rod. Each bellcrank pushes its
system: respective links to deploy its respective spoiler surface.
Filtered Serial Nº contained in this publication: 363, 392

• Toggle Link The LH spoiler panel 2 and the RH spoiler panel 2 (outboard panels)
pull the surface LVDT (Linear Variable Differential Transducer),
• Bellcrank providing position data for the avionics system.

• Interconnection Rod
The figure MULTIFUNCTION SPOILER MECHANICAL
• Links COMPONENTS - MULTIFUNCTION SPOILER SYSTEM - GENERAL
DESCRIPTION provides further data on the preceding text.
TOGGLE LINK
The toggle link does the connection between the PCU and the inboard
bellcrank. The toggle link length can be adjusted by using a device
similar to a turnbuckle.
BELLCRANK
There are two bellcranks on each wing, one inboard and one outboard.
The inboard bellcrank transmits movement from the toggle link to the

Phenom 300 - SDS 2757 Page 2 of 4

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ZONES
581/582
681/682
B
SPOILER
HINGE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
35°

LINK

A ACTUATION
POINT
BELLCRANK CONTROL BELLCRANK
ZONES
WHEEL SENSOR
223 SPOILER
HINGE
C−C LVDT
224 C TYPICAL
LINK SPOILER
Filtered Serial Nº contained in this publication: 363, 392

SURFACE
SPOILER
HINGE

LINK C SPOILER
A
SURFACE SPOILER
POWER HINGE
CONTROL
UNIT
TOGGLE

EM500ENSDS270055A.DGN
LINK BELLCRANK

C INTERCONNECTION
ROD
SURFACE
SENSOR
B LVDT BELLCRANK

C
MULTIFUNCTION SPOILER MECHANICAL COMPONENTS - MULTIFUNCTION SPOILER SYSTEM - GENERAL DESCRIPTION

Phenom 300 - SDS 2757 Page 3 of 4

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
MULTIFUNCTION SPOILER HYDRAULIC ACTUATION
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Phenom 300 - SDS 2757 Page 1 of 4

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Introduction • HDLV (Hold-Down Lock Valve)

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The multifunction spoiler hydraulic system comprises two PCU (Power
Control Unit)s, one on each wing, which control and actuate the spoiler • Thermal Relief Valve
panels. They are controlled by the FCE (Flight Control Electronics) and
the actuation is hydraulically powered. The figure MULTIFUNCTION SPOILER HYDRAULIC ACTUATION -
General Description MULTIFUNCTION SPOILER - HYDRAULIC SYSTEM provides further

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
data on the preceding text.
The LH (Left-Hand) and RH (Right-Hand) wings PCUs are identical and
interchangeable. The PCUs have unbalanced actuation areas and are
powered by the hydraulic system. Its mounting is designed so that the
aircraft mounting bracket flange will absorb the operational loads, while
the PCU mounting bolts keep the PCU in place and free from
operational loads.
The PCU extension will deploy the spoiler surfaces while the PCU
retraction will retract the spoiler surfaces.
Components
The PCU assembly has two major components, the manifold assembly
Filtered Serial Nº contained in this publication: 363, 392

and the actuator assembly, combined into the manifold assembly in

order to minimize weight for a small envelope.
The manifold is attached to the rear wing spar with four bolts, and
houses all hydraulic valves, electrical components and actuator
components described below:
• Actuator Assembly

• Solenoid Operated Pilot Valve Assembly

• MSV (Mode Select Valve)

• EHSV (Electro-Hydraulic Servo Valve)

• LVDT (Linear Variable Differential Transducer)

• Inlet Filter
Phenom 300 - SDS 2757 Page 2 of 4
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A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ELECTRICAL
CONNECTOR
PISTON
HOLD DOWN
LOCK VALVE
MANUAL RELEASE
Filtered Serial Nº contained in this publication: 363, 392

