emb 135 standard operating procedures

EMB 135 STANDARD OPERATING PROCEDURES

Ultimate JetCharters LLC

6061 West Airport Drive North Canton, OH 44720

REVISION 1 REPRINT

EMB-135 SOP

INTRODUCTION

SECTION 0.0: REVISION RECORD

0.0.2 08/01/16 Revision 0

EMB–135 SOP REVISION RECORD

This is the document titled Ultimate Jetcharters EMB–135 Standard Operating Procedures (SOP). This reprint incorporates revision 1 to the basic SOP. Subsequent revisions to the reprint will be logged below REV NO DATE POSTED BY REV NO DATE POSTED BY

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EMB-135 SOP

INTRODUCTION

SECTION 0.1: PURPOSE & MANUAL ORGANIZATION

Revision 0 08/01/16 0.1.1

SECTION 0.1 PURPOSE AND MANUAL ORGANIZATION

0.1.1 PURPOSE A. This is the Ultimate JetCharters (UJC) Embraer 135 Standard

Operating Procedures manual (SOP) issued to UJC flight crewmembers. The SOP provides a reference manual for operating procedures of the Embraer 135 airplane. This EMB 135 SOP is directive in nature: under normal operations crewmembers are required to comply with the procedures herein. In an emergency the Captain is authorized to execute any maneuver that he deems necessary to bring the situation to a safe completion.

0.1.2 APPLICABILITY A. Operational procedures contained herein apply only to the EMB-135LR

airplane operated by Ultimate JetCharters under FAR part 135. These procedures DO NOT apply to airplanes not modified for compliance with part 135 operation.

0.1.3 SOURCES A. The SOP is based upon information from Embraer 145 Airplane

Operations Manual (AOM) revision 41 and the Embraer United States Airplane Flight Manual (AFM) revision 65 including the following AFM Supplements (AFMS) and Honeywell Mark V and Mark VII EGPWS Pilots Guide: 1. AFMS 10, Operation of EMB-135 Models; 2. AFMS 11 EMB 135, Operation with AE3007A1/3 Engines. 3. AFMS 13 EMB 135, Takeoff with Flaps 18o Standard CG 4. AFMS 14 EMB 135, Takeoff with Flaps 18o CG 21.1% 5. EGPWS Pilot’s Guide 060-421-000, Rev. H, August, 2011. 6. AFMS IAW STC ST03158CH-D (W&B, Change of Floor Plan)

0.1.4 CREWMEMBER’S RESPONSIBILITY A. UJC flight crewmembers are required to be familiar with the contents of

this manual. Of particular note are chapters 3 (Limitations) and Chapter 5 (Flight Profiles); intimate knowledge of these chapters is of prime importance to the safe and expeditious operation of the airplane. UJC crewmembers are expected to use and apply this information without hesitation when operating the airplane.

B. The accuracy of the procedures and information in this manual is the responsibility of the UJC Director of Operations (DO). Crewmembers are equally responsible for bringing to the attention of the DO any errors in content.

EMB-135 SOP

INTRODUCTION

SECTION 0.1: PURPOSE & MANUAL ORGANIZATION

0.1.2 01/05/18 Revision 1

0.1.5 CORPORATE ADDRESS A. UJC corporate headquarters address is 6061 W. Airport Drive, North

Canton Ohio, 44720.

0.1.6 MANUAL FORMAT A. The EMB-135 SOP is divided into chapters; each chapter is a major

subdivision or compartmentalization of major areas of interest and/or responsibilities pertinent to the operation of the airplane. The chapters are numbered starting from zero. Each chapter is divided into sections which further compartmentalize the major areas of interest.

B. Each section is composed of major paragraphs which are named to identify their subject matter; this paragraph, 0.1.6, is in chapter zero (Introduction), section 1, Purpose and Manual Organization, paragraph six (Manual Format). Each major paragraph is divided into sub-paragraphs identified (in this paragraph) with a capital letter. 1. Major sub-paragraphs are further indented and numbered,

a. The next paragraphs are identified by small letters, 1) etc.,

a) etc. C. The standard UJC convention regarding statements or checklists is:

A major checklist item to be accomplished is displayed below: STERILE LIGHT .......................................................................... ON

A statement with a bullet identifies an action to be completed or a switch, dial or button which must be activated, turned or pushed.

− A statement with a dash is an amplifying statement explaining the reason for a preceding directed action or one item of a series of a non-prioritized list.

A statement with a solid triangle identifies a condition that may or may not exist in a procedures checklist. If that condition is not appropriate, look down to the next triangle for an alternate condition that may be more appropriate for the procedure. Subsets of the condition symbol are open triangles which are indented from the solid triangle.

D. Information contained in this SOP is in compliance with all applicable Federal regulations and applicable foreign regulations. The SOP is in compliance, where possible and appropriate, with Air Charter Safety Foundation (ACSF) standards.

E. The master files for the UJC EMB-135 SOP are maintained electronically at the corporate headquarters in North Canton, OH.

F. UJC’s manuals are gender neutral. Any reference to “he” is taken to mean “he/she.” Any reference to “she” infers “he/she.”

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SECTION 0.2: TABLE OF CONTENTS Title Page

Revision 0 08/01/16 0.2.1

SECTION 0.2 TABLE OF CONTENTS

CHAPTER ZERO: INTRODUCTION Cover and Record of Revisions ................................................ Section 0.0 Introduction ............................................................................... Section 0.1 Table of Contents .................................................................... Section 0.2 List of Effective Pages .............................................................. Section 0.3 Quick Reference Info ................................................................ Section 0.4 Acronyms and Abbreviations .................................................... Section 0.5 Definitions ................................................................................. Section 0.6 Conversion Factors .................................................................. Section 0.7 Temporary Bulletins .................................................................. Section 0.8

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CHAPTER ONE: NORMAL CHECKLISTS Airplane Checklists .................................................................... Section 1.1 Abbreviated Normal Checklists ......................................... Paragraph 1.1.1

1. Cockpit Safety Check ............................................................ 1.1.1 2. Power Up ............................................................................... 1.1.1 3. Cockpit Preparation ............................................................... 1.1.2 4. Before Start ............................................................................ 1.1.2 5. After Engine Start .................................................................. 1.1.2 6. Taxi ........................................................................................ 1.1.3 7. Before Takeoff ....................................................................... 1.1.3 8. After Takeoff .......................................................................... 1.1.3 9. Climb ..................................................................................... 1.1.3 10. Cruise .................................................................................... 1.1.4 11. Descent and In Range ........................................................... 1.1.4 12. Before Landing ...................................................................... 1.1.4 13. After Landing ......................................................................... 1.1.4 14. Engine Shutdown................................................................... 1.1.5 15. Turn Around ........................................................................... 1.1.5 16. Securing ................................................................................. 1.1.5 17. EFB Backup Checklist ........................................................... 1.1.6

Abbreviated Supplemental Checklists ............................... Paragraph 1.1.2 1. Engine Crossbleed Start ....................................................... .1.1.7 2. Engine Start Assisted by APU ............................................... 1.1.7 3. Engine Start With Airplane Batteries and LPU ...................... 1.1.7 4. Single Engine Taxi ................................................................. 1.1.8 5. T/O Thrust, Takeoff ≥19oC ..................................................... 1.1.8 6. Flap Retraction Schedule ...................................................... 1.1.8 7. Flap maneuvering Speed ...................................................... 1.1.8 8. Ice Protection A Test ............................................................. 1.1.9 9. Ice Protection B Tests ......................................................... 1.1.10

Quick Reaction Checklist .................................................. Paragraph 1.1.3 1. Abnormal Engine Start ...................................................... 1.1.11 2. Steering System Inop or Swerving on Ground ............... 1.1.11 3. Takeoff Configuration Warning ............................................ 1.1.11 4. ATTCS Failure .................................................................... 1.1.11 5. APU Fire .............................................................................. 1.1.12 6. Engine Fire, Severe Damage or Separation ....................... 1.1.12 7. Battery Overtemperature ..................................................... 1.1.12 8. Air Conditioning Smoke ................................................... 1.1.13 9. Baggage Smoke ................................................................. 1.1.13 10. Cabin Fire or Smoke .......................................................... 1.1.13 11. Electrical System Fire or Smoke ...................................... 1.1.13 12. Aileron/Roll Trim Runaway ............................................... 1.1.14 13. Pitch Trim Runaway .......................................................... 1.1.14 14. Rudder/Yaw Trim Runaway .............................................. 1.1.14 15. Jammed Aileron ................................................................... 1.1.14 16. Jammed Elevator ................................................................. 1.1.14

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17. Inadvertent Spoiler Open ..................................................... 1.1.14 18. Rapid Cabin Depressurization .......................................... 1.1.15 19. Emergency Descent ............................................................ 1.1.15 20. Airplane Overspeed ............................................................. 1.1.15 21. Dual Engine Failure ............................................................. 1.1.16 22. Ground Evacuation .............................................................. 1.1.16

Cockpit Safety Check/Power Up .............................................. Section 1.2 1. Cockpit Safety Checklist ........................................................ 1.2.1 2. Power Up Checklist ............................................................... 1.2.3

Exterior Safety Inspection ......................................................... Section 1.3 1. Prior to Inspection .................................................................. 1.3.1 2. Detailed Inspection ................................................................ 1.3.2

Cockpit Preparation & Before Start .......................................... Section 1.4 1. Cockpit Preparation Checklist ................................................ 1.4.1 2. Before Start Checklist .......................................................... 1.4.10

Engine Start, After Start ............................................................ Section 1.5 1. Engine Start ........................................................................... 1.5.1 2. After Start Checklist ............................................................... 1.5.4

Taxi, Before Takeoff, Takeoff ................................................... Section 1.6 1. Taxi Checklist ........................................................................ 1.6.1 2. Before Takeoff Checklist ........................................................ 1.6.2 3. Takeoff ................................................................................... 1.6.3

After Takeoff, Climb, Cruise ..................................................... Section 1.7 1. After Takeoff Checklist ........................................................... 1.7.1 2. Climb Checklist ...................................................................... 1.7.2 3. Cruise Checklist ..................................................................... 1.7.2

Descent and Approach ............................................................. Section 1.8 1. Descent .................................................................................. 1.8.1 2. Descent and In Range Checklist ........................................... 1.8.1 3. Approach Information ............................................................ 1.8.3

Before Landing / Missed Approach .......................................... Section 1.9 1. Before Landing Checklist ....................................................... 1.9.1 2. Missed Approach ................................................................... 1.9.2

After Landing .......................................................................... Section 1.10 1. After Landing Checklist ........................................................ 1.10.1

Shutdown/Leaving the Airplane .............................................. Section 1.11 1. Engine Shutdown Checklist ................................................. 1.11.1 2. Turnaround Checklist ........................................................... 1.11.3 3. Securing Checklist ............................................................... 1.11.3

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CHAPTER TWO: SUPPLEMENTAL PROCEDURES Table of Contents ...................................................................... Section 2.0 Routine Procedures ................................................................... Section 2.1

1. Engine Crossbleed Start ........................................................ 2.1.1 2. Engine Start Assisted by APU ............................................... 2.1.1 3. Engine Start with Airplane Batteries and LPU ....................... 2.1.2 4. Taxi and Runway Operations ................................................ 2.1.3 5. Single Engine Taxi ................................................................. 2.1.5 6. Takeoff in T/O RSV Mode ..................................................... 2.1.7 7. Altimeter Miscompare Tolerances ......................................... 2.1.8 8. Bounced Landing Recovery ................................................ 2.1.10

UNS-1K Navigation .................................................................. Section 2.2 1. Normal Procedures ................................................................ 2.2.1 2. Approach ............................................................................... 2.2.2 3. Transition from FMS to Autopilot ILS Approach .................... 2.2.3 4. RVSM Operation.................................................................... 2.2.4 5. RNP Approach ....................................................................... 2.2.6

Cold Weather............................................................................. Section 2.3 1. Exterior Safety Inspection ...................................................... 2.3.1 2. Interior Safety Inspection ....................................................... 2.3.2 3. Engine Start ........................................................................... 2.3.4 4. After Start ............................................................................... 2.3.5 5. Anti/De Icing with Engines/APU running ............................... 2.3.6 6. Taxi ........................................................................................ 2.3.7 7. Before Takeoff ....................................................................... 2.3.8 8. Takeoff ................................................................................. 2.3.11 9. After Takeoff ........................................................................ 2.3.11 10. Climb/Cruise ........................................................................ 2.3.12 11. Flight in Icing Conditions ..................................................... 2.3.13 12. Holding ................................................................................. 2.3.13 13. Descent ................................................................................ 2.3.14 14. Approach and Landing ........................................................ 2.3.14 15. Taxi In and Parking .............................................................. 2.3.15 16. Through Flights .................................................................... 2.3.15 17. Securing for Cold Soak or Extended Periods ...................... 2.3.16

Lightning Strike .......................................................................... Section 2.4 1. During Ground Operations .................................................... 2.4.1 2. During Flight Operations ........................................................ 2.4.2

Turbulence and Hot Weather .................................................... Section 2.5 1. Turbulent Air Penetration ....................................................... 2.5.1 2. Hot Weather ........................................................................... 2.5.2

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Severe Weather Avoidance ...................................................... Section 2.6

1. Weather Radar System ......................................................... 2.6.1 2. Preliminary Control Settings .................................................. 2.6.1 3. Weather Radar Usage ........................................................... 2.6.3 4. Warnings ................................................................................ 2.6.4 5. Tilt Management and Symbols .............................................. 2.6.5 6. Individual Returns to Avoid .................................................... 2.6.6

Enhanced Ground Proximity System ....................................... Section 2.7 1. EGPWS Constraints .............................................................. 2.7.1 2. System Activation .................................................................. 2.7.2 3. EGPWS Self Test .................................................................. 2.7.3 4. Normal Procedures ................................................................ 2.7.4 5. Abnormal Procedures ............................................................ 2.7.6 6. Emergency Procedures ......................................................... 2.7.7 7. Windshear Warning System .................................................. 2.7.8 8. Windshear Prevention/Recovery ......................................... 2.7.10 9. Windshear Warning During Takeoff..................................... 2.7.10 10. Windshear Warning During Approach ................................. 2.7.10

Traffic Collision Avoidance System Procedures ....................... Section 2.8 1. Normal Operating Procedures ............................................... 2.8.1 2. Aircrew Responsibilities ......................................................... 2.8.2 3. Mandatory Responses ........................................................... 2.8.6 4. Operating Characteristics .................................................... 2.8.12

Emergency/Abnormal Procedures ....................................... Section 2.9 1. General .................................................................................. 2.9.1 2. Engine Fire on Final Approach/After Landing ........................ 2.9.1 3. Emergency Evacuation Procedures ...................................... 2.9.2 4. Unusual Attitudes or Upsets .................................................. 2.9.4 5. Dual Engine Failure Immediately After Takeoff ..................... 2.9.5

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CHAPTER THREE: LIMITATIONS Table of Contents ...................................................................... Section 3.0 AFM Limitations ......................................................................... Section 3.1

1. Overview ................................................................................ 3.1.1 2. Operational Envelope ............................................................ 3.1.2 3. Weight .................................................................................... 3.1.3 4. Center of Gravity Limits ......................................................... 3.1.4 5. Emergency and Abnormal Procedures ................................. 3.1.6 6. Normal Procedures ................................................................ 3.1.6 7. Performance .......................................................................... 3.1.6 8. Noise Levels .......................................................................... 3.1.7 9. Loading .................................................................................. 3.1.7 10. Airspeeds ............................................................................... 3.1.8 11. Kinds of Operation ............................................................... 3.1.10 12. Minimum Crew ..................................................................... 3.1.10 13. Maneuvering Flight Load Factors ........................................ 3.1.10 14. Runway ................................................................................ 3.1.10 15. Fuel ...................................................................................... 3.1.11 16. Auxiliary Power Unit ............................................................ 3.1.12 17. Powerplant ........................................................................... 3.1.13 18. Operation in Icing Conditions .............................................. 3.1.17 19. Electrical .............................................................................. 3.1.18 20. Pneumatic, Air Conditioning and Pressurization ................. 3.1.18 21. Flight Controls ...................................................................... 3.1.18 22. Navigation and Communication Equipment ........................ 3.1.19 23. Instrument Landing System ................................................. 3.1.20 24. Enhanced Ground Proximity Warning System .................... 3.1.20 25. Doors ................................................................................... 3.1.21 26. Autopilot ............................................................................... 3.1.22 27. Ozone Concentration ........................................................... 3.1.23 28. UNS-1K Flight Management System................................... 3.1.25 29. Navigation Operational Approvals ....................................... 3.1.27 30. Minimum Oxygen Pressure For Dispatch ............................ 3.1.28

