INSTRUCTIONS FOR GROUND FIRE EXTINGUISHING AND RESCUE
SECTION 5 EMERGENCY INFORMATION
1. General
A. Figure 5-1 highlights the location of flammable or explosive components, equipment, and fluids,
as well as the location of emergency equipment of the different interior arrangement configura- tions of the airplane. The following paragraphs provide a brief description of these items.
2. Fuel
A. On the EMB-145ER, EMB-145EU, EMB-145EP, EMB-145MP, EMB-135KE, and EMB-135ER
models, the fuel is stored in two integral wing tanks. On the EMB-145LR, EMB-145LU, EMB- 135KL, and EMB-135LR models, the fuel is stored in the wing tanks and in the wing stub. On the EMB-145XR model the fuel is stored in the wing tanks, in the wing stub and in the cen- tral tank. On the airplanes provided with APU, the lines also extend to the tail cone. Total fuel capacity is 5146 liters (1359.58 U.S. Gal) for the EMB-145ER, EMB-145EU, EMB-145EP, EMB-145MP, EMB-135KE, and EMB-135ER models, 6386 liters (1687.23 U.S. Gal) for the EMB-145LR, EMB-145LU, EMB-135KL, and EMB-135LR models and 7382 liters (1950.38 U.S. Gal) for the EMB-145XR model. The fuel used is jet fuel, specification CNP-08 (QAV1),
ASTM D1655 (JET A or JET A1), MIL-T-83133 (JP8), GB6537-94 (No. 3 Jet Fuel), or GOST 10227-86 (TS-1).
3. Engine Oil
A. The oil used for engine lubrication is stored in an integral tank in each engine. The capacity of
each tank is approximately 12.30 liters (13 U.S. qts) of which 7.46 liters (8 U.S. qts) is usable oil. The oil specification is MIL-L-7808K or MIL-L-23699D.
4. APU Oil
A. The oil used for APU lubrication is stored in an integral tank. The capacity of the tank is approx- imately 2.8 liters (3 U.S. qts). The oil specification is MIL-L-7808.
5. Wheels
A. The airplane landing gear wheels are made of forged aluminum alloy. Each main landing gear wheel is provided with fusible plugs, which deflate the tire if an overtemperature occurs.
6. Hydraulic Accumulators
A. The parking/emergency brake accumulator is pressurized to 1100 psi at 70°F (21°C) and is lo- cated at the left wing-to-fuselage attachment.
B. The nose landing gear doors and passenger door accumulator is pressurized to 1500 psi at 70°F (21°C) and is located in the hydraulic compartment, in the aircraft nose.
C. The specification of the nitrogen used is BB-411, type I, Class I, Grade B.
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7. Hydraulic Reservoirs
A. Two hydraulic reservoirs of the bootstrap type are located one on each side of the rear wing-to- fuselage fairing. The hydraulic fluid is the fire-resistant SAE AS 1241A Type IV, phosphate ester- - based hydraulic fluid (Skydrol 500B-4 or Skydrol LD-4).
8. Oxygen Cylinder (Fixed)
A. The flight-crew oxygen system is a high-pressure gaseous-type one, in which the oxygen is stored in a cylinder at high pressure (1850 psi) and distributed under low pressure to the flight crew masks. A quick-donning diluter/demand mask is available in each mask stowage box adja- cent to each crew station.
B. The crew oxygen supply is stored in a cylinder whose volume capacity is 50 cu.ft. The cylinder is installed on the right side of the cockpit/passenger partition and is provided with an integrated shutoff/regulator valve. The cylinder is protected from overpressurization by a safety disc set to
rupture at 2770 psi at 21°C. Discharge through the safety disc may be visually verified from the outside, when the discharge indicator (green disc) has been blown out.
9. Oxygen Chemical Generators
A. The passenger oxygen system consists of chemical oxygen generators and continuous-flow masks installed in proper dispensing units. The dispensing units are located in the right and left PSU channels, lavatory, and flight attendant stations. Each unit may be equipped with either one, two, or three continuous-flow masks.