HYDRAULIC
PRESSURE
LINE MANIFOLD
SOLENOID ATTACHMENT
MODE SELECT
POINT
VALVE
HYDRAULIC
PRESSURE
LINE
ELECTRO

EM500ENSDS270105A.DGN
HYDRAULIC
SERVO VALVE

A
THERMAL
RELIEF VALVE

MULTIFUNCTION SPOILER HYDRAULIC ACTUATION - MULTIFUNCTION SPOILER - HYDRAULIC SYSTEM

Phenom 300 - SDS 2757 Page 3 of 4

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HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
MULTIFUNCTION SPOILER ELECTRICAL SYSTEM
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Phenom 300 - SDS 2757 Page 1 of 18

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Introduction

HARD COPY IS UNCONTROLLED. ONCE PRINTED, THIS PAGE MUST NOT BE RETAINED FOR FUTURE REFERENCE.
The multifunction spoiler electrical system comprises an electronic unit
(FCE (Flight Control Electronics) 2) which controls and monitors the two
PCU (Power Control Unit)s. FCE 2 uses the inputs from avionics,
control wheel and surfaces LVDT (Linear Variable Differential
Transducer)s, and FCE 1 to command the PCUs.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The figure MULTIFUNCTION SPOILER ELECTRICAL SYSTEM -
BLOCK DIAGRAM provides further data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

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HYDRAULIC THRUST LEVER
IASP 2 WHEEL SPEED
SYSTEM ANGLE

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
GIA 2 FLAP POS FLIGHT CONTROL
ELECTRONICS 1

WEIGHT ON FLIGHT CONTROL CONTROL WHEEL

WHEELS (WOW) ELECTRONICS 2 SENSOR (LVDT)
PCU SENSOR

PCU SENSOR
Filtered Serial Nº contained in this publication: 363, 392

UNIT

UNIT
LINK ROD LH POWER RH POWER LINK ROD
CONTROL UNIT CONTROL UNIT
(PCU) (PCU)

EM500ENSDS270069B.DGN
FITTING FITTING

LH SPOILER RH SPOILER
LH SPOILER RH SPOILER
SURFACE SURFACE
SURFACES SURFACES
POSITION POSITION
SENSOR UNIT SENSOR UNIT
(LVDT) (LVDT)

MULTIFUNCTION SPOILER ELECTRICAL SYSTEM - BLOCK DIAGRAM

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General Description

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FCE 2 uses the control wheel LVDT data input in the roll spoiler
function, and receives the surface position data from the surface LVDT.
From FCE 1, the FCE 2 receives flap position information to be used in
the roll spoiler and speed brake functions.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
From the avionics, FCE 2 receives calibrated airspeed for use in the
speed brake and ground spoiler functions, wheel speed of main landing
gears and TLA (Thrust Lever Angle) data for use in the ground spoiler
function, and hydraulic pressure data for use in the spoiler command-
response monitoring logic.
Airspeed data is provided by the IASP (Integrated Air Data and Stall
Protection Probe) 2, wheel speed data is provided by the BCU (Brake
Control Unit),TLA information is provided by the FADEC (Full Authority
Digital Engine Control)s and hydraulic pressure data is provided by a
dedicated sensor in the hydraulic system. All these bits of information
are provided to the avionics, which retransmits the data to FCE 2.
Filtered Serial Nº contained in this publication: 363, 392

The FCE 2 uses the information above to command the PCU , to

provide synoptic indication to be shown on the MFD (Multi-Function
Display), fault information for CAS (Crew Alerting System) messages,
and to generate CMC (Central Maintenance Computer) messages and
aural warnings.

The figure MULTIFUNCTION SPOILER ELECTRICAL SYSTEM -

SPEED BRAKE SWITCH LOCATION provides further data on the
preceding text.