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CHAPTER FOUR PROCEDURES AND TECHNIQUES Table of Contents ..................................................................... Section 4.0 Ground Operations ................................................................... Section 4.1

1. Engine Start ........................................................................... 4.1.1 2. Extend Life Of Major APU Components ................................ 4.1.2 3. Flight Controls Check ............................................................ 4.1.2 4. Taxi ........................................................................................ 4.1.2 5. Taxi Speeds and Braking ....................................................... 4.1.3 6. Use Of Carbon Brakes ........................................................... 4.1.3 7. Influences on Tire Wear ......................................................... 4.1.4 8. Thrust Use During Taxi .......................................................... 4.1.4 9. Rudder/Steering Use ............................................................ 4.1.4 10. Single Engine Taxi ................................................................. 4.1.6 11. Taxi in Adverse Weather ....................................................... 4.1.7 12. Engine Fire on Ground .......................................................... 4.1.7 13. Emergency Evacuation .......................................................... 4.1.8

Takeoff and Climb .................................................................... Section 4.2 1. Takeoff ................................................................................... 4.2.1 2. Climb ...................................................................................... 4.2.2

Cruise ..................................................................................... Section 4.3 1. Overview ................................................................................ 4.3.1 2. Speed Management .............................................................. 4.3.1 3. Altitude Selection ................................................................... 4.3.1 4. Flight Controls Trimming ........................................................ 4.3.3 5. Fuel Imbalance ...................................................................... 4.3.3 6. Thrust Lever Technique ......................................................... 4.3.4 7. Turbulent Air Penetration ....................................................... 4.3.4 8. Driftdown ................................................................................ 4.3.5 9. RVSM ..................................................................................... 4.3.6 10. Emergency Descent .............................................................. 4.3.6 11. Unreliable Airspeed ............................................................... 4.3.8

Descent ..................................................................................... Section 4.4 1. Overview ................................................................................ 4.4.1 2. Descent Speeds .................................................................... 4.4.1 3. Initial Distance To Descent .................................................... 4.4.2 4. Ice Condition .......................................................................... 4.4.2

Approach .................................................................................. Section 4.5 1. Overview ................................................................................ 4.5.1 2. Fuel Consumption .................................................................. 4.5.1 3. Flap Maneuvering Speeds ..................................................... 4.5.2 4. Instrument Approaches ......................................................... 4.5.2 5. Initial Approach ..................................................................... 4.5.5 6. Procedure Turn ...................................................................... 4.5.6 7. Malfunctions ........................................................................... 4.5.6 8. Precision Approach Procedures ............................................ 4.5.7 9. Intercepting Glideslope From Above ..................................... 4.5.8 10. Low Visibility Approach .......................................................... 4.5.9

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CHAPTER FOUR PROCEDURES AND TECHNIQUES (Continued) Landing ...................................................................................... Section 4.6

1. Stabilized Approach ............................................................... 4.6.1 2. Landing Procedure ................................................................ 4.6.2 3. Brakes Usage ........................................................................ 4.6.3 4. Crosswind Landing ................................................................ 4.6.4 5. Factors Affecting Landing Distance ....................................... 4.6.5 6. Recovery From Offset Position .............................................. 4.6.6 7. Low Visibility Landing ............................................................ 4.6.7 8. Rejected Landing ................................................................... 4.6.7 9. Bounced Landing ................................................................... 4.6.8 10. Tail Strike ............................................................................... 4.6.9 11. Overweight Landing ............................................................... 4.6.9

Maneuvers ................................................................................. Section 4.7 1. Overview ................................................................................ 4.7.1 2. Stall Recognition and Recovery ............................................ 4.7.1

CHAPTER FIVE: FLIGHT PROFILES Table of Contents ...................................................................... Section 5.0 Takeoff and Approaches ........................................................... Section 5.1

1. Normal Takeoff ...................................................................... 5.1.1 2. Precision Approach ............................................................... 5.1.2 3. Non Precision Straight In Approach ...................................... 5.1.3 4. Non Precision Circling Approach ........................................... 5.1.4 5. Visual Approach..................................................................... 5.1.5

Emergency and Abnormal ......................................................... Section 5.2 1. Takeoff Engine Failure After V1 ............................................. 5.2.1 2. One Eng Inop Precision Approach ........................................ 5.2.2 3. One Engine Inop Non Precision Approach ............................ 5.2.3 4. One Engine Inoperative Circling Approach ........................... 5.2.4 5. One Engine Inop Visual Approach ........................................ 5.2.5 6. Landing with Flap Malfunction ............................................... 5.2.6

Rejected Takeoff and Landing .................................................. Section 5.3 1. Rejected Takeoff.................................................................... 5.3.1 2. Rejected Landing/Go Around/Missed Approach ................... 5.3.2

Approach To Stall ...................................................................... Section 5.4 1. Approach To Stall Takeoff Configuration .............................. 5.4.1 2. Approach To Stall Enroute Configuration .............................. 5.4.2 3. Approach To Stall Landing Configuration .............................. 5.4.3

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CHAPTER SIX: PERFORMANCE Table of Contents ..................................................................... Section 6.0 Introduction ............................................................................... Section 6.1

1. Speeds Definitions ................................................................. 6.1.1 2. Crosswind Reference Diagram .............................................. 6.1.2

Takeoff ..................................................................................... Section 6.2 1. Balanced Field Length T/O Speeds, TO-1 Mode .................. 6.2.1 2. Balanced Field Length T/O Speeds, ALT TO-1 Mode ........... 6.1.2 3. Unbalanced Field Length T/O Speeds, Std CG ..................... 6.1.3 4. Unbalanced Field Length T/O Speeds, 21.1% CG ................ 6.1.4 5. Final Segment Speed ............................................................ 6.1.5 6. Other Speeds ......................................................................... 6.1.5 7. Pitch Trim Units...................................................................... 6.2.6 8. Flap Retraction Schedule ...................................................... 6.2.6 9. Flap Maneuvering Speed ....................................................... 6.2.6

Simplified Takeoff Analysis Tables ........................................... Section 6.3 1. Weights and Speeds Determination Method ......................... 6.3.1 2. Sample Takeoff Analysis Table ............................................. 6.3.2

Enroute ..................................................................................... Section 6.4 1. Holding Charts ....................................................................... 6.4.1 2. Driftdown Tables .................................................................... 6.4.3

Approach & Landing ................................................................. Section 6.5 1. Approach Climb Speed .......................................................... 6.5.1 2. Landing Climb and Reference Speeds .................................. 6.5.2 3. Flap Maneuvering Speed ....................................................... 6.5.3 4. Final Approach Speed ........................................................... 6.5.3 5. Landing .................................................................................. 6.5.4 6. Unfactored Landing Distance Tables Flaps 22 ...................... 6.5.4 7. Unfactored Landing Distance Tables Flaps 45 ...................... 6.5.6 8. Contaminated Runways Unfactored Landing Distance ......... 6.5.8 9. Advisory Info Standing Water Slush/Wet/Dry Snow .6” ....... 6.5.10 10. Advisory Info Standing Water Slush/Wet/Dry Snow1.25” .... 6.5.11 11. Advisory Info Standing Water/Slush/Wet/Dry Snow 2.5” ..... 6.5.12 12. Advisory Info Compacted Snow........................................... 6.5.13 13. Advisory Info Ice .................................................................. 6.5.14 14. Landing Distance Correction Factors .................................. 6.5.15

Quick Turnaround Weight ......................................................... Section 6.6 1. Quick Turnaround Weight Usage .......................................... 6.6.1 2. Sample Quick Turnaround Chart ........................................... 6.6.2

Simplified Flight Planning ......................................................... Section 6.7 1. Fuel Required, Long Range Cruise ....................................... 6.7.1 2. Fuel Required Max Speed Cruise.......................................... 6.7.2 3. Flight Time Long Range Cruise ............................................. 6.7.3 4. Flight Time Max Speed Cruise .............................................. 6.7.4 5. Cruise – Wind Altitude Trade ................................................. 6.7.5

Unreliable Airspeed Tables ...................................................... Section 6.8 6. Anti-Ice OFF ........................................................................... 6.8.1 7. Anti-Ice ON ............................................................................ 6.8.3

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CHAPTER SEVEN: WEIGHT AND BALANCE Table of Contents ...................................................................... Section 7.0 Introduction ................................................................................ Section 7.1

1. Standard Terms and Definitions ............................................ 7.1.1 General Data ............................................................................. Section 7.2

1. Balance Reference System ................................................... 7.2.1 2. Fuel Data ............................................................................... 7.2.2 3. Miscellaneous Fluids ............................................................. 7.2.2 4. Pitch Trim Setting .................................................................. 7.2.3 5. Passengers ............................................................................ 7.2.3 6. Flight Crew Items ................................................................... 7.2.4

Index System ............................................................................. Section 7.3 1. Introduction ............................................................................ 7.3.1 2. Index Influence ...................................................................... 7.3.2 3. Fuel Index Variation ............................................................... 7.3.3 4. OEW/OEI Determination ....................................................... 7.3.5 5. Center Of Gravity Curtailments ............................................. 7.3.6

Operational Procedures ............................................................ Section 7.4 1. Purpose ................................................................................. 7.4.1 2. Loading Analysis.................................................................... 7.4.1 3. Curtailments ........................................................................... 7.4.4 4. Summary ............................................................................... 7.4.7 5. Sample Maximum Loading Chart .......................................... 7.4.8

W&B Program for iPad .............................................................. Section 7.5 1. iFly Program for iPad ............................................................. 7.5.1 2. iFly Data Entry ....................................................................... 7.5.2 3. Sample Entries ...................................................................... 7.5.4 4. Preferences Tab .................................................................. 7.5.10

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SECTION 0.3: LIST OF EFFECTIVE PAGES PAGE REV DATE PAGE REV DATE PAGE REV DATE

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INTRODUCTION


0.3.2 01/05/18 Revision 1

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INTRODUCTION


Revision 1 01/05/18 0.3.3

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EMB-135 SOP

INTRODUCTION

SECTION 0.3: LIST OF EFFECTIVE PAGES

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EMB-135 SOP

INTRODUCTION

SECTION 0.4: QUICK REFERENCE INFO

Revision 1 01/05/18 0.4.1

SECTION 0.4 QUICK REFERENCE INFO

0.4.1 EMB-135LR AIRPLANE 3 VIEW

EMB-135 SOP

INTRODUCTION

SECTION 0.4: QUICK REFERENCE INFO

0.4.2 01/05/18 Revision 1

0.4.2 TURNING RADII

EMB-135 SOP

INTRODUCTION

SECTION 0.5: ACRONYMS AND ABBREVIATIONS

Revision 0 08/01/16 0.5.1

SECTION 0.5 ACRONYMS AND ABBREVIATIONS ABNORM ...................................... Abnormal ABV ................................... APU Bleed Valve ABP ............................... Able Bodied Person AC ..................................... Advisory Circular A/ C .........................Air conditioning, Aircraft ac ................................... Alternating Current ACARS ...... ARINC Comm & Reporting Syst ACM ................................ Air Cycle Machine ACOC ......................... Air Cooled Oil Cooler Admin .................................... Administration Acft................................................... Aircraft ADC ................................Air Data Computer ADF ................... Automatic Direction Finder ADI ..................... Attitude Direction Indicator ADS ................................... Air Data System ADR ................................. Advisory Route(s) ADV ............................................... Advisory AEO ........................... All Engines Operative AFE ............................ Above Field Elevation AFL .................................. Above Field Level AFM .......................... Airplane Flight Manual AFMS ............................... AFM Supplement AFU .................................. Artificial Feel Unit AGL .............................. Above Ground Level AHARS .......................... Att & Hdg Ref Syst A/I ................................................... Anti–Ice Alt .................................................... Altitude AMFL ......................... Aircraft Mx Flight Log AOA ..................................... Angle of Attack AOA .............................. Air Operations Area AOC .......... Aeronautical Operational Control AOM .................... Aircraft Operating Manual AOSSP .............. Acft Optr Std Security Pgm AP .................................................. Autopilot A/P ..................................... Airport, Airplane AP/FD ..................... Autopilot/Flight Director APG .................................. Airplane General APG .................. Aircraft Performance Group ARINC ..................... Aeronautical Radio Inc. Arr ...................................................... Arrival AS .................................................. Airspeed ASR .................... Airport Surveillance Radar Assn ........................................... Association ASI .................................. Airspeed Indicator ATA .................................Air Transport Assn ATC .................................. Air Traffic Control ATCRBS ............... ATC Radar Beacon Syst ATIS ........Auto Terminal Information Service ATP ............................ Airline Transport Pilot ATS ................................. Air Turbine Starter ATT .................................................. Attitude ATTCS ........ Auto TO Thrust Control System Auto ............................................. Automatic Aux................................................. Auxiliary AVAIL ............................................ Available AWS .......................... Aural Warning System

AWU .............................. Aural Warning Unit BACV ........................ Bleed Air Check Valve BARO ......................................... Barometric BFO ..................... Beat Frequency Oscillator BIT ............................................ Built In Test BITE ........................ Built in Test Equipment Bkn ...............................Broken (cloud layer) BLD .................................................... Bleed BLW ................................................... Below BOW ....................... Basic Operating Weight BRG ................................................. Bearing BTC ................................. Bus Tie Contactor CAA .......... Civil Aviation Authority (Canada) CAS .............................. Calibrated Airspeed CAT ............................. Clear Air Turbulence CB, C/B................................. Circuit Breaker CBV ................................. Crossbleed Valve CCW ............................... Counter Clockwise CDL .................. Configuration Deviation List CDU .............................. Control Display Unit CFL ............................... Cleared Flight Level CFR ................ Code of Federal Regulations CG .................................... Center of Gravity CHK ................................................... Check CL ................................................ Centerline CLSD ................................................ Closed CMC ........... Central Maintenance Computer CMU ..... (FAA) Certificate Management Unit COB ................................ Carry On Baggage COM .............. Corporate Operations Manual CONFIG .................................. Configuration COTS .................. Commercial Off The Shelf CPCS .............. Cabin Pressure Control Syst CRFI ......... Canadian Runway Friction Index CRM .............. Crew Resource Management CRO ............... Complaint Resolution Official CRS .................................................. Course CRT ............................... Cathode Ray Tube CRZ ................................................... Cruise CSI .......................... Cabin Safety Inspector CSMU .......... Crash Survivable Memory Unit CSR .......................... Customer Service Rep CTAF ........... Control Tower Advisory Facility CVG ............ Compressor Variable Geometry CVR ........................ Cockpit Voice Recorder CW .............................................. Clockwise DA ..................................... Decision Altitude DADC .................. Digital Air Data Computer DAP ............................... Digital Audio Panel DAU ............................ Data Acquisition Unit dB .................................................... Decibel DBL .................................................. Double DC, dc ................................... Direct Current DCP ........................... Display Control Panel DEC .............................................. Decrease DFDR ........................................ Digital FDR

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INTRODUCTION


0.5.2 08/01/16 Revision 0

DG ................................... Dangerous Goods DG ...................................... Directional Gyro DH .......................................Decision Height DHS ........ Department of Homeland Security Dig ..................................................... Digital DME ........... Distance Measuring Equipment DN ...................................................... Down ΔP ............................... Differential Pressure DMI .................... Deferred Maintenance Item DO ............................. Director of Operations DP .............................. Departure Procedure DR ..................................... Dead Reckoning DRVSM ............................. Domestic RVSM DTK ....................................... Desired Track DU ............................................ Display Unit EADI ...................................... Electronic ADI EASA ....... European Aviation Safety Agency ECS ................... Environmental Control Syst EFB ............................. Electronic Flight Bag ECU ................... Environmental Control Unit EDL ................... Electrical Distribution Logic EDP ............................. Engine Driven Pump EDS .....................Electrical Distribution Syst EFC ..................... Expect Further Clearance EFF .............................................. Effectivity EFIS ........................ Electronic Flt Instr Syst Elec .................................................. Electric Elect ............................................. Electronic e.g. ............................................ for example EBV .............................. Engine Bleed Valve EGPWS ............................ Enhanced GPWS EGT .................... Exhaust Gas Temperature EHSI ...................................... Electronic HSI EICAS............. Eng Ind & Crew Alerting Syst ELEC ............................................. Electrical ELEV .............................................. Elevator ELT ............. Emergency Locator Transmitter EMER ........................................ Emergency EMI ................. Electromagnetic Interference Eng ................................................... Engine ENT ..................................................... Enter ERR ...................................... Error message ESS ...................................... Essential (bus) ESU ...................... Electronic Sequence Unit EOW .......................... Extended Over Water ERP ................... Emergency Response Plan ERS .................................. Exit Row Seating ESC ...................... Executive Safety Council ET ........................................... Elapsed Time ETE ....................... Estimated Time Enroute EW ................................ Emergency Whistle EXT ................................................ External FA ........................................Flight Attendant FAA .............Federal Aviation Administration FADEC ........ Full Authority Dig Elect Control FAF ................................ Final Approach Fix FAM ........................ Flight Attendant Manual FAM .............................. Federal Air Marshall