B. The system is automatically activated, provided the Passenger Oxygen Selector Knob is set to the AUTO position and the cabin pressure altitude is above 14000 ft. The system may be man- ually activated at any altitude, by setting the Passenger Oxygen Selector knob to the MANUAL position.
10. Portable Oxygen Cylinders
A. Two oxygen cylinders are positioned near the cabin attendant stations, to be used for first-aid therapeutic purposes only. The cylinders, specification DOT-3AA-1800, are equipped with free- flow masks and have a capacity of 11 cu.ft. (312 liters) when charged to1800 psi at 21°C. Each cylinder is provided with an ON-OFF regulator installed on the cylinder neck, which regulates the outlet pressure from 60 to 90 psi.
11. Protective Breathing Equipment
A. The airplane is provided with three Protective Breathing Equipment (PBE) units, one installed in the cockpit and two in the passenger cabin. The PBE is an equipment for protection of the crew members against the effects of smoke, toxic gases, and hypoxia.
12. Batteries
A. The airplane is equipped with two 24 V DC, 44 Ampere-hour, nickel-cadmium batteries to supply
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essential loads in the extreme case of an in-flight failure of all generators or if both engines are shut down. Battery 2 also provides electrical power for APU starting. The batteries are located in the battery compartment on the left side of the aircraft nose section.
B. The airplane is also equipped with a 24 V DC, 5 Ampere-hour sealed lead-acid backup battery. The backup battery is located in the forward electronic compartment.
13. Emergency Free-Fall Landing Gear Extension
A. The free-fall device is actuated through a lever located between the copilot's seat and the control pedestal. When pulled up, the lever mechanically actuates the free-fall selector valve and me- chanically unlocks the three landing gear uplocks. The free-fall selector valve function is to cut the pressure line from the hydraulic system and connect the lines from the landing gear system to the return. With the lines depressurized and the uplocks deactivated, the gear legs fall by grav- ity until they reach the downlock devices. The free-fall lever remains locked in the vertical posi- tion, it being necessary to press a safety button on its top to return it to its normal position and restore the hydraulic operation, if required.
14. Other Equipment
A. The airplane is equipped with additional emergency equipment according to the local authorities' regulations. A typical set is composed of portable fire extinguishers, megaphone, first-aid kit, medical kit, hatchet, smoke goggles, and flashlights.
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Emergency Equipment Location - Typical Locations Figure 5-1 Sheet 1
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Applicable to EMB-145 ( ) aircraft models
Emergency Equipment Location - Typical Locations Figure 5-1 Sheet 2
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Applicable to EMB-135 ( ) aircraft models
Emergency Equipment Location - Typical Locations Figure 5-1 Sheet 3
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Emergency Equipment Location Figure 5-1 Sheet 4
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Emergency Equipment Location - Typical Locations Figure 5-1 Sheet 5
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Applicable to EMB-145 ( ) aircraft models
Emergency Equipment Location Figure 5-1 Sheet 6
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Landing Gear Free-fall Lever Compartment and Brakes OM Figure 5-2
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Passenger Rescue Figure 5-3
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SECTION 6 EMERGENCY EXIT AND DOOR OPERATION
1. General
A. The aircraft is equipped with escape hatches and emergency exits to assist in the evacuation of
the airplane.
2. Cockpit Emergency Exits (Figure 6-1)
A. There are two crew emergency windows, of the plug-in type, placed laterally in the cockpit and openable from the inside. When the cabin is not pressurized, the crew is able to open the window by sliding it backward. With the additional action of unlocking a pin, the windows are removable,
providing for cockpit evacuation by using escape ropes.
3. Overwing Emergency Exits (Figure 6-2)
A. The emergency exits are of the plug-in type and open inward to provide a clear opening 36 inches high and 20 inches wide.
B. The hatches are removable and latched by three latching pins actuated by a mechanism connected to an internally and externally operated handle, allowing them to be opened both from inside
and from outside the fuselage.
4. Main Door (Figure 6-3)
A. The main door is located on the fore left side of the fuselage and may be of two types; airstair door and jetway door.