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0 0

MAX MAX
1 1

TO/GA TO/GA 2 2

CON/CLB CON/CLB 3 3

MAX/CRZ MAX/CRZ FULL FULL

A SPEED
Filtered Serial Nº contained in this publication: 363, 392

SPEED T/O BRAKE

BRAKE CONFIG
SWITCH
CLOSE
+
IDLE IDLE
OPEN

EM500ENSDS270068A.DGN
CONTROL STAND ASSEMBLY

MULTIFUNCTION SPOILER ELECTRICAL SYSTEM - SPEED BRAKE SWITCH LOCATION

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Components

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FCEs
FCE 1 and FCE 2 are located in the center electronics compartment in
the center fuselage. They are accessed by removing the lower panel in
the aft bulkhead. All FCE connectors have different part numbers and
can not be incorrectly installed. Incorrect harness connection between

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FCE 1 and FCE 2 is also caused by insufficient harness lengths. In the
event of cross assembly of any connector, the system will indicate an
error and shut down due to the incapability of control loop closure.
CONTROL WHEEL LVDT
Control wheel LVDTs are installed on the aileron forward torque tube, in
the forward fuselage. The LVDTs are located under the center console,
in the cockpit. It can be accessed by removing a cover on the center
console. Electrical bonding is achieved through the LVDT pigtail
harness.
SURFACE LVDT
The surface LVDT is installed on the wing trailing edge. One end of the
Filtered Serial Nº contained in this publication: 363, 392

LVDT is attached to a support fixed on the wing spar II, and the other
end is attached to a support on the spoiler outboard panel. Electrical
bonding to the aircraft interface connector is achieved through the
LVDT pigtail harness. LVDT is accessed by extending the flaps.

The figure MULTIFUNCTION SPOILER ELECTRICAL SYSTEM -

COMPONENT LOCATION provides further data on the preceding text.

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ZONES

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246
245

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
FCE 2 CONTROL BELLCRANK
C WHEEL (LVDT) 1
B
ZONES
ZONES 581/582
223 681/682
224
Filtered Serial Nº contained in this publication: 363, 392

FCE 1
SPOILER CONTROL
B
SURFACE D WHEEL (LVDT) 2
A

FCE

EM500ENSDS270107B.DGN
SURFACE
SENSOR
(LVDT)
C D
TYPICAL
MULTIFUNCTION SPOILER ELECTRICAL SYSTEM - COMPONENT LOCATION

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Operation GROUND SPOILER FUNCTION

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ROLL SPOILER FUNCTION In the ground spoiler function, the spoiler panels deploy symmetrically
on ground during an RTO (Rejected Takeoff) or landing to increase
In the roll spoiler function, the spoiler panels deploy asymmetrically to
drag, improve braking efficiency, and reduce the stopping distance.
increase the roll capability of the aircraft. The spoiler panel deflection is
Ground spoiler function works without any specific pilot action, that is, it
a function of the control wheel command. This function is enabled with
is not necessary to actuate any specific switch to enable this function.
the flaps in any position.
When all conditions to deploy the spoilers are met, all spoilers deploy to

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
SPEED BRAKE FUNCTION 35 degrees. There are 3 main conditions in which spoilers are deployed
In the speed brake function, the spoiler panels deploy symmetrically in as ground spoilers:
the air to increase drag and descent rate of the aircraft. There are only
two valid positions for the speed brake function: "OPEN" or "CLOSE". • Aircraft on ground
The speed brake is commanded through a switch located on the center • Thrust levers in the idle position
console in the cockpit. When the speed brake switch is moved rearward
(to “OPEN” position), the spoiler panels deploy with the function of • Ground Spoilers armed
speed brake at 35 degrees, and when the speed brake switch is moved
ABNORMAL OPERATION
forward (to “CLOSE” position), the spoiler panels close.
Some of the failure modes on the spoiler control system disable all
Speed brake function has the following interlocks: three functions, others affect only one of them.
Filtered Serial Nº contained in this publication: 363, 392