FBO ............................ Fixed Base Operator FC .................................... Flight Coordinator FD .......................................... Flight Director FCOC ....................... Fuel Cooled Oil Cooler FDR ............................ Flight Data Recorder FF ................................................ Fuel Flow FGCP ............ Flight Guidance Control Panel FL ...............................................Flight Level FLC .............................. Flight Level Change Flt ........................................................ Flight FM ............................. Frequency Modulation FMS .................. Flight Management System FMSP ................................ FMS Procedures FO ............................................. First Officer FP ................................ Flying Pilot (see PF) FPD ............. Freeze Point Depressant (fluid) FPM ....................................Feet Per Minute FPMU .................... Fuel Pump Metering Unit FSBY................................... Forced Standby FSDO ........... Flight Standards District Office FSS ............................ Flight Service Station ft. .......................................................... Feet FWD ................................................ Forward g .................................... gravity Acceleration GA ...............................................Go Around GCA ................ Ground Controlled Approach GCP ....................... Guidance Control Panel GCU ......................... Generator Control Unit GCU .......................... Guidance Control Unit GEN ............................................. Generator GMAP .................. Ground Mapping (Radar) GMM ............. General Maintenance Manual GMT ......................... Greenwich Mean Time GNSS ............... Global Nav Satellite System GOM ................ General Operations Manual GPM ............................... Gallons Per Minute GPS ....................Global Positioning System GPU ................ Ground (electric) Power Unit GPWS ................ Ground Prox Warning Syst G/S, GS ....................................... Glideslope GSE .................. Ground Support Equipment GSPD .................................... Ground Speed GW ......................................... Gross Weight h ........................................................... Hour HAA ............................ Height above Airport HAT ...................... Height above Touchdown HD ....................................................... Head HDG ............................................... Heading HF ....................................... High Frequency HI ......................................................... High HIRL ......................... Hi Intensity R/W Lights HOT .............................. Holdover Timetable Hg .................................... Inches of Mercury Hp ......................................... High Pressure hPa .......................................... Hectopascal HPT .......................... High Pressure Turbine HSCU ........ Horizontal Stabilizer Control Unit HSI .................. Horizontal Situation Indicator

EMB-135 SOP

INTRODUCTION


Revision 1 01/05/18 0.5.3

HSV ..............(Pneumatic) High Stage Valve HUD .................................. Head Up Display HYD .............................................. Hydraulic Hz ....................................................... Hertz IAP ............. Instrument Approach Procedure IAS ..................................Indicated Airspeed IAW ............................... In Accordance With IC ................................ Integrated Computer ICAO ........................... Intl Civil Aviation Org ICS ................... Intercommunication System ID ............................................. Identification IFR .......................... Instrument Flight Rules IGN .................................................. Ignition IGV.................................... Inlet Guide Vane ILS .................... Instrument Landing System IMC ............. Instr Meteorological Conditions INBD, inbd ........................................ Inboard INC................................................. Increase Ind ................................................. Indication Indef ................................ Indefinite (Ceiling) INOP ......................................... Inoperative Instr ............................................. Instrument INT ................................................... Internal Intl ............................................ International INV ................................................... Inverter I/O .......................................... Input / Output IOE................... Initial Operating Experience IPC ......................... Illustrated Parts Catalog IPM .............. Inspection Procedures Manual IRS ..................... Inertial Reference System IRU............................ Inertial Reference Unit ISA ................................ Intl Std Atmosphere ITT ............. Interstage Turbine Temperature JAR ......... Joint Airworthiness Requirements KCAS .................. Knots Calibrated Airspeed Kg .................................................. Kilogram kHz................................................. Kilohertz KIAS ...................... Knots Indicated Airspeed Km ................................................ Kilometer Kt ........................................................ Knots kW..................................................Kilowatts LAT ................................................. Latitude LAV ................................................ Lavatory Lb/LB ............................................... Pounds LCD ............................ Liquid Crystal Display LED .............................. Light Emitting Diode LDA ........................ Localizer Directional Aid LEO ................ Law Enforcement Officer/Ops LG .......................................... Landing Gear LGEU .............. Landing Gear Electronic Unit LLWS ....................... Low Level Wind Shear Loc .................................................Localizer LON ............................................. Longitude LP .......................................... Low Pressure LPT ............................................ LP Turbine LRC ............................... Long Range Cruise LRN ......................... Long Range Navigation LOUT ........... Lowest Operational Use Temp

LRBL .................. Least Risk Bomb Location LSS ....................... Lightning Sensor System M ........................................................ Mach M ........................................................ Meter μ ....................................................... Micron MAC ................... Mean Aerodynamic Chord MADC ......................................... Micro ADC MAG .............................................. Magnetic MAN ................................................ Manual MAP ......................... Missed Approach Point MAX .............................................. Maximum MB ....................................... Marker Beacon Mb .................................................... Millibar MC ............................... Maintenance Control MCA .......................... Minimum Crossing Alt MCT ......................... Max Continuous Thrust MDA ................... Minimum Descent Altitude MEA ..................... Minimum Enroute Altitude MEL .......................Minimum Equipment List MEM ............................................... Memory MFD .......................... Multi–Function Display MHz ............................................ Megahertz MIC ............................................ Microphone MIN(s). ....................................... Minimum(s) min .................................................... Minute MKR ................................................. Marker MLG ............................... Main Landing Gear MLW ................ Max Design Landing Weight Mm ............................................... Millimeter MMEL ....................................... Master MEL Mmo ................... Maximum Operating Mach MN ......................................... Mach Number MOCA ........... Min Obstruction Clearance Alt MORA ................................ Min off Route Alt MRW .............................. Max Ramp Weight MSA .................................. Min Safe Altitude MSC ............................... Max Speed Cruise MSG .............................................. Message MSL .................................... Mean Sea Level MSLW .......... Max Structural Landing Weight MTBD ............... Mean Time Between Defect MTBF ............... Mean Time Between Failure MTO .................. Max (performance) Takeoff MTOW .......................... Max Takeoff Weight Mvmt ............................................ Movement Mx............................................ Maintenance MZFW ....................... Max Zero Fuel Weight N ......................................................... North N1 .............................. Fan (LP Rotor) Speed N2 ...................................... HP Rotor Speed N/A ....................................... Not Applicable Nat’l ................................................ National Nav ............................................. Navigation NDB ....................... Non–Directional Beacon NFL ................................... (TSA) No Fly List NLG ...............................Nose Landing Gear NM ........................................... Nautical Mile NORAD............ North American Air Defense

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0.5.4 01/05/18 Revision 1

NTSB ....... Nat’l Transportation Safety Board NTZ ........................ No Transgression Zone NWS .................... National Weather Service NWS ........................... Nose Wheel Steering OAD ............................... On-Airplane Delay OAT ....................... Outside Air Temperature OBD, obd ...................................... Outboard OCC ................... Operations Control Center ODALS ...... Operational Airport Lighting Syst ODP .............Obstacle Departure Procedure OE ............................. Operating Experience OEI ......................... One Engine Inoperative Ops ............................................. Operations Opl ............................................. Operational Optr ............................................... Operator OVBD ..........................................Overboard Ovc ........................... Overcast (Cloud layer) OVHT ............................................ Overheat OVLD ............................................ Overload OVRD ............................................. Override OXY ................................................. Oxygen PA ............ (a/p) Passenger Address system PAI ................... Principal Avionics Inspector PAPI ....... Precision Approach Path Indicator PAR ......... Precision Approach Radar (GCA) PAST ...................... Pilot Activated Self Test PAX ............................................ Passenger PBE ........... Protective Breathing Equipment PCL ........................ Pilot Controlled Lighting PED .................... Portable Electronic Device Pgm ................................................ Program PIC .................................. Pilot In Command PF ............................................... Pilot Flying PFD ........................... Primary Flight Display PIT ....................................................... Pitch PLI ................................ Pitch Limit Indicator PM ....................................... Pilot Monitoring PMA .............. Permanent Magnet Alternator PMI ............ Principal Maintenance Inspector PNF ......................................Pilot Not Flying POH .................... Pilot Operating Handbook POI ............... Principal Operations Inspector POST ............................ Power On Self Test PRM ................... Precision Runway Monitor PRSOV ................ Pressure Regulating SOV Prox ............................................... Proximity PSI ........................ Pounds per Square Inch PSID ..................................... PSI Differential PSIG ........................................... PSI Gauge PSU ........................ Passenger Service Unit PTT ........................................ Push To Talk QRC ..................... Quick Reaction Checklist QRH ................. Quick Reference Handbook QTY ................................................ Quantity R.......................................................... Right RA ............................ Radar (Radio) Altitude RA ................................ Resolution Advisory RAIM ..... Rcvr Autonomous Integrity Monitor

RCLM .............. Runway Centerline Markings RCT ....................................... REACT Mode Rcvr ............................................... Receiver Rdcd ............................................. Reduced REACT .... Rain Echo Attenuation Technique RECIRC .......................... Recirculation (fan) Ref .............................................. Reference RH .............................................. Right Hand Rep ...................................... Representative REV ............................................... Reverse RF ........... Radius to Fix (approach segment) RCR .................. Runway Condition Reading RMI ....................... Radio Magnetic Indicator RNAV .................................. Area navigation RNG .................................................. Range RNP ........ Required Navigation Performance ROC ...................................... Rate Of Climb RPM ........................ Revolutions Per Minute RTA .............. Rcvr Transmitter Antenna Unit Rte ..................................................... Route RVR ................. Runway Visual Range (feet) RVSM....... Rdcd Vertical Separation Minima RVV ................ Runway Visibility Value (sm) Rwy ................................................. Runway SAP ................................ Static Air Pressure SAT .......................... Static Air Temperature SAI ...................... Standby Attitude Indicator SB ....................................... Service Bulletin SCV .......................... Starting Control Valve SCD ............. Subject to Captain’s Discretion Sct ........................... Scattered (Cloud layer) Sfc ................................................... Surface SG ................................... Symbol Generator SIC ............................. Second In Command SID .............. Standard Instrument Departure SIDA ..... Security Identification Display Area SL ................................................. Sea level SLOP ..... Strategic Lateral Offset Procedure SM, sm .................................. Statute Mile(s) SMGCS ..... Sfc Mvmt Guidance Control Syst SMS ................ Safety Management System SMSM ..................................... SMS Manual SNR ............................ Signal to Noise Ratio SOE ........ Supervised Operating Experience SOPs.......... Standard Operating Procedures SOV ........................................ Shutoff Valve SPD .................................................. Speed SPS ......................... Stall Protection System SQ ................................................... Squelch SSI ................ Sensitive Security Information SSEC ............ Static Source Error Correction ST .................................................. Sidetone STAB......................... Stabilizer/Stabilization STAR ................. Std Terminal Arrival Route Std ................................................ Standard Syst .................................................. System TA ....................................... Traffic Advisory TACAN ...................... Tactical Air Navigation

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TAS ........................................True Airspeed TAT ........................... Total Air Temperature TBD ............... To Be Determined/Developed TCAS ......... Traffic Collision Avoidance Syst TCS ......................... Touch Control Steering T/D ........................................... Touch Down TDS .........................................TO Data Syst TDZ ................................. Touch Down Zone TDZE .............. Touch Down Zone Elevation Temp ....................................... Temperature Tempo ......................................... Temporary TFSSP ............... 12,5 Std Security Program TL(s) .................................... Thrust Lever(s) TLA ................................................TL Angle TO, T/O ............................................ Takeoff TOC ................................. Table of Contents TOC ........................................ Top Of Climb TOD .................................... Top Of Descent TOI ..................................... Track of Interest T/R ..................................... Thrust Reverser TRB ............................................ Turbulence TS .......................................... Trip Schedule TSA .............. Transportation Security Admin TTG ........................................... Time To Go UAS ...............................Ultimate Air Shuttle UFN .............................. Until Further Notice UHF ........................... Ultra High Frequency UJC ...................... Ultimate Jetcharters, LLC UM ........................... Unaccompanied Minor UTC ................. Universal Coordinated Time ULB .................. Underwater Locator Beacon VASI ........... Visual Approach Slope Indicator VDP ............................ Visual Descent Point VHF ............................. Very High Frequency Vis ................................................... Visibility VMC .......... Visual Meteorological Conditions VOR .................... VHF Omni bearing Range VSI ......................... Vertical Speed Indicator WAAS ...... Wide Area Augmentation System WOW ............................. Weight On Wheels WPM .................. Winter Procedures Manual WPT .............................................. Waypoint Wx.................................................. Weather ZFW .................................. Zero Fuel Weight

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0.5.6 01/05/18 Revision 1


EMB-135 SOP

INTRODUCTION

SECTION 0.6: DEFINITIONS

Revision 0 08/01/16 0.6.1

SECTION 0.6 DEFINITIONS 1. ABNORMAL;

When abnormal is used to describe a procedure or checklist, it refers to a non-routine operation in which certain procedures or actions must be taken to maintain an acceptable level of airworthiness for a continued safe flight and landing. When associated with a caution condition message, it will indicate procedures that may result in damage to equipment if not followed. The abnormal procedures have been written assuming oxygen masks will be donned and communications established between crewmembers whenever oxygen deficiency or contamination is suspected.

2. ACCELERATION ALTITUDE Is defined as Level off Altitude on the Runway Analysis performance chart. It is the takeoff 3rd segment and is used for level flight, acceleration and flap retraction. The acceleration altitude varies between 400 ft and 1500 ft according to the takeoff path, obstacles and engine limitations. Normal acceleration altitude for UJC operations is 1000 feet AGL or as indicated on the APG takeoff analysis.

3. ADVISORY Used to indicate a condition that requires crew awareness and may require future crew action.

4. APPROACH SEQUENCE Actions to be performed by the Pilot Not-Flying upon Pilot Flying request during the approach phase.

5. AREAS OF RESPONSIBILITY Cockpit areas operated by a specific pilot. These areas exist to improve crew coordination and a pilot must always advise the other pilot if he is intending to operate something outside his Area of Responsibility.

6. AUTOMATION COMPLACENCY Failure to monitor airplane systems due to overconfidence in automation.

7. CABIN CREW Crewmembers that report to the Pilot-in-Command and are in charge of assuring the safety of the occupants that are not crewmembers in all circumstances. The cabin crew is composed of Flight Attendants.

8. CALLOUTS Callouts are aids in maintaining awareness of the crew as to the status of given tasks. They are extremely important in aiding situational awareness. They are made to indicate that a system has deviated from the assigned parameters or to describe tasks or events requiring a high level of monitoring of highly dynamic and unstable events.

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9. CAUTION Operating procedures, techniques and Other related information which may Result in damage or destruction of Equipment, if not carefully followed.

10. CRITICAL PHASES OF FLIGHT High workload phases of flight. Flight phases below 10,000 feet MSL (not including cruise flights), Takeoffs, Final Approach, Missed Approach, Landings, including landing roll, Taxi procedures and all parts of the flight operation considered as critical by the flight crew.

11. DARK AND QUIET COCKPIT A concept used to design and operate an airplane based on the assumption that in flight all systems are normal when the overhead, main, glareshield and control pedestal panels have no lights on, and no aural warnings are taking place. This concept enforces the need of a quiet environment inside the cockpit during most phases of flight.

12. DO AND VERIFY A checklist usage technique that consists of completing all the checklist actions by memory and verifying them afterwards by reading and replying.

13. EMERGENCY When emergency is used to describe a procedure or Checklist, it refers to a non-routine operation (warning) in which certain procedures or actions must be taken to protect the crew, passengers or the airplane from a serious hazard or potential hazard. When associated with a warning EICAS message, it will indicate procedures that may result in personal injury or loss of life if not followed. The emergency procedures have been written assuming oxygen masks will be donned and communications established between crewmembers whenever their use is required.

14. EXPANDED PROCEDURES A description of sequential procedural steps with detailed explanations and/or instructions accompanying each step. Expanded procedures are contained in chapters one and two of this SOP

15. FLIGHT CREW Crewmembers that conduct the airplane’s flight operation. The flight crew is composed of Captain and First Officer.