(1) Airstair Door
(a) The main door incorporates folding airstairs. The door is raised in normal operation by two hydraulic door actuators powered by hydraulic system 1 or by an accumulator with suffi- cient capacity for four complete operations of the door.
(b) The door may be controlled from the inside, through the entrance panel or from the out- side, through the exterior main door control panel. The door may also be manually raised by an outside ground attendant. With the door in the raised position, it may be closed and locked by operation of either the inner or the outer handles. The door opening operation is manual. The hydraulic circuit provides a dumping function as the door is lowered, thus ensuring smooth operation.
(c) The door has a built-in airstair with retractable steps. In the open position, the door is sup- ported by two retractable handrails.
(d) An alternative opening valve is provided in the cockpit to allow the main door to be low- ered if it is blocked by the hydraulic system pressure (solenoid valve failure).
(2) Jetway Door
(a) The main door does not have handrails and stairs. This door will allow docking by airport
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fingers. With the door fully open, it stays beside the airplane letting the door place com- pletely free to the airport finger.
(b) The door may be opened from the inside or the outside and its opening movement is done to the airplane front side because there is a lateral hinge located in the airplane hull which makes this movement.
(c) The system is full mechanical and the door can be manually operated from the inside and the outside. To open the door from the outside, it is necessary that the operator be on a stair or on a platform higher than the ground level.
(d) The door movement is operated by internal and extgernal handles and there is an assis- tance handle inside to facilitate the pulling movement to close it.
5. Cargo Door (Figure 6-4)
A. The cargo door is located on the rear left side of the fuselage and is manually operated from the outside.
B. The initial opening movement (displacement of the door inward) and final closing and latching
movement (displacement of the door outward) are achieved by means of a door locking
mechanism controlled by an external handle which is stowed in the lower half of the door.
6. Service Door (Figure 6-5)
A. The service door is located on the right side of the forward passenger cabin and is used for galley servicing and cabin cleaning between flights and also as an emergency exit.
B. The door is manually operated by internal and external handles. The first opening movement is
an upward translation followed by an outward and forward rotation.
7. Compartment Hatches (Figure 6-6)
A. The compartment hatches provide access for servicing purposes to locations where the airplane systems and equipment are housed. They are the removable plug-in type with continuous stops to support the pressurization loads and are latched by four latching pins. These latching pins are locked by an actuating handle.
B. The cockpit underfloor access hatch is located on the fuselage bottom, providing access to the
fuselage pressurized compartment.
C. The rear electronic compartment access hatch is located on the rear right side of the fuselage. This hatch provides access to the airplane pressurized area where the rear electronic compartment, rudder autopilot servo, rudder control cables and electrical harness, stabilizer electrical harness, and elevator control cables are located.
D. To open the hatch, the actuating handle is pulled out from its stowed position by releasing its
spring-loaded hook and then it is rotated 90 degrees. To remove the hatch, it is first pushed inside the fuselage, rotating over the hinge pin. The hinge is disconnected and then rotated again to make its passage possible through the fuselage opening.
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8. Break-in areas (Figure 6-7)
WARNING: RESCUE PERSONNEL SHALL NOT CUT THE BREAK-IN AREAS REACHED BY FUEL SPILLAGE.
A. In an emergency, if the need arises to cut out an opening in the fuselage, the rescue crew shall do it at the break-in area. The break-in areas are located clear of electrical harness, hydraulic piping or machined frames so as to facilitate the rescue. Break-in areas require metal-cutting portable equipment, such as hydromechanical pliers or similar tools.
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Cockpit Evacuation Figure 6-1
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Emergency Exit Operation (Inside Cabin) Figure 6-2 Sheet 1
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Emergency Exit Operation (Outside Cabin) Figure 6-2 Sheet 2
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Main Door Alternative Opening Valve Figure 6-3 Sheet 1
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Main Door Operation (Inside Cabin) - Airstair Door Figure 6-3 Sheet 2
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Main Door Operation (Outside Cabin) - Airstair Door Figure 6-3 Sheet 3
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Main Door Operation (Inside Cabin) - Jetway Door Figure 6-3 Sheet 4
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Main Door Operation (Outside Cabin) - Jetway Door Figure 6-3 Sheet 5
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Baggage Door Operation Figure 6-4
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Service Door Operation (Inside Cabin) Figure 6-5 Sheet 1
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Service Door Operation (Outside Cabin) Figure 6-5 Sheet 2
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Access Doors and Hatches Figure 6-6
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EMERGENCY EXIT A (REF.)