• Airspeed When a failure on the thrust lever idle discretes is detected, only the
ground spoiler function is disabled. Roll spoiler and speed brake remain
• TLA operational.
• Flap position When a fault on any of the control wheel LVDTs is detected, only the
EFFECTIVITY: ON EMBRAER 505 ACFT WITH STEEP roll spoiler function is disabled. Speed brake and ground spoiler remain
APPROACH SYSTEM OR POST-MOD SB 505-27-0018 operational.
STEEP APPROACH FUNCTION When a fault on the speed brake switch is detected, only the speed
The Spoiler Control System has also a configurable function, brake function is disabled. Roll spoiler and ground spoiler remain
which is enabled through hardware straps: Steep Approach Mode, operational.
which allows EMB-505 to perform approach and landing with glide
If the fault occurs on any of the surface LVDTs, on the PCU, or on the
path ramp steeper than the usual 3°. The steep approach function
FCE, all three functions are disabled.
is enabled by the pilot through the speed brake switch installed in
the pedestal. It engages only when flaps reach the FULL position.

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ELECTRICAL RIGGING The CAS messages are described below:

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Electrical rigging of the control wheel LVDTs, spoiler surface LVDTs,
and spoiler PCU LVDTs is performed through the FCE, and initiated MULTIFUNCTION SPOILER ELECTRICAL SYSTEM - CAS MESSAG-
with the aid of a rigging kit (FIXTURE - RIGGING AND MAINTENANCE ES
INTERFACE, FLIGHT CONTROL SYSTEM (GSE 062)). The FIXTURE MESSAGE LEVEL DESCRIPTION
- RIGGING AND MAINTENANCE INTERFACE, FLIGHT CONTROL If any of the following condi-
SYSTEM (GSE 062) comprises a laptop computer running the rigging tions is satisfied when the

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
throttles are advanced to the
software, an ARINC 429 card, and an electrical cable used to connect Takeoff setting or when the
the laptop to the aircraft maintenance panel located in the forward left Takeoff Configuration Test
cabinet in the center fuselage. The FCE enables rigging only when the button is pressed:
three conditions below are satisfied: • Spoilers not retracted

• At least three out of four WOW (Weight-on-Wheels) discretes • Flaps out of Takeoff
indicate that the aircraft is on ground. position
NO TO CONFIG Warning (Red)
• Pitch Trim out of green
• The electrical cable (from FIXTURE - RIGGING AND
band
MAINTENANCE INTERFACE, FLIGHT CONTROL SYSTEM
(GSE 062)) is connected to the maintenance panel. • Parking brake applied
Filtered Serial Nº contained in this publication: 363, 392

Simultaneously, the Aural

• The FCE is receiving fresh information via ARINC 429 bus. warning is set with the “No
Takeoff Spoilers” message
INDICATION AND ALERTING
and the spoiler indication in
There is only one synoptic indication for the spoiler system. In normal the MFD changes to
operation, there are 3 possible indications for it. When spoilers are "SPDBRK".
operating as roll spoilers, synoptic indication is “CLOSED”, the same GND SPLR FAIL Caution
The ground spoiler function
indication shows when spoilers are operating as speed brakes and the is not available.
panels are closed. When spoilers are deployed as speed brakes, the Speed brake and roll spoiler
SPOILER FAULT Advisory
functions are not available.
indication is "SPDBRK". When deployed as ground spoilers, the
indication is "GND SPLR". In abnormal conditions, there are 3 possible
indications: when there is a fault on the spoiler system that affects only
the ground spoiler function or all functions, the indication is "FAIL" in
yellow. If the aircraft is not ready for takeoff due to a fault on the spoiler
system, the indication is "SPDBRK", in red. If the spoiler panel position
can not be determined (spoiler sensor is failed for example), the
indication is a red X.