16. IMMEDIATE ACTION An action that must be taken in response to a non-routine event so quickly that reference to a checklist is not practical because of a potential loss of airplane control, incapacitation of a crewmember, damage to or loss of an airplane component or system, which would make a continued safe flight improbable. Immediate action items are identified as “boxed” items on the QRC.

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17. LAND AT THE NEAREST SUITABLE AIRPORT Some checklists require landing at the nearest suitable airport. This statement may be presented below the associated emergency/ abnormal characterization or at the beginning of a task for which it is required. When the crew determines that a significant threat to safety is present, they should consider accomplishing the earliest possible descent and landing at the nearest suitable airport, whether or not this statement is in the checklist.

18. LINEUP DISTANCE The distance within which the airplane must be lined up for takeoff after having made a turn onto the runway. APG distance is 50 feet and is referred to in the runway analysis as “Lineup”. Lineup distance effectively reduces the takeoff distance available by 50 feet and is accounted for in the runway analysis.

19. MAXIMUM PERFORMANCE LANDING Maximum Performance Landing is a set of techniques that leads to stopping the airplane within minimum landing distance.

20. NON-ANUNCIATED When Non-Annunciated is used to describe a procedure or checklist, it refers to a non-routine operation requiring flight crew action, due to a condition not capable to be sensed by the airplane avionics system (e.g. Smoke, Emergency Descent, etc.)

21. NOTE Operating procedures, techniques and other related information which are considered essential to emphasize.

22. OBSERVER Person (crewmember, inspector or check airman) sitting on the jump seat.

23. PILOT FLYING (PF) Pilot who is controlling the path and thrust setting of the airplane in flight (it is the primary responsibility of each pilot to monitor the airplane).

24. PILOT INCAPACITATION A situation where one of the pilots is not able to perform his duties.

25. PILOT MONITORING (PM) Pilot who is actively assisting/monitoring Pilot Flying during operation of the airplane. The active monitoring concept must be implemented, trained, practiced and must have its effectiveness evaluated in order to provide benefits. It is the primary responsibility of each pilot to monitor the airplane and the other pilot.

26. QUICK REACTION CHECKLIST A checklist with items previously referred to as recall items make up the content of the QRC. The QRC identifies immediate action items that must be carried out upon request of the Pilot Flying. Boxed items on the QRC remain as recall items.

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27. RAPID DEBOARDING There are situations that require passengers to leave the airplane in an expeditious manner but do not justify an Emergency Evacuation. In these cases the PIC may command a Rapid Deboarding procedure. Rapid Deboarding consists of leading the passengers out of the airplane by using normal means of deboarding such as stairways or jetways.

28. READ AND DO A checklist usage technique that consists of reading and accomplishing each of the checklist items. The Checklist items will follow the sequence corresponding to the sequence of actions required. A “Read and Do” checklist will be identified as such prior to the checklist.

29. RECALL ITEMS “Immediate Action Items” of the QRC that must be carried out immediately without reference to a written checklist. Recall items are identified as such by the presence of a box around the QRC steps.

30. REJECTED TAKEOFF A takeoff that is discontinued after takeoff thrust is set and initiation of the takeoff roll.

31. SILENT CHECKLIST Performed during high workload periods. The procedure reduces the amount of activity on the flight deck that the pilots normally have to contend with. The crewmember executing the checklist should announce "_______ Checklist completed" when all checklist items have been accomplished. The only silent checklists are the After Takeoff. Climb and Cruise checklists

32. SITUATIONAL AWARENESS Refers to the fact that the crew should be conscious of the airplane's position and condition under specific operational and environmental circumstances.

33. STERILE COCKPIT Sterile Cockpit is the establishment of an environment at the cockpit in which the crewmembers can concentrate on airplane operation during critical phases of the flight.

34. SUPPLEMENTAL PROCEDURES Used to describe a non-routine procedure that may be employed in addition to a normal procedure. Infrequently used procedures should be performed by reference to a supplemental checklist

35. WARNING Operating procedures, techniques and other related information which may result in personal injury or loss of life, if not carefully followed.

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SECTION 0.7: CONVERSION FACTORS

Revision 0 08/01/16 0.7.1

SECTION 0.7 CONVERSION FACTORS

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SECTION 0.7: CONVERSION FACTORS

0.7.2 08/01/16 Revision 0

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SECTION 0.8: TEMPORARY BULLETINS

Revision 0 08/01/16 0.8.1

SECTION 0.8 TEMPORARY BULLETINS

0.8.1 TEMPORARY BULLETINS A. Temporary bulletins are issued when events occur which require

immediate changes to the SOP. Temporary bulletins will be printed on yellow paper stock for ease of recognition. 1. Temporary bulletins are numbered TB 16-1 and subsequent. The

nomenclature represents: a. TB = Temporary Bulletin b. 16 = Last two digits of the year of issue c. 1 = the sequential TB issued in that year group.

2. Upon receipt of a temporary bulletin follow the directions on the bulletin. The TB which revises the SOP page is meant to face the page that it affects. a. Insert the TB yellow page so that it faces the revised SOP

page. b. Enter the TB number in the left hand column of the temporary

Bulletin Log on the next page. c. Enter the date and your initials in the “Date inserted/Initials”

column of the Temporary Bulletin Log. d. Enter the subject and SOP paragraph number.

3. Temporary Bulletins are cancelled by permanent revisions or succeeding TBs. a. The permanent revision (or subsequent TB) directions will

instruct you to remove a TB from your SOP. b. When you remove the TB from your SOP, note the date in the

right hand column of the Temporary Bulletin log and note the revision/TB that directed you to remove it.

B. Temporary Bulletins are formatted with 5 paragraphs: 1. Purpose 2. Background 3. Instructions 4. List of Active Temporary Bulletins 5. Action / Revised Material

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SECTION 0.8: TEMPORARY BULLETINS

0.8.2 08/01/16 Revision 0

Table 0.8.1 Temporary Bulletin Log:

TB # Date Inserted / Initials

EMB Systems Guide Paragraph Number

Date Removed / Rev No.

EMB-135 SOP

NORMAL CHECKLISTS

SECTION 1.0: TABLE OF CONTENTS

Revision 1 01/05/18 1.0.1

Title Page CHAPTER ONE: NORMAL CHECKLISTS

Airplane Checklists ................................................................... Section 1.1 Abbreviated Normal Checklists ......................................... Paragraph 1.1.1

1. Cockpit Safety Check ............................................................ 1.1.1 2. Power Up ............................................................................... 1.1.1 3. Cockpit Preparation ............................................................... 1.1.2 4. Before Start ............................................................................ 1.1.2 5. After Engine Start .................................................................. 1.1.2 6. Taxi ........................................................................................ 1.1.3 7. Before Takeoff ....................................................................... 1.1.3 8. After Takeoff .......................................................................... 1.1.3 9. Climb ..................................................................................... 1.1.3 10. Cruise ..................................................................................... 1.1.4 11. Descent and In Range ........................................................... 1.1.4 12. Before Landing....................................................................... 1.1.4 13. After Landing.......................................................................... 1.1.4 14. Engine Shutdown ................................................................... 1.1.5 15. Turn Around ........................................................................... 1.1.5 16. Securing ................................................................................. 1.1.5 17. EFB Backup Checklist ........................................................... 1.1.6

Abbreviated Supplemental Checklists ............................... Paragraph 1.1.2 1. Engine Crossbleed Start ....................................................... .1.1.7 2. Engine Start Assisted by APU ............................................... 1.1.7 3. Engine Start With Airplane Batteries and LPU ...................... 1.1.7 4. Single Engine Taxi ................................................................. 1.1.8 5. T/O Thrust, Takeoff ≥19oC ..................................................... 1.1.8 6. Flap Retraction Schedule ...................................................... 1.1.8 7. Flap maneuvering Speed ....................................................... 1.1.8 8. Ice Protection A Test ............................................................. 1.1.9 9. Ice Protection B Tests .......................................................... 1.1.10

Quick Reaction Checklist ................................................... Paragraph 1.1.3 1. Abnormal Engine Start ...................................................... 1.1.11 2. Steering System Inop or Swerving on Ground ............... 1.1.11 3. Takeoff Configuration Warning ............................................ 1.1.11 4. ATTCS Failure .................................................................... 1.1.11 5. APU Fire .............................................................................. 1.1.12 6. Engine Fire, Severe Damage or Separation ........................ 1.1.12 7. Battery Overtemperature ..................................................... 1.1.12 8. Air Conditioning Smoke ................................................... 1.1.13 9. Baggage Smoke ................................................................. 1.1.13 10. Cabin Fire or Smoke .......................................................... 1.1.13 11. Electrical System Fire or Smoke ...................................... 1.1.13 12. Aileron/Roll Trim Runaway ............................................... 1.1.14 13. Pitch Trim Runaway .......................................................... 1.1.14 14. Rudder/Yaw Trim Runaway .............................................. 1.1.14 15. Jammed Aileron ................................................................... 1.1.14 16. Jammed Elevator ................................................................. 1.1.14

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Title Page CHAPTER ONE: NORMAL CHECKLISTS (Continued)

17. Inadvertent Spoiler Open ..................................................... 1.1.14 18. Rapid Cabin Depressurization ......................................... 1.1.15 19. Emergency Descent ............................................................ 1.1.15 20. Airplane Overspeed ............................................................. 1.1.15 21. Dual Engine Failure ............................................................. 1.1.16 22. Ground Evacuation .............................................................. 1.1.16

Cockpit Safety Check/Power Up ............................................... Section 1.2 1. Cockpit Safety Checklist ........................................................ 1.2.1 2. Power Up Checklist ............................................................... 1.2.3

Exterior Safety Inspection ......................................................... Section 1.3 1. Prior to Inspection .................................................................. 1.3.1 2. Detailed Inspection ................................................................ 1.3.2

Cockpit Preparation & Before Start ........................................... Section 1.4 1. Cockpit Preparation Checklist ............................................... 1.4.1 2. Before Start Checklist .......................................................... 1.4.10

Engine Start, After Start ............................................................ Section 1.5 1. Engine Start ........................................................................... 1.5.1 2. After Start Checklist ............................................................... 1.5.4

Taxi, Before Takeoff, Takeoff .................................................... Section 1.6 1. Taxi Checklist ....................................................................... 1.6.1 2. Before Takeoff Checklist ....................................................... 1.6.2 3. Takeoff ................................................................................... 1.6.3

After Takeoff, Climb, Cruise ...................................................... Section 1.7 1. After Takeoff Checklist .......................................................... 1.7.1 2. Climb Checklist ...................................................................... 1.7.2 3. Cruise Checklist ..................................................................... 1.7.2

Descent and Approach .............................................................. Section 1.8 1. Descent .................................................................................. 1.8.1 2. Descent and In Range Checklist ........................................... 1.8.1 3. Approach Information ............................................................ 1.8.3

Before Landing / Missed Approach ........................................... Section 1.9 1. Before Landing Checklist ....................................................... 1.9.1 2. Missed Approach ................................................................... 1.9.2

After Landing ........................................................................... Section 1.10 1. After Landing Checklist ........................................................ 1.10.1

Shutdown/Leaving the Airplane............................................... Section 1.11 1. Engine Shutdown Checklist ................................................. 1.11.1 2. Turnaround Checklist .......................................................... 1.11.3 3. Securing Checklist ............................................................... 1.11.3

NOTE: The Quick Reaction Checklist (QRC) is designed to eliminate the need for recall (memory) items; however, the nature of some emergencies does not offer the luxury of time associated with reading a checklist. QRC boxed items are recall items to be accomplished without reference to a checklist. QRC procedures in bold font listed on pages 1.0.1 and 1.0.2 are recall items.

EMB-135 SOP

AIRPLANE CHECKLISTS

SECTION 1.1: NORMAL CHECKLISTS

Revision 1 01/05/18 1.1.1

SECTION 1.1 AIRPLANE CHECKLISTS

1.1.1 NORMAL CHECKLISTS

COCKPIT SAFETY CHECK

MX Status ..................................................................... CHECKED Circuit Breakers ............................................................. CHECKED Overhead Panel ............................................................ CHECKED WX Radar ............................................................................... OFF Landing Gear Lever............................................................. DOWN Crew O2 Bottle .......................................................................... ON Gust Lock ......................................................................... LOCKED Thrust Levers ......................................................................... IDLE Speed Brakes................................................................... CLOSED Parking Brake................................................................. AS REQ’D Flaps Selector Lever ................................................. VERIFY POS

POWER UP

Batteries 1& 2....................................................................... AUTO Avionics Master 1 or 2 ................................................. PUSHED IN Battery Voltage & Temp ................................................ CHECKED Avionics Master 1 & 2 .............................................. PUSHED OUT Fuel Pump Power Tank 2 .......................................................... ON Fire Detection ................................................................ CHECKED APU .................................................................................... START Avionics Master 1 & 2 .................................................. PUSHED IN Shed Bus ..................................................................... OVERRIDE

*** With Power*** GPU (if available) .................................................... PUSHED OUT

***3 Minutes After Start*** APU Bleed .................................................................. PUSHED IN Air Conditioning .............................................................. AS REQ’D

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1.1.1 NORMAL CHECKLISTS (Continued

COCKPIT PREPARATION

Exterior Check ............................................................ COMPLETE Supplementary Equipment ................................................. CHECK Emergency Equipment ....................................................... CHECK iPads ................................................................... ON & CHECKED Pubs and Documents .................................................. ON BOARD Cabin Signs ............................................................................. SET Emergency Lights ................................................ CHECKED/ARM Nav Lights ................................................................................. ON Side Panels ................................................................... CHECKED Overhead Panel ............................................................ CHECKED Center Pedestal ............................................................ CHECKED ALT Gear EXT Compartment ........................................ CHECKED FMS/PERF ............................................................... PERFORMED Instrument Panel ..................................................................... SET

BEFORE START

iPads ................................................... C/F ........... SET/CHECKED Doors and Windows ............................ C/F ...................... CLOSED Parking Brake ....................................... C ............................... SET Thrust Levers ........................................ C .............................. IDLE Fuel Quantity ......................................... C ..................... CHECKED Trims ..................................................... C ........ .__o Set, Zero, Zero Ignitions ................................................ C .............. AS REQUIRED Fuel Pump Power .................................. C ................................. ON Red Beacon .......................................... C ................................. ON APU Bleed ............................................ F ................................. ON Steering ................................................ C ............... DISENGAGED

AFTER ENGINE START

Ignitions ................................................ C ............................ AUTO Electrical Panel ..................................... C ............................... SET APU ...................................................... C ...................... AS REQ’D FADECs ................................................ F ..... RESET/ALTERNATE Elec Hyd Pumps.................................... F ............................ AUTO Ice Detector Override ............................ F ...................... AS REQ’D Air Cond/Pneumatic Panel .................... F ............................... SET Flight Controls ....................................... C ....... BOTTOMS CHCKD Steering ................................................ C ..................... ENGAGED Cabin Report ......................................... C .................... RECEIVED

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TAXI

Transponder .......................................... F ......................... ATC ON Flaps ..................................................... F ...................... AS REQ’D Taxi lights .............................................. F ............................... SET Brakes ................................................. C/F ................... CHECKED Ice Protection Test ................................ F ...................... AS REQ’D PFD-MFD-EICAS displays .................. C/F ............................. SET Takeoff Briefing .................................... PF ............... PERFORMED

BEFORE TAKEOFF

Flight attendant ..................................... F ...................... NOTIFIED Gust Lock .............................................. F ............................... OFF Flight controls ........................................ F .......... TOPS CHECKED Brake Temperatures.............................. F ..................... CHECKED Flaps ..................................................... F ......................... __o SET Transponder .......................................... F ............................ TA/RA Takeoff Config ....................................... F ..................... CHECKED Windshield Heat .................................... F ................................. ON

FINAL ITEMS

Landing Lights ....................................... C ................................. ON Strobe Lights ......................................... C ................................. ON

AFTER TAKEOFF (SILENT)

Landing Gear ...................................... PM ................................ UP Flaps ................................................... PM ................................ UP Taxi Lights ........................................... PM .............................. OFF Thrust Rating....................................... PM .......................... CLIMB Ice Detector Override .......................... PM ........................... AUTO Air Cond/Pneumatic Panel .................. PM .............................. SET APU .................................................... PM ..................... AS REQ’D Pressurization ..................................... PM .................... CHECKED

CLIMB

***AT 10,000 FT (SILENT)*** FA ....................................................... PM ........................ NOTIFY Landing lights ...................................... PM .............................. OFF Pressurization ..................................... PM ..................... MONITOR