LEFT SIDE
EMERGENCY EXIT (REF.) A
RIGHT SIDE
711
= =
1
1016
483 DET. A (VALID TO LEFT AND RIGHT SIDES)
DIMENSIONS IN mm.
1 IF NECESSARY, CUT HERE FOR RESCUE. 145IGFER060003.MCE
Break-in Areas Figure 6-7 Sheet 1
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A
DET. D
B
160
250
150 53 50 REF
(=) 60 D
500
(=)
DET. A RIGHT SIDE 90 140
C DET. B 160
250
53 150 D 50 REF (=) 60 500
(=)
140 90 DET. A LEFT SIDE
DET. C 145IGFER060005.MCE
Break-in Areas Figure 6-7 Sheet 2
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SECTION 7 FIRE EXTINGUISHING
1. General
A. The aircraft is equipped with halonite type fire extinguishers that can be used against all classes of fire. The fire extinguishers are located in the cockpit and in the passenger cabin (figure 7-1).
B. To use the fire extinguisher, hold it upright and pull the locking pin to unlock the spraying lever. After this, press the lever for the discharge operation.
WARNING: DURING THE DISCHARGE OPERATION, STAND APPROXIMATELY 8 FT (2 M) AWAY FROM FIRE BEFORE DISCHARGING. AIM THE DISCHARGE NOZZLE AT THE FIRE BASE AND SPRAY QUICKLY FROM SIDE TO SIDE ACROSS THE FIRE WIDTH. MOVE CLOSER AS FIRE IS BEING EXTINGUISHED AND DIRECT ALL OF THE DISCHARGING AGENT ONTO THE FIRE AND MAKE SURE THE FIRE IS COMPLETELY EXTINGUISHED.
CAUTION: AFTER THE FIRE EXTINGUISHING, VENTILATE THE AREA AS PROMPTLY AS POSSIBLE.
2. Fire in the Landing Gear Wheelwell
A. Carefully approach the landing gear wheelwell as shown in figure 7-2, and start extinguishing the fire using Halon 1211 (CBrClF2 - bromochlorodifluoromethane) extinguishing agent.
3. Fire in the Wheel Brakes
WARNING: ANYONE WHO APPROACHES THE WHEEL LATERALLY WILL BE EXPOSED TO DANGER IN CASE OF EXPLOSION
A. Approach the wheel from the rear or from the front only.
B. Extinguish the fire with a jet of Halon 1211 (CBrClF2), applying the agent with brief intermittent jets, and limiting the quantity to a minimum.
C. After extinguishing the fire, cool the brake by spraying it with Halon 1211 (CBrClF2). Apply suc- cessive jets during 3 to 5 seconds, then 15 to 30 seconds, so as to dissipate vapor concentra- tions.
D. After cooling the brake, allow a minimum of 15 minutes to elapse before moving the airplane.
4. Fire in the Engines
A. If the fire cannot be extinguished from the cockpit by the pilots or a skilled technician, start extin- guishing the fire as shown in figure 7-4, using Halon 1211 (CBrClF2) extinguishing agent.
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5. Fire in the Tail Cone
A. If the fire cannot be extinguished from the cockpit by the pilots or a skilled technician, start extin- guishing the fire as shown in figure 7-5, using Halon 1211 (CBrClF2) extinguishing agent.
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Applicable to aircraft EMB-145 ( ) models
Portable Fire Extinguisher - Typical Locations Figure 7-1 Sheet 1
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Applicable to aircraft EMB-135 ( ) models
Portable Fire Extinguisher - Typical Locations Figure 7-1 Sheet 2
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Fire in the Landing Gear Wheelwell Figure 7-2
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Fire in the Wheel Brakes Figure 7-3
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Fire in the Engines Figure 7-4
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Fire in the Tail Cone Figure 7-5
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