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MULTIFUNCTION SPOILER ELECTRICAL SYSTEM - CAS MESSAG- EFFECTIVITY: ON EMBRAER 505 ACFT WITH STEEP

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ES APPROACH SYSTEM OR POST-MOD SB 505-27-0018
MESSAGE LEVEL DESCRIPTION "SPDBRK". When deployed as ground spoilers, the indication is
There is a mismatch be-
"GND SPLR". When Steep Approach Mode is engaged, the
tween the speed brake indication is "STEEP". In abnormal conditions, there are 3
switch position and the possible indications: when there is a fault on the spoiler system
spoiler surfaces. The surfa- that affects only the ground spoiler function or all functions, the

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ces retract automatically
SPDBRK SW DISAG Advisory during a go-around maneu-
indication is "FAIL" in yellow. If the aircraft is not ready for takeoff
ver or during low speed op- due to a fault on the spoiler system, the indication is "SPDBRK",
eration, and remain latched in red. If the spoiler panel position can not be determined (for
off until the speed brake example, spoiler sensor is failed), the indication is a red X.
switch is set to the
“CLOSED” position. The CAS messages are described below:
The aural warning associated to the multifunction spoiler control system
is listed in the table below:
MULTIFUNCTION SPOILER ELECTRICAL SYSTEM - SPOILER CON-
TROL SYSTEM AURAL WARNINGS
Filtered Serial Nº contained in this publication: 363, 392

MESSAGE DESCRIPTION
All spoiler panels are deployed more than
30 degrees, or spoiler panels in one wing
are deployed more than 5 degrees with the
"No Takeoff Spoiler"
control wheel within ± 30 degrees during
takeoff run, or when TAKEOFF CONFIG
button is pressed before takeoff.

EFFECTIVITY: ON EMBRAER 505 ACFT WITH STEEP

APPROACH SYSTEM OR POST-MOD SB 505-27-0018
INDICATION AND ALERTING
There is only one synoptic indication for the spoiler system. In
normal operation, there are 4 possible indications for the spoiler
system. When spoilers are operating as roll spoilers, the synoptic
indication is “CLOSED”. The same indication shows when spoilers
are operating as speed brakes and the panels are closed. When
spoilers are deployed as speed brakes, the indication is

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ELEC CABIN
BATT1 25 V
ALT 7500 FT
BATT2 27 V
RATE 0 FPM
B SPOILER DELTA-P 5.0 PSI

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
CLOSED LFE 100 FT
OXY 2200PSI
LG FLAPS

UP

UP UP 3
TRIM
ROLL PITCH

YAW 50

SYSTEM
SPOILER SPOILER
A
Filtered Serial Nº contained in this publication: 363, 392

CLOSED FAIL

SPOILER SPOILER

SPDBRK SPDBRK
A

EM500ENSDS270106B.DGN
SPOILER SPOILER

GND SPLR

B
MULTIFUNCTION SPOILER ELECTRICAL SYSTEM - SPOILER INDICATION AND ALERTING

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Training Information Points

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FAILURE REPORTING AND TROUBLESHOOTING
The Spoiler system is integrated to the aircraft central maintenance
system (AMM SDS 45-45-00/1). Thus, in the event of a failure, a
maintenance message is registered in the CMC in order to provide the
maintenance crew with details about that failure.

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
Filtered Serial Nº contained in this publication: 363, 392

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BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
GUST LOCK
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Introduction • Gust lock quadrant.

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The flight controls have a control lock system installed to prevent
The rudder gust lock mechanism has the following elements (refer to
damage to the control column and flight control systems caused by
figure GUST LOCK - SYSTEM DESCRIPTION, Sheet 2):
wind gusts. There are two parts of the control lock system, namely the
elevator and aileron control lock and the rudder control lock. • Gust lock actuator;
General Description
• Command spring;