***18,000 Feet*** Altimeters ......................................... PF/PM ................ 3 SET STD Ice Protection Test .............................. PM ..................... AS REQ’D

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1.1.1 NORMAL CHECKLISTS (Continued)

CRUISE (SILENT)

Signs ................................................... PM ............ AS REQUIRED Thrust Rating ...................................... PM ............................. CRZ Pressurization ..................................... PM ................... CHECKED iPads .................................................PF/PM ........ Secured/Stowed

DESCENT AND IN RANGE

Flight attendant ................................... PM .................... NOTIFIED Signs ................................................... PM .................... AS REQ’D Landing elevation ................................ PM ............................. SET Landing lights ...................................... PM ............................... ON Altimeters / Airspeeds .......................PF/PM ............. SET X-CHKD Landing Ref data ................................. PM ............................. SET Briefing / NAV aids ............................PF/PM ...... COMPLETE, SET APU (if desired) ................................... PM ......................... START

BEFORE LANDING

Landing Lights ..................................... PM ............................... ON Landing Gear ....................................PF/PM ...... DOWN, 3 GREEN Flaps ................................................... PM ....................... __o SET EICAS display ...................................PF/PM ................. CHECKED

AFTER LANDING (SILENT)

Landing Lights ....................................... C ............................... OFF Strobe Lights ......................................... C ............................... OFF APU ...................................................... F ................................. ON Windshield Heat .................................... F ............................... OFF Wx Radar .............................................. F ...................... STANDBY Gust Lock .............................................. F ................................. ON Transponder .......................................... F ......................... ATC ON Flaps ..................................................... F ...................... AS REQ’D

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ENGINE SHUTDOWN

Parking Brake........................................ C ............................... SET Taxi lights .............................................. C ............................... OFF Steering ................................................. C ............... DISENGAGED Thrust levers ......................................... C .............................. IDLE Start/Stop Selectors .............................. C ............................. STOP Red Beacon .......................................... C ............................... OFF Shed Buses ........................................... C ...................... AS REQ’D Elec. Hyd Pumps ................................... F ............................... OFF Air Cond/Pneumatic Panel .................... F ............................... SET Transponder .......................................... F ...................... STANDBY Seat Belt Signs ...................................... F ............................... OFF

TURN AROUND

Refuel quantity ....................................................... AS REQUIRED Fuel Used ........................................................................... RESET Flight time reset .................................................................. RESET Ref Data .................................................................................. SET FMS ............................................................................. PROGRAM iPads ................................................................... ON & CHECKED Landing Elevation .................................................................... SET PFDs, MFDs and RMUs .......................................................... SET Trims ........................................................... __o SET, ZERO,ZERO Signs ......................................................................................... ON Fuel Pump Selectors ............................................................... SET Stall Test .................................................... PERFORM (IF REQ’D)

SECURING

Fire Detection Test ........................................................ PERFORM FMSs ...................................................................................... OFF Avionics Master 1 & 2 .............................................. PUSHED OUT Shed Bus ............................................................................. AUTO Emergency Lights ................................................................... OFF Exterior & Interior Lights .......................................................... OFF Pax Signs Panel ...................................................................... OFF Air Cond/Pneumatic Panel ...................................................... SET WX Radar ............................................................................... OFF Standby Attitude Indicator .................................................. CAGED GPU/APU ................................................................................ OFF Fuel Pump Power .................................................................... OFF Batteries .................................................................................. OFF

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AIRPLANE CHECKLISTS


1.1.6 01/05/18 Revision 1

EFB BACKUP CHECKLIST A. Airport B. Runway length and width C. Approach Procedure D. ATIS Frequency E. Weather Required for Approach Category F. MSA Bearing to Field G. Approach, Tower and Ground Frequencies H. Navigation Frequency and Approach Procedure I. Final Approach Course J. Minimum Altitude and Location K. Glide Slope Intercept Altitude L. Step Down Altitude and Distance M. MDA/DA N. MAP and Means of Identification O. TDZE P. Missed Approach Procedure

EMB-135 SOP

AIRPLANE CHECKLISTS

SECTION 1.1: SUPPLEMENTAL CHECKLISTS

Revision 0 08/01/16 1.1.7

1.1.2 SUPPLEMENTAL CHECKLISTS

ENGINE CROSSBLEED START

Crossbleed....................................... F ............................... AUTO or OPEN Eng Bleed (non-operating eng) ....... F ............................................ CLOSE Eng Bleed (operating eng) ............... F .............................................. OPEN Operating Engine .......................................................................... >80% N2 Start/Stop Selector ..................................................... START, THEN RUN Engine Indication ....................................................................... MONITOR 1st Operating Engine ............................................................................IDLE

ENGINE START ASSISTED BY APU

APU Bleed ....................................... F .............................................. OPEN Crossbleed....................................... F ............................... OPEN or AUTO Engine Bleeds.................................. F .......................................... CLOSED Start/Stop Selector ..................................................... START, THEN RUN Engine Indication ....................................................................... MONITOR

ENGINE START WITH AIRPLANE BATTERIES AND

LOW PRESSURE UNIT

***BEFORE START*** Int. & Ext. Safety Inspections ......... C/F ............................... ACCOMPLISH Parking Brake .................................. C ................................................... ON Batteries 1 & 2 ................................. F .............................................. AUTO Avionics Masters ............................. F ..................................... PUSHED IN Emergency Lights ............................ F .................................................ARM Fire Detection System ..................... F ............................................ CHECK Crossbleed....................................... F .............................................. OPEN Packs ............................................. F ................................................. OFF Engine Bleeds.................................. F ............................................ CLOSE

***CLEARED TO START*** Doors and Windows ...................... C/F ........................................ CLOSED Red Beacon ..................................... F ................................................... ON Fuel Pump (associated eng)............ F ................................................... ON Start Pressure .................................. F ..................................... AVAILABLE Start/Stop Selector (associated eng) .......................... START, THEN RUN Engine Indication ....................................................................... MONITOR

ERJ-135 SOP

AIRPLANE CHECKLISTS


1.1.8 01/05/18 Revision 1

SINGLE ENGINE TAXI

***AFTER START*** FADEC Control Knob ...................... F .......................RESET, THEN ALTN Electric Hydraulic Pumps ................ F ................................................... ON Air Cond/Pneumatic Panel .............. F ........................................ AS REQ’D Shed Buses ..................................... F .............................................. OVRD

***TAXI*** Fuel Quantities ................................ F ........................................ MONITOR Crossbleed ...................................... F ............................. OPEN OR AUTO Engine Bleeds ................................. F ............................................ CLOSE

***BEFORE TAKEOFF*** Non-Operating Engine ..................... C ............................................. START Crossfeed ........................................ F ................................................. OFF Shed Buses ..................................... F ............................................... AUTO Electric Hyd Pumps ......................... F ............................................... AUTO Air Cond/Pneumatic Panel .............. F ........................................ AS REQ’D

***AFTER LANDING*** Shed Buses ..................................... F .............................................. OVRD Electric Hyd Pumps ......................... F ............................................... AUTO Air Cond/Pneumatic Panel .............. F ........................................ AS REQ’D Selected Engine .............................. C ................................... SHUTDOWN

T/O THRUST TAKEOFF ≥19o

C

Condition Engine Mode

Engine Bleed APU Bleed Crossbleed

≥19oC T/O Closed Open Open NOTE: Return Pneumatic panel to normal positions by 1500’ AFE.

FLAP RETRACTION SCHEDULE

ALL ENGINES For a flaps 9° takeoff:

Flaps 9° to UP V2 + 15 KIAS

A1P and A1/3 ENGINES For a flaps 18° takeoff:

Flaps 18° to 9° Flaps 9° to UP

V2 + 10 KIAS V2 + 30 KIAS

FLAP MANEUVERING SPEED

GEAR-FLAP No Icing Conditions Icing Conditions

UP-0° 180 KIAS 200 KIAS

UP/DN-9° 160 KIAS 160 KIAS

UP/DN-18°/22° 140 KIAS 150 KIAS

DN-45° 140 KIAS 140 KIAS

EMB-135 SOP

AIRPLANE CHECKLISTS


Revision 1 mm/ddyy 1.1.9

ICE PROTECTION TESTS ICE PROTECTION “A” TEST: − When actual icing conditions exist or are anticipated for takeoff and

climb, proceed: Ice Detection Override Knob .................................................. ALL Thrust Levers ..................................................................... 83% N2 Anti-Ice Buttons (engine wing and stabilizer) ....................................................... PRESSED Ice Detection Test Knob ................................................. 1 THEN 2 Test knob must be held at least 10 seconds in each test position but no more than 15 seconds. For each side separately, check that OPEN inscriptions in the buttons are illuminated and that, ICE DET 1 (2) FAIL and BLD 1 (2) LOW TEMP caution messages and ICE CONDITION advisory message are displayed on EICAS. The CROSS BLD OPEN advisory message may also be displayed.

NOTE: – Wait for the messages to extinguish after each release of the Test knob.

Thrust Levers ................................................ C ................................ IDLE Ice Detection Override Knob ........................ F ................................. ENG

NOTE: Verify OPEN annunciation in each button is no longer displayed.

Check that engine Ref A/Ice on MFD takeoff page is set to ON.

CAUTION: EXCEPT DURING TEST ON GROUND, DO NOT SET THE ICE DETECTION OVERRIDE KNOB TO "ALL".

ERJ-135 SOP

AIRPLANE CHECKLISTS


1.1.10 01/05/18 Revision 1

ICE PROTECTION “B” TEST: (PART 1) − For flight when no actual icing conditions exist or are anticipated for

takeoff and climb, proceed:

Before engines start, perform the on ground test: Air Conditioning Packs ................................. F ............................ CLOSE APU Bleed ...................................................... F ............................ CLOSE Engine Bleed ................................................. F ............................ CLOSE Anti-Ice Buttons (engine wing and stabilizer) ...................................... F ....................... PRESSED Ice Detection Override Knob ........................ F .............................. AUTO Ice Detection Test Knob ............................... F ......................... 1 THEN 2 − Test knob must be held at least 10 seconds in each test position but no

more than 15 seconds.

For each side separately, check that ICE DET 1 (2) FAIL and BLD 1 (2) LOW TEMP caution messages and ICE CONDITION advisory message are displayed on EICAS. The CROSS BLD OPEN advisory message and/or the PACK 1 (2) VLV FAIL caution message may also be displayed.

NOTE: Wait for the messages to extinguish after release of the Test Knob.

In case first attempt of ice protection “B” test is unsuccessful, it is allowed to perform a second attempt of ice protection test by method “A”. Do not reset/alternate a FADEC after the anti-ice system test.


takeoff and climb, proceed: − During climb between 2000 ft. and FL230 and temperature <10oC

(accomplished during “Climb/18,000 ft” checklist) Engine Bleeds ............................................... PM ............................ OPEN Ice Detection Override Knob ....................... PM ................................ ALL

View 4 “OPEN” annunciations After 15 seconds “NO ICE-ANTI ICE” CAS message displayed. CAS message “CROSS BLD OPEN” may appear on some airplanes.

***Wait 30 Seconds*** Ice Detection Override Knob ....................... PM ............................ AUTO

View 4 “OPEN” annunciations now dark.

EMB-135 SOP

AIRPLANE CHECKLISTS

SECTION 1.1: QUICK REACTION CHECKLISTS

Revision 1 01/05/18 1.1.11

1.1.3 QUICK REACTION CHECKLISTS

ABNORMAL ENGINE START

To Abort Start: 1. Associated Thrust Lever .................. IDLE 2. Associated Start/Stop Selector ........................... STOP GO TO QRH NAP-12

STEERING SYSTEM INOPERATIVE OR

UNCOMMANDED SWERVING ON GROUND

Control the airplane using differential brakes & rudder 1. Steering Handwheel ......................... DO NOT USE If unable to control the airplane, as an add’l option: 2. Steering Disengage Button .............. PRESS If serviceable, consider the use of differential thrust. GO TO QRH EAP 12-7

TAKEOFF CONFIGURATION WARNING

Do not takeoff 1. Airplane Configuration ..................... CORRECT GO TO QRH EAP 14-4

ATTCS FAILURE

1. Thrust Levers .................................... MAX GO TO QRH EAP 6-3

ERJ-135 SOP

AIRPLANE CHECKLISTS


1.1.12 01/05/18 Revision 1

1.1.3 QUICK REACTION CHECKLISTS (Continued)

APU FIRE

1. APU Fuel Shutoff Valve .................... PUSH IN GO TO QRH EAP 3-3

ENGINE FIRE, SEVERE DAMAGE

OR SEPARATION

1. Associated Thrust Lever .................. IDLE 2. Associated Start/Stop Selector ........................... STOP 3. Associated Fire Extinguishing Handle ................ PULL

(DO NOT ROTATE) GO TO QRH EAP 6-3

BATTERY OVERTEMPERATURE

1. Affected Battery ................................ OFF GO TO QRH EAP 5-3

EMB-135 SOP

AIRPLANE CHECKLISTS


Revision 1 01/05/18 1.1.13


AIR CONDITIONING SMOKE

1. Crew O2 Mask ................................... DON, 100% 2. Smoke Goggles ................................ DON 3. Crew Communication ....................... ESTABLISH 4. Recirc Fan ......................................... PUSH OUT GO TO QRH S-3

BAGGAGE SMOKE

1. Fire Ext Bagg Button ........................ PUSH IN GO TO QRH S-4

CABIN FIRE OR SMOKE

1. Crew O2 Masks ................................. DON, 100% 2. Smoke Goggles ................................ DON 3. Crew Communication ....................... ESTABLISH 4. Recirc Fan ......................................... PUSH OUT GO TO QRH S-5

ELECTRICAL SYSTEM FIRE OR SMOKE

1. Crew O2 Masks ................................. DON, 100% 2. Smoke Goggles ................................ DON 3. Crew Communication ....................... ESTABLISH 4. Recirc Fan ......................................... PUSH OUT GO TO QRH S-6

ERJ-135 SOP

AIRPLANE CHECKLISTS


1.1.14 01/05/18 Revision 1


AILERON/ROLL TRIM RUNAWAY

Quick Disconnect Button ..................... PRESS & HOLD Aileron Shutoff 1 and 2 ........................ PUSH OUT GO TO QRH NAP-3

PITCH TRIM RUNAWAY

1. Quick Disconnect Button ................. PRESS & HOLD GO TO QRH NAP-10

RUDDER/YAW TRIM RUNAWAY

1. Quick Disconnect Button ................. PRESS & HOLD 2. Rudder Shutoff Sys 1 & 2 ................. PUSH OUT GO TO QRH NAP-33

JAMMED AILERON

1. Aileron Disconnect Handle .............. PRESS & PULL GO TO QRH NAP-8A

JAMMED ELEVATOR

1. Elevator Disconnect Handle ............ PRESS & PULL GO TO QRH NAP-8A

INADVERTENT SPOILER OPEN

1. Speed Brake ...................................... CLOSE GO TO QRH EAP 8-3

EMB-135 SOP

AIRPLANE CHECKLISTS


Revision 1 01/05/18 1.1.15


RAPID CABIN DEPRESSURIZATION

1. Crew O2 Masks .................................. DON 2. Crew Communication ....................... ESTABLISH

If Emergency Descent is necessary: 3. FSTN Belts Sign ................................ ON 4. Cabin Crew ........................................ NOTIFY 5. Thrust Levers .................................... IDLE 6. Speed Brakes .................................... OPEN 7. Airspeed ............................................ MAX 250 KIAS 8. Landing Gear .................................... DOWN 9. Descent ............................................. INITIATE 10. Altitude ............................................ MEA or 10,000 Ft

(Whichever Higher) GO TO QRH NAP-11

EMERGENCY DESCENT

1. FSTN Belts Sign ................................ ON 2. Cabin Crew ........................................ NOTIFY 3. Thrust Levers .................................... IDLE 4. Speed Brakes ................................... OPEN 5. Airspeed ........................................... MAX 250 KIAS 6. Landing Gear ................................... DOWN 7. Descent ............................................ INITIATE 8. Altitude .............................................. MEA or 10,000 Ft

(Whichever Higher) GO TO QRH NAP-6

AIRPLANE OVERSPEED

1. Airspeed ............................................ MAX VMO / MMO GO TO QRH NAP-4

ERJ-135 SOP

AIRPLANE CHECKLISTS


1.1.16 01/05/18 Revision 1


DUAL ENGINE FAILURE

1. Altitude .............................................. MAX FL 250 2. APU ................................................... START

If APU cannot be started: 3. AIRSPEED ......................................... MIN 260 KIAS 4. O2 Mask ............................................ AS REQUIRED GO TO QRH EAP 6-3

GROUND EVACUATION

1. PARK BRAKE lever .......................... SET 2. CABIN ................................................ DEPRESSURIZE 3. FIRE EXTG HANDLES ...................... PULL 4. APU FUEL SOV ................................. PUSH IN 5. APU & ENG FIRE EXTG .................... AS REQ’D 6. FUEL PUMP PWR 1 & 2 .................... OFF 7. ELEC HYD PUMPS ............................ OFF 8. EMERGENCY LIGHTS ...................... ON 9. EVACUATION .................................... ORDER 10. ATC (time permitting) ..................... NOTIFY 11. BATTERIES 1 &2............................. OFF 12. CVR CB (B31)(time permitting) ...... PULL

If PA system is inoperative, Alternate Evacuation Command Signal is: EMERGENCY LIGHTS .......................... ON FASTEN SEATBELT SIGN.................... OFF CAB EMER CALL BUTTON .................. PRESS Accomplish Crew Evacuation Duties GO TO QRH APP-2

EMB-135 SOP

NORMAL CHECKLISTS

SECTION 1.2: COCKPITSAFETY CHECK / POWER UP

Revision 0 08/01/16 1.2.1

SECTION 1.2 COCKPIT SAFETY CHECK/POWER UP

1.2.1 COCKPIT SAFETY CHECK

Perform the Cockpit Safety Check prior to the crew’s first flight of the day on a specific airplane. The purpose of the cockpit safety check is to confirm that the aircraft is safe to perform an exterior inspection and that no movement of airplane components will occur until the proper time in the checklist sequence. Maintenance Status ...................................................................... CHECK Circuit Breakers ............................................................................ CHECK

Verify all circuit breakers IN on the overhead panel, behind the Captain’s seat and behind the FO’s seat to ensure agreement with maintenance status.

Overhead Panel ............................................................................ CHECK Elec Panel ........................................................................... CHECK − APU GEN............................................................. PUSHED IN − BATTERIES ...................................................................... OFF − SHED BUSES ............................................................... AUTO − AVIONICS MASTERS ..................................... PUSHED OUT Emergency Lights .................................................................... OFF Fire Extinguishing Handle 1 ........................................ PUSHED IN Fuel Panel ........................................................................... CHECK − Xfeed Selector .................................................................. OFF − Tank 1 & 2 ........................................................................ OFF Exterior Lights .......................................................................... SET − Check Nav Lights ON, all others OFF. APU ............................................................................................ SET − APU Fire Extinguishing ................................. GUARDED OUT − APU Master ...................................................................... OFF − APU FUEL SHUTOFF .................................. GUARDED OUT Powerplant Panel ............................................................... CHECK − Ignition Switches (2) ...................................................... AUTO − Start/Stop Selectors ....................................................... STOP Fire Extinguishing Handle 2 ........................................ PUSHED IN

ERJ-135 SOP

NORMAL CHECKLISTS

SECTION 1.2: COCKPIT SAFETY CHECK / POWER UP

1.2.2 08/01/16 Revision 0

1.2.1 COCKPIT SAFETY CHECK (Continued) Hydraulic Panel ................................................................... CHECK − SYS 1 Elec Pump ............................................................. OFF − SYS 2 Elec Pump ............................................................. OFF

NOTE: If the Batteries are the only electrical source, DO NOT select HYD ELEC PUMP to AUTO or ON.

Ice Protection Buttons........................................................ CHECK All pushed in except Windshield Heat. Air Cond/Pneumatic Panel ................................................. CHECK All Bleeds and Packs ............................................................. OFF Windshield Wipers ................................................................... OFF

Weather Radar ................................................................................... OFF Landing Gear Lever ....................................................................... DOWN Crew Oxygen Bottle ............................................................................ ON Gust Lock ................................................................................... LOCKED Thrust Levers .................................................................................... IDLE Speed Brake ................................................................................ CLOSED Emergency/Parking Brake ............................................... AS REQUIRED

If the airplane is to be pushed back for start and if start is to be performed with the APU, the crew may leave the parking brake released as long as the chocks are in place.

NOTE: To prevent hydraulic fluid transfer between systems: To apply the parking brake first press the brake pedals to full deflection, then pull the emergency/parking brake handle. To release the parking brake, first press the brake pedals to full deflection then release the emergency/parking brake handle.

FLAPS Selector Lever ............................................... VERIFY POSITION Verify that the FLAPS Selector lever position agrees with the surface

position.

CAUTION: NEVER MOVE CONTROL SURFACES SUCH AS FLAPS AND SPOILERS WITHOUT FIRST MAKING SURE THAT THE AREA IS CLEAR.

EMB-135 SOP

NORMAL CHECKLISTS

SECTION 1.2: COCKPITSAFETY CHECK / POWER UP

Revision 1 01/05/18 1.2.3

1.2.2 POWER UP CHECKLIST

The POWER UP procedures and checklist must be performed every crew’s first flight of the day on a particular airplane or when a power down was required.

If receiving the airplane already powered up, verify compliance with all items and perform FIRE EXTINGUISHER Panel Test. Batteries 1 & 2 ................................................................................. AUTO

Immediately after the batteries are switched ON the aural message “AURAL UNIT OK” should be heard.

Avionics Master 1 or 2 .......................................................... PUSHED IN Batteries Voltage and Temp ................................................... CHECKED

Check battery voltage and temperature on MFD. Battery temperature must be between 20oC to 70oC for starting.

If battery voltage is below 19V it must be replaced. If battery voltage is below 23.5V report to maintenance personnel or recharge the affected battery by using the APU generator. In case of recharging, it is recommended that battery 1 be turned OFF before APU start. After APU start wait 3 minutes then select battery 1 to AUTO. Once the batteries are on, the pilot must concentrate on quickly starting the APU, so as to save the batteries. Avoid, for example, taking time to adjust the seat or to look at documents. Plan to do these things after starting the APU and its generator is on. The minimum time for battery recharging is 30 minutes and must be completed prior to takeoff. For cold soak operation, refer to SOP section 2.3 “Cold Weather”. Do not takeoff until the batteries have been charged.

Avionics Master 1 & 2 ....................................................... PUSHED OUT Fuel Pump Power Tank 2 .................................................................... ON Fire Detection ........................................................................... CHECKED

Press and hold (for at least 2 seconds) the FIRE DETECTION TEST button and observe the following EICAS messages, lights and warnings:

− Aural warning. − Fire handles illuminated. − BAGG EXTG button illuminated (for airplanes with baggage

hold extinguishing only). − Warning lights flashing. − [APU FIRE] EICAS message. − [ENG 1(2) FIRE] EICAS message. − [BAGG SMOKE] EICAS message (class C compartment only). − [APU FIREDET FAIL] EICAS message. − [E1 (2) FIREDET FAIL] EICAS message.

ERJ-135 SOP

NORMAL CHECKLISTS

SECTION 1.2: COCKPIT SAFETY CHECK / POWER UP

1.2.4 01/05/18 Revision 1

1.2.2 POWER UP CHECKLIST (Continued) NOTE: – On the ground if the FIRE DETECTION TEST button is held

for more than 10 seconds with APU running, it will cause an automatic APU Shutdown.

– If necessary to repeat the test, wait at least 6 seconds to press the TEST button.

– If FIRE DETECTION TEST button is held for less than 2 seconds the BAGG EXTG button may remain illuminated. If this occurs, repeat the test.

APU ............................................................................................ START Min battery voltage for starting APU is 23.5.

To start the APU, select one of the TANK 2 electric fuel pumps and switch the PUMP PWR TANK 2 to on.

If necessary, the TANK 1 may be used via Fuel XFEED Procedure. To start the APU, turn the knob to ON, wait 3 seconds, verify APU

amber box on EICAS is no longer blinking, then momentarily select START. Monitor APU EGT and RPM increasing within limits. The APU generator will come on line after RPM exceeds 95%.

NOTE: For airplanes equipped with AHRS-900 wait at least 30 seconds after airplane power application prior to starting the APU (to prevent disturbances in the AHRS initialization). Verify blue status message “AHRS ALIGN” is displayed.

Avionics Master 1 & 2 ........................................................... PUSHED IN Amperage may be greater than 400 A (APU GEN OVLD may appear on the EICAS) at first while the APU recharges the batteries. Do not bring any additional load on line until amperage is below 400 A. Allow a few seconds for the APU GEN OVLD message to disappear before switching the avionics master to ON. Turn FMS Power ON to both units to begin alignment.

Shed Bus ................................................................................. OVERRIDE

***3 Minutes After APU Start*** NOTE: Following every APU start attempt, allow 3 minutes of APU

warm-up before adding pneumatic load. This is particularly important after unsuccessful APU start attempts, so as to permit that excessive fuel accumulated during the previous start attempts is burned, preventing fuel odor inside the cabin/cockpit.

APU Bleed .............................................................................. PUSHED IN Air Conditioning ............................................................... AS REQUIRED

NOTE: Shed buses must be set to OVRD to operate the recirculation fans or galley power when APU generator energizes the electrical system.

EMB-135 SOP

NORMAL CHECKLISTS

SECTION 1.3: EXTERIOR SAFETY INSPECTION

Revision 0 08/01/16 1.3.1

SECTION 1.3 EXTERIOR SAFETY INSPECTION

The External Inspection procedures are normally performed by the FO prior to each flight. When conducting walk around, pilots must be alert that moving vehicles around the airplane and surroundings is/are not obviously unsafe for operation.

In case of suspicious object is identified, immediately inform the security staff.

1.3.1 PRIOR TO INSPECTION External Lights ................................................................. AS REQUIRED Perform the external lights test, turning the lights ON, and then OFF

immediately after checking them. Emergency/Parking Brake .................................................................. ON

Recommended walk-around sequence illustrated below:

ERJ-135 SOP

NORMAL CHECKLISTS


1.3.2 08/01/16 Revision 0

1.3.2 DETAILED INSPECTION 1. Left Forward Fuselage

▬ Passenger Entry Door – Check condition ▬ Left ADS Static Ports – No obstructions/Covers removed (if

installed) ▬ RVSM Critical Area – Check

2. Check fuselage skin for damage in accordance with the SYSTEMS -RVSM Critical Area section of this manual. ▬ Nose Wheel Steering Switch Panel – Closed & Secure (if not in

use) ▬ Left Cockpit Side Window – Check condition ▬ Captain AOA Sensor – Check condition ▬ Left Ice Detector – Check condition ▬ Left TAT – Check condition ▬ Ground Service Access Panel – Closed & Secure (if not in use)

3. Nose Section, Nose Gear and Wheelwell ▬ Bottom Fuselage Section & Antennas – Check condition ▬ Control Rigging Door – Closed & Secure ▬ Captain Pitot Tube – No obstructions/Cover removed ▬ Battery Compartment Access Panel – Closed & Secure ▬ Battery Compartment Inlet & Exhaust Vents – No obstructions ▬ Left Avionics Compartment Inlet & Exhaust Vents – No

obstructions ▬ Windshield Wipers – Check condition ▬ Radome – Check condition & Secure ▬ Nose Gear – Check condition ▬ Wheels & Tires – Check condition ▬ Gear Struts/Wheelwell – Check condition/No leaks/Access

panel secure ▬ Gear Pin – Removed ▬ Gear Uplock Hook – Unlocked. If locked, contact maintenance. ▬ Landing and Taxi Lights – Check condition ▬ Static Discharge Wick (1) – Check condition

4. Right Forward Fuselage ▬ Right Avionics Compartment Inlet & Exhaust Vents – No

obstructions ▬ Nose Hydraulic Compartment Door – Closed/Secure/No leaks

Safety pin removed. ▬ FO Pitot Tube – No obstructions/Cover removed (if installed) ▬ Right TAT – Check condition ▬ FO AOA – Check condition ▬ Right Ice Detector – Check condition

EMB-135 SOP

NORMAL CHECKLISTS


Revision 0 08/01/16 1.3.3

▬ Standby Pitot/Static Tube – No obstructions/Covers removed (if installed)

▬ Right Cockpit Side Window – Check condition ▬ Oxygen Recharge Panel – Check pressure/Closed & Secure ▬ Oxygen Disc – Check green ▬ Right ADS Static Ports – No obstructions/Cover removed ▬ RVSM Critical Area – Check ▬ Check fuselage skin for damage in accordance with the

SYSTEMS - RVSM Critical Area section of this manual. ▬ Service Door – Check condition/Secure (if not in use) ▬ Fuselage, Cabin Windows and Emergency Exits – Check

Condition/Secure ▬ Forward Wing – Fuselage Fairing – Check condition ▬ Air Conditioning Panel – Closed & Secure ▬ Refueling Panel – Closed & Secure (if not in use) ▬ Inspection Light – Check condition ▬ Emergency Lights – Check condition ▬ Bottom Fuselage Center Section – Check condition ▬ ECS Inlet & Exhaust Vents – No obstructions ▬ Landing Light – Check condition ▬ Lower Red Beacon – Check condition ▬ Ram Air Inlets – no obstruction or damage

5. Right Wing ▬ Wing Leading Edge – Check condition ▬ Wing Leading Edge Anti-ice Vents – No obstructions ▬ Direct Measuring Sticks – Secure ▬ Refueling Vent Valve – No obstructions ▬ Fuel Tank NACA Vent – No obstructions ▬ Vortilons (4) – Check condition ▬ Wing Tip Navigation Lights and Strobe – Check condition ▬ Aileron and Flaps – Check condition ▬ Static Discharge Wicks (5) – Check condition ▬ Overwing Vortex Generators (12) – Check condition ▬ Spoilers – Check condition

6. Right Main Landing Gear and Wheelwell ▬ Main Gear – Check condition ▬ Wheels and Tires – Check condition ▬ Gear Struts/Wheelwell – Check condition/No leaks ▬ Gear Pin – Removed ▬ Gear Uplock Hook – Unlocked. If locked, contact maintenance. ▬ Brake Wear Indicator (4) – Check

ERJ-135 SOP

NORMAL CHECKLISTS


1.3.4 08/01/16 Revision 0

1.3.2 DETAILED INSPECTION (Continued) 7. Right Rear Fuselage

▬ Hydraulic Compartment Panels (3) – Closed & Secure ▬ Rear Wing - Fuselage Fairing – Check condition ▬ Water Service Panel – Closed & Secure (if not in use) ▬ Waste Service Panel – Closed & Secure (if not in use) ▬ Cabin Windows and Emergency Exit – Check condition/Secure

8. Right Engine and Nacelle ▬ Engine Inlet – No obstruction ▬ Engine Anti-ice Exhaust – No obstructions ▬ Generator Inlet and Exhaust Vents – No obstructions ▬ Nacelle Drain Port – No obstructions/Window clear ▬ Engine ATS Exhaust Vent – No obstructions ▬ Engine Pylon and Right Rear Fuselage – Check condition ▬ Engine Nacelle – Check ▬ Precooler Exhaust – No obstructions ▬ Nacelle Access Doors and Panels – Closed & Secure ▬ Thrust Reverser Doors – Check flush with Nacelle

9. Right Empennage ▬ Ground Service Interphone Panel – Closed & Secure ▬ Pneumatic Starting Access Panel – Closed & Secure ▬ Right Pressurization Static Port – No obstructions ▬ Rear Electronic Compartment Access Door – Closed & Secure ▬ Tail Cone Compartment Vent – No obstructions ▬ APU Compressor Air Inlet – No obstructions

10. Tail ▬ APU Starter/Generator Inlet and Exhaust Vents – No

obstructions ▬ APU Compartment Inlet Vent – No obstructions ▬ Horizontal Stabilizer – Check condition ▬ The trim position markings should be verified with the EICAS

display ▬ Elevators – Check condition and hinge points for wind damage ▬ Rudder – Check condition ▬ Vertical Stabilizer – Check condition ▬ Static Discharge Wicks (11) – Check condition ▬ (4) static wicks on each elevator, (2) on the rudder, (1) on the

tailcone ▬ Navigation and Strobe Lights – Check condition ▬ Logo Lights – Check condition

11. Left Empennage ▬ Left Pressurization Static Port – No obstructions ▬ Engine Pylon and Left Rear Fuselage – Check condition

EMB-135 SOP

NORMAL CHECKLISTS


Revision 0 08/01/16 1.3.5

12. Left Engine and Nacelle ▬ Engine Nacelle – Check ▬ Precooler Exhaust – No obstructions ▬ Nacelle Access Doors and Panels – Closed & Secure ▬ Thrust Reverser Doors – Check flush with Nacelle ▬ Generator Inlet and Exhaust Vents – No obstructions ▬ Nacelle Drain Port – No obstructions / Window Clear ▬ Engine ATS Exhaust Vent – No obstructions ▬ Engine Pylons and Left rear Fuselage – Check condition ▬ Engine Anti-ice Exhaust – No obstructions ▬ Engine Inlet – No obstructions ▬ Cargo Door – Check condition

13. Left Rear Fuselage ▬ Rear Wing - Fuselage Fairing – Check condition ▬ Fuselage, Cabin Windows and Emergency Exits – Check

condition/Secure ▬ Hydraulic Compartment Panels (3) – Closed & Secure

14. Left Main Landing Gear and Wheelwell ▬ Main Gear – Check ▬ Wheels and Tires – Check condition ▬ Gear Struts/Wheelwell – Check condition; No leaks ▬ Gear Pin – Removed ▬ Gear Uplock Hook – Unlocked. If locked, contact maintenance. ▬ Brake Wear Indicator (4) – Check

15. Left Wing ▬ Spoilers – Check condition ▬ Flaps and Aileron – Check condition ▬ Overwing Vortex Generators (12) – Check condition ▬ Static Discharge Wicks (5) – Check condition ▬ Wing Tip Navigation Lights and Strobe – Check condition ▬ Vortilons (4) – Check condition ▬ Fuel Tank NACA Vent – No obstructions ▬ Refueling Vent Valve – No obstructions ▬ Direct Measuring Sticks – Secured ▬ Wing Leading Edge Anti-ice Vents – No obstructions ▬ Wing Leading Edge – Check condition ▬ Landing Light – Check condition

16. Left Forward Fuselage ▬ Emergency Lights – Check condition ▬ Inspection Light – Check condition ▬ Upper Red Beacon – Check condition ▬ ECS Inlet and Exhaust Vents – No obstructions ▬ Bottom Fuselage Center Section – Check condition ▬ Forward Wing-to-Fuselage Fairing – Check condition ▬ Cabin Windows and Emergency Exit – Check condition/Secure

ERJ-135 SOP

NORMAL CHECKLISTS


1.3.6 08/01/16 Revision 0


EMB-135 SOP

NORMAL CHECKLISTS

SECTION 1.4: COCKPIT PREP & BEFORE START

Revision 0 08/01/16 1.4.1

SECTION 1.4 COCKPIT PREPARATION AND BEFORE START

1.4.1 COCKPIT PREPARATION CHECKLIST Exterior Check ...................................................................... COMPLETE Supplementary Equipment .......................................................... CHECK

Safety Pins .................................................................... ON BOARD Check presence of 3 gear pins and 1 hydraulic pin.