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
The aileron, rudder and elevator control systems are locked by means
of the installation of the gust lock safety pin in the pilot control yoke • Bellcrank;
assembly (refer to GUST LOCK - SYSTEM DESCRIPTION, Sheet 1).
• Control box with connector.
The rudder gust lock actuator is installed in the aircraft rear fuselage, at
frame 46 (refer to figure GUST LOCK - SYSTEM DESCRIPTION, The bellcrank, pivoted by the action of the actuator, locks one of the
Sheet 2). grooves on the gust lock quadrant, which is connected to the rudder
rear torque tube, therefore preventing the movement of the rudder
The function of the rudder gust lock is to prevent rudder surface surface in case of gust.
movement due to ground gusts by locking the rudder control system at Operation
rear fuselage torque tube.
The aileron control system and the elevator control system are
In order to preclude in-flight uncommanded locking, system has the
Filtered Serial Nº contained in this publication: 363, 392

mechanically locked by means of the installation of the gust lock pin in

following interlocks: the pilot's control yoke assembly.
• TLA (Thrust Lever Angle) The rudder control system gust lock mechanism is actuated through an
electromechanical actuator. The electrical diagram and pin
• WOW (Weight-on-Wheels)
configuration of the gust lock electromechanical actuator are
No maintenance is required over the actuator life. represented in figure GUST LOCK - SYSTEM DESCRIPTION, Sheet 3.
Components When the gust lock safety pin is inserted into the pilot control wheel to
The gust lock system comprises the following elements (refer to figure lock the aileron and elevator control system, two switches are activated,
GUST LOCK - SYSTEM DESCRIPTION, Sheet 1): providing automatic engagement of the rudder gust lock system (Refer
to figure GUST LOCK - SYSTEM DESCRIPTION, Sheet 2).
• Aileron/rudder/elevator gust lock cockpit assembly;
When the aileron and elevator control systems are unlocked by the
• Gust lock safety pin; removal of the gust pin, automatic disengagement of rudder gust lock
system is provided. Therefore, rudder gust lock system in locked
• Rudder gust lock mechanism; position is evident to the pilots because of the following conditions:

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• Gust lock pin is inserted in its hole.

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• Both pedals are locked in a deflected position.

• Aircraft cannot taxi with rudder surface locked.

The figure GUST LOCK - SYSTEM DESCRIPTION provides further

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
data on the preceding text.
Filtered Serial Nº contained in this publication: 363, 392

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B
A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
A
ZONE
223 LEVERS
Filtered Serial Nº contained in this publication: 363, 392

BALL SPLINE
GUST LOCK SHAFT
SAFETY PIN

EM500ENSDS270142A.DGN
AILERON/RUDDER/ELEVATOR
GUST LOCK COCKPIT ASSEMBLY

C PIN
SWITCHES GROOVE

PILOT CONTROL
YOKE (REF.) B
GUST LOCK - SYSTEM DESCRIPTION, Sheet 1

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GUST LOCK
CONNECTOR ACTUATOR
SUPPORT
A

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
ZONE
351
SPRING LOADED RUDDER
BOOSTER ACTUATOR
GUST LOCK
ACTUATOR

CONTROL
B BOX
Filtered Serial Nº contained in this publication: 363, 392

RUDDER
FRAME 46 HINGE

BELLCRANK
COMMAND
GUST LOCK SPRING
QUADRANT

EM500ENSDS270133B.DGN
RUDDER REAR
TORQUE TUBE RUDDER GUST LOCK MECHANISM

B
A

GUST LOCK - SYSTEM DESCRIPTION, Sheet 2

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UNLOCK

TLA > 25° AIR

28V S2 (EXTEND LIMIT SW)
HOT BATT
G
BUS 2

BEFORE USING, MAKE SURE THIS HARD COPY IS THE LATEST ISSUE.
TLA < 25° GND
SW
5 LEFT THROTTLE
LEVER LEFT
WOW
D
M

TLA > 25° AIR

A
S1 (RETRACT LIMIT SW)
TLA < 25° GND
Filtered Serial Nº contained in this publication: 363, 392

SW
28V
DC BUS 2 RIGHT THROTTLE
LOCK LEVER RIGTH
WOW
5

EM500ENSDS270131B.DGN
GUST LOCK ACTUATOR

GUST LOCK - SYSTEM DESCRIPTION, Sheet 3

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