Passenger Oxygen Panel ........................................................ SET Verify Masks Deploy Selector Knob in AUTO.

Emergency Equipment ................................................................. CHECK Check for the availability, status and proper location of the following

equipment: − Escape ropes; − Oxygen masks, check bottle valve-ON − Smoke goggles; − PBE, check vacuum sealed or Green Disk − Fire extinguishers; Crash axe; − Flashlights; Life vests. Reinforced Cockpit Door Vent Louver ................................. OPEN

iPads ............................................................................. ON & CHECKED − iPads On and checked. − iPad batteries minimum of 25%, Backup battery minimum of 100% − Fltplan.com app: opened and checked; approach charts and maps

downloaded, not expired. − Mounts on board.

Publications & Documents ................................................... ON BOARD Check all the required documents including:

− AFM (2) AMFL, MEL − AOM (2), GOM, SOP, QRH. − Registration Certificate, Insurance policy. − Airworthiness certificate. − Weight and balance. − Radio Station Certificate, Nav kit.

Cabin Signs .........................................................................................SET Select FSTN BELTS and NO SMKG lights ON. STERILE light ON

Emergency Lights ......................................................... CHECKED/ARM Lift Emergency Lights switch out and up to the ON position, check

that all emergency lights illuminate. Move switch down to the arm position and leave it there until required or until end of flight. Check that lights have extinguished.

Navigation Lights ................................................................................ ON − With electrical power on the airplane set the Navigation lights ON. − Select Logo lights ON at night.

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1.4.2 08/01/16 Revision 0

1.4.1 COCKPIT PREPARATION CHECKLIST (Continued) Side Panels .............................................................................. CHECKED

Select ECS/A/I page on MFD. Minimum oxygen pressure for dispatch:

CREW OXYGEN Min Press (at 21°C) Pilot and First Officer 1100 psi

Pilot, First Officer and Observer 1500 psi PAX OXYGEN Min Press (at 21°C)

Airplane equipped with one cylinder 1150 psi

Oxy Mask, Regulators & Audio Panel ............................... CHECK − Each pilot (and jumpseat occupant when present) check the mask

as below: Select the MASK position on the Audio Panel. Set the mask to 100%. Select SPKR on the Audio Panel and set the volume to

midrange. Select HOT MIC on the control wheel communication switch. Actuate the test button on the mask stowage location. Check

that the blinker changes color. (*) The OXY ON flag must appear on the stowage box. (*) For EROS masks: While maintaining the RESET TEST lever

(TEST/SHUTOFF sliding control) depressed, check that the blinker changes color momentarily, and then depress the PRESS-TO-TEST regulator for 1 second.

For Puritan Bennett or B/E Aerospace masks: Set the regulator’s control knob to EMERGENCY and momentarily actuate the test button on the mask stowage location.

Check that the blinker changes color and the OXY ON flag appears on the box. (*)

The sound of oxygen flowing must be heard momentarily on the speaker, thereby assuring the microphone electrical integrity.

Set the mask to 100%. (*) After finishing the test, select the BOOM position on the Audio

Panel. (*) Applicable only to Puritan Bennett or B/E Aerospace masks.

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Revision 1 01/05/18 1.4.3

Overhead Panel ....................................................................... CHECKED WIFI .......................................................................... AS REQUIRED AC POWER ................................................................... PUSHED IN CVR ................................................................................. CHECKED Press the CVR TEST button and check the STATUS LED is

illuminated for about one second. If LED does not illuminate plug headset in to CVR panel and

listen for tone during test. ELECTRICAL PANEL ............................................................... SET GEN 1, 3, 2 and 4 Buttons ......................................... PUSHED IN GPU Button ........................................................... AS REQUIRED APU Button ................................................................ PUSHED IN BATTERIES 1 & 2 ................................................................ AUTO ESSENTIAL POWER Button ................................. PUSHED OUT BUS TIES Selector .............................................................. AUTO SHED BUSES Selector ......................................... AS REQUIRED AC PWR Button (if installed) ...................................... PUSHED IN BACKUP Button ......................................................... PUSHED IN AVIONICS MASTER Buttons ..................................... PUSHED IN EMERG LT ................................................................................ ARM OVHD PNL LT ......................................................... AS REQUIRED ENGINE 1 FIRE HANDLE ............................................. PUSHED IN FUEL Panel ............................................................................... SET XFEED Selector .................................................... AS REQUIRED PUMP SEL Selector .............................................. AS REQUIRED Rotate pump selectors to Next Pump position.

PUMP PWR knobs ................................................ AS REQUIRED ICU Panel .................................................................. PUSHED OUT EXTERIOR LIGHTS............................................................. CHECK NAV ........................................................................................... ON RED BCN ................................................................................ OFF STROBE ................................................................................. OFF INSP ........................................................................................ OFF

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1.4.4 01/05/18 Revision 1

1.4.1 COCKPIT PREPARATION CHECKLIST (Continued) FIRE EXTINGUISHER PANEL ............................................ CHECK − APU fire extinguishing Button PUSHED OUT and no lights. − BAGG fire extinguishing Button PUSHED OUT and no lights. APU CONTROL Panel ......................................................... CHECK APU MASTER Selector ............................................................ ON APU .......................................................................... OPERATING POWERPLANT Panel ............................................................... SET IGNITION ............................................................................. AUTO Select the T/O page on the MFD. Press STORE Button and verify T/O MODE. Use DEC/INC knob to select the takeoff mode. Press STORE button and observe white mark to REF TO TEMP

line. Use DEC/INC knob to select local temperature. Press STORE button and observe white mark to A-ICE mode

line. Use DEC/INC knob to select A-ICE ON or OFF. If expecting ice during takeoff set REF A/ICE to ON and use

takeoff performance-limited weight on the anti-ice ON condition. Press STORE button to complete TAKEOFF DATA.

START/STOP Selectors ...................................................... STOP TAKEOFF DATA ....................................................................... SET Speed Bugs .............................................................................. SET Set V1, VR, V2 and VAPP on the MFD. Set VFS on the PFD. In

case of Noise Abatement procedure set V2+10 on the PFD. EXTERIOR LIGHTS .................................................................. OFF ENGINE 2 FIRE HANDLE ............................................. PUSHED IN FLIGHT CONTROLS Panel ................................................. CHECK AILERON SHUTOFF SYS 1 and 2 Buttons ............. PUSHED IN RUDDER SHUTOFF SYS 1 and 2 Buttons .............. PUSHED IN HYDRAULIC Panel .............................................................. CHECK Verify ENG PUMP SHUTOFF 1 and 2 Buttons PUSHED OUT,

guarded and no striped bars illuminated. ELEC PUMP SYS 1 & SYS 2 Selectors............... ON/THEN AUTO

Disengage steering prior to test. Verify hydraulic pressures within 2900 ± 200 psi and hydraulic

fluid level 1 & 2 on “green band”. After this return the ELEC PUMP Selectors to OFF.

Accomplish test one pump at a time. Check aileron and rudder operation with each pump providing pressure. Bleed residual pressure down prior to testing second pump.

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Revision 0 08/01/16 1.4.5

LOGO LIGHT .................................................. OFF (ON AT NIGHT) DOME LIGHT .................................................................. AS REQ’D PASS SIGNS PANEL ............................................................... SET Turn FSTN BELTS ON after the refueling operation is complete. Turn NO SMKG ON.

ICE PROTECTION Panel .......................................................... SET ENGINE AIR INLET 1 and 2 Buttons ........................ PUSHED IN WING Button ............................................................. PUSHED IN STAB Button. ............................................................ PUSHED IN WINDSHIELD 1 and 2........................................... AS REQUIRED − WINDSHIELD buttons PUSHED OUT, except when defogging or

de-icing is required. SENSORS Buttons ................................................... PUSHED IN ICE DETECTION OVERRIDE Selector ............................... AUTO ICE DETECTION TEST Selector .............................. CENTERED

NOTE: Perform first half of “B” test if icing conditions are not anticipated during takeoff or climb on first flight of the day.

Ref. Anti-Ice Policy: observe the following criteria when setting ref. Anti-ice to ON or to OFF: 1. Whenever temperature on ground is at or below 10°C and there is

visible moisture in the air, it must be assumed that icing conditions are present. Under these circumstances the use of engine anti-ice (anti-ice override switch to ENG) is mandatory.

2. The anti-ice system is such that if any ice is detected at a speed above 25 Kts the entire ice protection system turns ON.

3. If chances are that ice will be encountered during takeoff REF A/ICE must be set to ON so that the FADEC allows an ITT margin for the anti-ice ON condition.

4. If REF A/ICE is set to ON the takeoff performance-limited weight must be based on the anti-ice ON condition. AIR COND/PNEUMATIC Panel ................................................ SET COCKPIT and PASS CABIN temperature control as required. RECIRC and GASPER PUSHED IN. PACK 1 or PACK 2 Buttons as required. XBLEED Selector as required. (In case of using PACK 2,

XBLEED must be set to OPEN). BLEED 1 & BLEED 2 Buttons PUSHED OUT. APU BLEED button (with APU available) PUSHED IN.

STERILE LIGHT .......................................................................... ON WINDSHIELD WIPERS 1 & 2 ......................................... AS REQ’D

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1.4.6 08/01/16 Revision 0

1.4.1 COCKPIT PREPARATION CHECKLIST (Continued) Center Pedestal ....................................................................... CHECKED

RMU ........................................................................................... SET Set COMM and NAV radios. TCAS Test: place yellow cursor box over the code and press

RMU TEST button for 5 to 7 seconds, wait for OK message on RMU and aural message “TCAS TEST, PASSED”.

To insert FLIGHT NUMBER or CALL SIGN on the RMU, select PAGE button and press ATC/TCAS line select key.

EICAS Rev DAU 1 & 2 .............................................. PUSHED OUT COMM 3 ..................................................................................... SET Press the transfer button in case of an error message on the

radio display. FLIGHT CONTROL DISCONNECT Handles ...................... CHECK Verify ELEV DISC and AIL DISC lights extinguished.

GUST LOCK ...................................................................... LOCKED CPL button selected to PF side.

SPEED BRAKE LEVER .................................................... CLOSED THRUST LEVERS .................................................................... IDLE FLAP LEVER ............................................................................. SET Stall Protection System ...................................................... CHECK Wait for AHRS alignment. Release GUST LOCK and pull control column to neutral

position. Press STALL PROTECTION TEST button and check if both

stick shaker and pusher actuate and if button amber light extinguish.

− The test takes about 5 seconds and is valid only if the amber light on the TEST button extinguishes.

Verify the STALL PROTECTION CUTOUT 1 and 2 buttons PUSHED OUT, guarded and no striped bars illuminated.

PARKING BRAKE ..................................................................... SET PITCH & TURN CONTROLLER .......................................... CHECK Verify Turn controller in center detent.

TRIM Panel ........................................................................... CHECK Verify that ROLL, YAW and PITCH (Main and Backup) trims are

operating properly both ways. Verify system’s 3 seconds protection working properly. Adjust YAW and ROLL trims to the neutral position and PITCH trim to the green band.

PITCH TRIM CUTOUT Buttons ...................................... CHECKED Verify the PITCH TRIM CUTOUT buttons PUSHED OUT,

guarded and no striped bars illuminated.

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PRESSURIZATION Panel ......................................................... SET Set destination airport elevation. DUMP and AUTO/MAN switches guarded and not illuminated. Manual controller knob set on FULL DOWN (green mark)

position. ALTERNATE GEAR EXTENSION COMPARTMENT ................... CHECK

Verify the alternate gear extension lever is fully down and the electrical override switch is in the “NORMAL” position.

FMS/PERF ........................................................................... PERFORMED The FO will complete data entry into the FMS including TOTAL

FUEL, CARGO DATA and PAX NUMBER. Check NAVIGATION DATA BASE expiration date. Check “Q” value less than 10 on Nav page 2/2. FO sets the route according to the flight plan and both pilots

check course, distance, time and altitude on each waypoint; crossfill to 2nd FMS.

Enter Perf data on fuel page 1; crossfill to 2nd FMS. INSTRUMENT PANEL ................................................................... CHECK

GLARESHIELD LIGHTS CONTROL PANELs ....... AS REQUIRED WEATHER RADAR L & R ........................................ TEST & STBY Select MFD page and WX through MFD bezel. Set radar turn knob to TEST position and wait for indication on

MFD. Set radar turn knob to STBY position.

DISPLAY CONTROL PANEL L & R ......................................... SET − PFD format: Full Compass or ARC. − Select the FMS or NAV as the PFD source. − BRG circle (O) to OFF, VOR1, ADF1 or FMS1 as required. − BRG diamond (◊) to OFF, VOR2, ADF2 or FMS2 as required. − DH on PFD as appropriate.

NOTE: Avionics test deleted per service bulletin; it is now a maintenance function

FLIGHT GUIDANCE CONTROLLER ........................................ SET

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1.4.8 01/05/18 Revision 1

1.4.1 ........... COCKPIT PREPARATION CHECKLIST (Continued) AUTOPILOT .................................................................... CHECKED

For AH-900 AHRS (Wait for AHRS alignment prior to testing): Release GUST LOCK and bring the control column to a

midcourse position. Press AP button and verify on PFD "AP" and "YD" indications. Press AP/PUSHER/TRIM button on the control wheel and

verify the disengagement of the AP. Clocks ....................................................................................... SET

Enter the GMT date/time. Both pilots check time on FMS.

AHRS ......................................................................................... SET AH-900 AHRS: enter Present Position through FMS CDU.

DIGITAL AUDIO Panel ........................................... AS REQUIRED Select the microphone and audio reception buttons as

required and adjust the volume levels. REVERSIONARY Panel............................................................ SET MFD Selector ...................................................................... NORM ADC Button ............................................................ PUSHED OUT SG Button ............................................................. PUSHED OUT Flight Instruments ........................................................ SET/X-CKD Verify:

− Airspeed tapes not showing speed. − V Speeds set. − EADIs leveled and flag-free. − ROL/TO, HDG/TO or LNAV/TO annunciated. − Initial assigned altitude on the ALT SEL. − Altitude tape indications cross-check. − Both VSIs showing zero. − EHSIs with the courses selected according to the intended

departure procedure and NAV source selected. − EHSIs and magnetic compass flag free and showing the same

magnetic heading. − Heading bug set according to the proposed departure

procedure. − Weather set on PFD and/or MFDs MAP page as required. − It is recommended that PM sets the Terrain on MFD up to

MSA. − Set the MFDs MAP page menu as required. − Adjust the altimeter setting. − Standby Instruments checked and set.

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Revision 0 08/01/16 1.4.9

NOTE: Do not move the airplane during the first 90 seconds after power-up. Moving the airplane during this period can cause in-flight attitude indication errors that are not noticeable on ground.

MFD SYS Pages .................................................................. CHECK Select T/O page and check ENG OIL LEVEL. Select and check

the other systems pages. Set Captain’s MFD to display HYD page for engine start. Set FO MFD to display T/O page for engine start.

SPEED BUGS ............................................................................ SET Set V1, VR, V2 and VAPP on the MFD Set VFS on the PFD. In case of Noise Abatement procedure set

V2+10 on the PFD. ELT....................................................................................... ARMED

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1.4.10 01/05/18 Revision 1

1.4.2 BEFORE START CHECKLIST IPADS .......................................................... C/F ......... SET & CHECKED DOORS & WINDOWS ................................. C/F ........................ CLOSED

Both pilots must verify that their respective cockpit window is closed and the RSP should select MFD T/O page to check all airplane doors closed indications.

Check the cockpit door securely closed and locked.

PARKING BRAKE .......................................... C ............... AS REQUIRED Verify if the Emergency/Parking brake is set in accordance with the

engine start procedures. THRUST LEVERS .......................................... C ............................... IDLE FUEL QTY ....................................................... C ...................... CHECKED TRIMS ............................................................ C ... ___oSET/ZERO/ZERO

Set the PITCH trim according to load sheet and verify YAW and ROLL trims to the neutral position.

EMB–135 PITCH TRIM TAKEOFF SETTING CG POSITION < 25% <28% <32% <35% <38% PITCH TRIM

UNITS 8 7 6 5 4

IGNITION ......................................................... C ...................... AS REQ’D If below 5oC select ignition ON.

FUEL PUMP POWER .................................... C .................................. ON RED BEACON ................................................ C .................................. ON APU BLEED .................................................... F ................................... ON STEERING ..................................................... C ............... DISENGAGED

Before Engine Start or Push-back: DISENGAGE steering by pressing the trigger on the yoke and

observe [STEERING INOP] message on EICAS.

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SECTION 1.5: ENGINE START, AFTER START

Revision 1 01/05/18 1.5.1

SECTION 1.5 ENGINE START, AFTER START

1.5.1 ENGINE START

Either engine 1 or engine 2 may be started first. However, the following considerations are important before the engine start: − Starting engine 1 during towing operations: to avoid damage to the nose

landing gear while towing, disengage the steering. The steering is disengaged through the steering disengage button on the control wheel. Alternatively, for airplanes Post-Mod. SB 145- 32-0057 the steering may be disengaged on ground through the external steering disengagement switch. Refer to AOM sections 1-12-10 and 2-12-15 for details.

− Single engine taxi: make sure that the installed gust lock lever allows single engine taxi with the associated engine to be started.

− For engine start using APU or LPU, refer to AOM section 1-2-81. Ignitions ........................................................................................... AUTO − Ignitions AUTO except under the following condition:

When OAT is below 5oC select ignitions ON. Start/Stop Selector ................................................... START, THEN RUN

Turn the start selector to RUN for 2 seconds, then turn the switch to the START position momentarily (signals the initiate start sequence to the FADEC) and then to RUN, and start the stopwatch.

Increase in N2 ........................................................................... CHECKED Verify increase in N2 RPM within 10 seconds of start selection. Confirm N2 accelerates normally.

Ignition is activated when N2 is at approximately 14%. Fuel is injected when N2 is at approximately 31.5% (28.5% for airplanes equipped with FADEC B7.4 and on) or 12 seconds after ignition is activated.

IGN A (B) annunciation ........................................................... CHECKED Observe the annunciation IGN A (B) at about 14% N2 if AUTO or

10% N2 if ON selected. With ignition in AUTO, only the FADEC in control activates the ignition system. FADEC in control is alternated on every subsequent ground start. Only one ignition channel is activated on grounds starts. Ignition channels are also alternated every subsequent start. If ignition is set to OFF, FADEC neither activates ignition nor actuates the fuel valve to open, thus allowing dry motoring. However, a dry motoring procedure must not be performed if one of the FADECs is declared incapable.

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1.5.2 01/05/18 Revision 1

FF/ITT ...................................................................................... CHECKED Observe the fuel flow and ITT indications raise at about 31.5% N2

(28.5% for airplanes equipped with FADEC B7.4 and on). There is no automatic shut-down by the FADEC for an overtemperature on start. For this reason, the pilot must keep his hands on START/RUN/STOP switch.

IGN A (B) annunciation ................................................... CHECKED OFF Verify the annunciation IGN A (B) goes OFF at about 57% N2.

The start cycle ends at approximately 57% N2, which can be observed when IGNITION A or B annunciation on EICAS disappears. After start is completed, engine stabilizes at about 68% N2 and 24% N1. Note that ignitions will not go off at 57% if they have been selected to "ON".

Engine parameters .................................................................. CHECKED Verify that the engine stabilizes at about 68% N2 and 24% N1. Verify ITT, fuel flow and oil pressure for normal indications.

CAUTION: ABORT THE ENGINE START BY SELECTING THE START/STOP SELECTOR TO STOP IF AN ABNORMAL ENGINE START IS DETECTED.

NOTE: - Light-ups at 28% N2 will be achieved with systems meeting minimum performance requirements. If light-ups are occurring below 28%, the airplane should be scheduled for maintenance to avoid disruptions to passenger service.

- If light-ups are occurring later than 5 seconds after the first fuel flow indication, the airplane should be scheduled for maintenance to avoid disruptions to passenger service.

- If the light-up occurs between 5 and 10 seconds after the first fuel flow indication, smoke and a momentary flash of combustion may be produced.

- Routine operations may continue subsequent to any light-up achieved within 10 seconds after the first fuel flow indication.

Repeat the procedure for the other engine.

NOTE: Start timing to ensure proper engine warmup time has elapsed before takeoff.

If any starting limit is exceeded prior to aborting a start, do not attempt further starts and report to maintenance personnel.

If a hung or no start occurs, accomplish the Dry Motoring Procedure before attempting another start.

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Revision 0 08/01/16 1.5.3

ABNORMAL ENGINE START INDICATIONS

It is the Captain’s responsibility to monitor engine parameters and manually abort the start in the cases listed below:

− N1 and/or N2 failing to accelerate to stable idle speed (hung start). − N1 rotation is not confirmed or decreases. − No N2 increase within 5 seconds after start selection. − ITT rapidly increasing or exceeding start limit. − If oil pressure stabilizes below the engine minimum limits. − An intermittent electrical pneumatic or starter malfunction occurs

before the starter disengagement. − Abnormal noise, vibration, fire or smoke.

NOTE: In case an automatic abort occurs, or engine start is manually aborted due to abnormal engine indications, its cause must be investigated and corrected before further attempts to start.

The Captain will call for the ABNORMAL ENGINE START checklist.

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1.5.4 01/05/18 Revision 1

1.5.2 AFTER START CHECKLIST

Captain will confirm that the emergency/parking brake is set; nose gear pins and ground equipment have been removed (If applicable). Ignitions .......................................................... C ............................. AUTO Electrical Panel ............................................. C ................................. SET

Confirm SHED BUSES are set to AUTO. APU ............................................................ C ............... AS REQUIRED

Set the APU ON or OFF according to the electrical and pressurization systems requirements.

FADECs .......................................................... F ...... RESET/ALTERNATE Ensure that the controlling and the standby FADECs are properly

set. Elec Hyd Pumps ............................................ F .............................. AUTO Ice Detector Override .................................... F ................ AS REQUIRED AIR COND/PNEUMATIC Panel ..................... F .................................. SET

CONDITION ENGINE MODE

ENGINE BLEED

APU BLEED CROSSBLEED

No Icing ALT T/O Open Closed Auto T/O (1) Closed Open Open

Icing ALT T/O Open Closed Auto

T/O Open Closed Auto

Flight Controls .............................................. C ........BOTTOMS CHCKD The Captain will verify steering disengaged, and check the rudder

pedals for freedom of movement. Check flight controls for freedom of movement in a smooth and

continuous manner. Steering .......................................................... C ..................... ENGAGED

After pushback (If Req’d) and engine start: Engage by pressing steering Handle and observe the [STEERING INOP] message on the EICAS disappears.

NOTE: Steering handle actuation with nose wheels beyond their operational limits may cause damage to the nose wheel steering system.

Cabin Report .................................................. C ..................... RECEIVED

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SECTION 1.6: TAXI, BEFORE TAKEOFF & TAKEOFF

Revision 1 01/05/18 1.6.1

SECTION 1.6 TAXI, BEFORE TAKEOFF & TAKEOFF

1.6.1 TAXI CHECKLIST Transponder ................................................... F ........................... ATC ON

FO selects the transponder mode in accordance with local requirements. The use of TA/RA or TA ONLY modes on ground may trigger TCAS POP UP on MFD.

Flaps ............................................................. F ....................... AS REQ’D Set the flaps to the setting consistent with the intended takeoff

configuration and performance IAW weather conditions. The flap position must be indicated on the EICAS.

Taxi Lights ...................................................... C ..................................SET Brakes ........................................................... C/F .......................... CHECK Ice Protection Test ........................................ F ............... AS REQUIRED

The ice protection test must be carried out once a day (at the first flight of the day) or when icing conditions are forecast. The test may be carried out completely on the ground (“A” Test), or in 2 separate phases (“B” Test) (first phase on the ground and second phase in flight), depending on weather conditions and crew discretion. For ice protection test information, refer to Supplementary Procedures, Cold Weather, section 2.3.

PFD-MFD-EICAS displays ........................... C/F ................................SET Takeoff Briefing ........................................... C/F ............... PERFORMED

The PF will perform the takeoff briefing and the Takeoff Reject procedure.

− The briefing should describe the departure procedures, taxi out routes, power reductions, weather, terrain/MSA, noise abatement procedures, low visibility procedures, inoperative airplane components, runway in use/condition, return alternate airports, NOTAMs and any required operational procedures that differ from the normal procedures. It is recommended to perform the takeoff briefing before engine start.

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1.6.2 BEFORE TAKEOFF CHECKLIST Flight Attendant ............................................. F ........................ NOTIFIED Gust Lock ...................................................... C ................................ OFF

If Electromechanical Gust Lock is installed, wait 10 seconds to perform ELEVATOR check.

Flight Controls .............................................. F ............ TOPS CHECKED Check the flight controls when in close proximity to the holding point if a prolonged taxi in cold soak conditions occurs or in any weather that may possibly cause flight control problems due to freezing or due to accumulation of snow or slush. Release the gust lock and check AILERON and ELEVATOR free

travel. Once this check is complete, the gust lock should not be applied until called for in the after landing check.

Each time electromechanical gust lock lever is set to unlocked (FREE) position, elevator movement must be checked. This check must be performed at least 10 seconds after positioning the gust lock lever to the unlocked (FREE) position by moving the control column from the full up stop to the full down stop and back to the full up stop position.

Brake Temperatures ..................................... F ............................ CHECK Verify brakes temperature in “green range” on the MFD HYD page. Takeoff cannot be attempted with brake temperatures outside the “green range”. C and FO should select TCAS page on MFD.

Flaps ............................................................ F ........................... __º SET Transponder .................................................. F .............................. TA/RA Takeoff Configuration ................................... F ....................... CHECKED

FO presses the T/O CONFIG Button and “TAKEOFF OK” synthetic message shall be heard.

Windshield Heat ............................................ F ................................... ON

NOTE: - If the engine has not been running in the previous 90 minutes (“Cold Engine”) ensure at least 4 minutes to warmup before applying takeoff thrust.

- It the engine has been running in the previous 90 minutes (“Warm Engine”) ensure at least 2 minutes to warmup before applying takeoff thrust.

- To increase N2 above 83% the engine oil temperature must be at least 40oC.

FINAL ITEMS Landing Lights ............................................... C .................................. ON Strobe Lights ................................................. C .................................. ON

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1.6.3 TAKEOFF Thrust Levers ................................................ PF ................. THRUST SET

If an Alternate Takeoff Mode has been selected, check green ATTCS indication presented on EICAS and state “ATTCS Armed.”

NOTE: If the runway is considered to be limiting, a static takeoff must be accomplished. In this case, release brakes after engine has reached the target N1.

For rolling takeoffs, performance data is valid from the point where takeoff thrust is achieved. Line up allowance is 50 feet. Takeoff thrust must be set within first 200 feet of the runway.

During takeoff run, pedals should be used to steer the airplane.

Engine Parameters ..................................... PM ..................... MONITOR

NOTE: High vibration indicates a malfunction which may worsen and increase vibration severity. Therefore, continuous engine operation with vibration in the amber range is not recommended. According to engine vibration limits, the pilot may elect not to reduce TLA for vibration below 2.5 IPS time limited to 5 minutes. If vibration returns to the green range within 5 minutes, the flight may continue but vibration causes should be investigated before the next flight. According to Rolls-Royce AE3007A Series Operation Manual, vibration in any flight phase in the amber range up to 1.5 IPS for less than 30 seconds does not require maintenance action.

At VR rotate the airplane to 14° (flaps 9°), 13° (flaps 18°) or 12° (flaps 22°) or follow the Flight Director guidance.

With Positive Rate: Landing Gear........................................................PM ...........................UP

Command gear up on request, after confirming a positive rate of climb. Confirm the three white UP indications on the EICAS.

− Do not apply brakes after becoming airborne. The main wheels will stop automatically.

Minimum Airspeed ....................................... PF .................................... V2 If maneuvering is required, maintain a minimum airspeed of V2 + 10

KIAS with a maximum bank of 25°.

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SECTION 1.7: AFTER TAKEOFF, CLIMB, CRUISE

Revision 1 01/05/18 1.7.1

SECTION 1.7 AFTER TAKEOFF, CLIMB, CRUISE

1.7.1 AFTER TAKEOFF CHECKLIST (SILENT)

Initiate this checklist as soon as possible after FLAPS are retracted.

NOTE: Failure to trim prior to 160 KIAS procedure may lead to an inoperative trim condition not associated with any EICAS message.

Landing Gear................................................ PM ..................................UP PM raises landing gear after PF has requested; confirms the three

white UP indications on the EICAS. FLAPS ........................................................... PM ..................................UP

PM retracts FLAPS at acceleration altitude according to Normal takeoff for Flaps 9, 18 or 22° schedule after PF states “Climb Sequence.”

Taxi Lights .................................................... PM ............................... OFF Thrust Rating .............................................. PM ........................... CLIMB

THRUST RATING panel: CLB mode. EICAS: check CLB indication.

ICE DETECTION OVRD ............................... PM ............................ AUTO AIR COND/PNEUMATIC Panel ................... PM ................................SET

Check for the proper air conditioning and pressurization settings and parameters.

Takeoff with APU BLEED: – Engine BLEED1 and BLEED2 buttons ...................... PUSH IN. – XBLEED knob ............................................................ set AUTO. − APU BLEED button ................................................. PUSH OUT. Takeoff with Engine BLEED, T/O: Both PACKS are automatically reset for airplanes S/N 625 and on. For airplanes up to S/N 625 the packs must be reset manually.

APU ........................................................... PM ............. AS REQUIRED Shut down the APU IMMEDIATELY after the engine bleed valves

are open, that is, without any cool down period. Pressurization ............................................. PM ..................... CHECKED

Once the air conditioning system is set, verify that the pressurization is functioning properly. Verify the cabin altitude, the differential pressure and the cabin rate of climb on the EICAS.

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SECTION 1.7: AFTER TAKEOFF, CLIMB, CRUISE

1.7.2 01/05/18 Revision 1

1.7.2 CLIMB CHECKLIST ABOVE 10000 FT (SILENT)

Flight Attendant ............................................ PM ......................... NOTIFY Landing Lights ............................................. PM ............................... OFF

Upon passing 10,000 ft switch the landing lights OFF; leave the strobe and red beacon light ON. Except at night turn off the logo lights.

Pressurization ............................................... PM ...................... MONITOR

----------------------------------18,000 FEET------------------------------- Altimeters .................................................. PF/PM ................. 3 SET STD

Both pilots set the altimeters to standard (as required by local regulations).

The C also sets the Standby altimeter. Ice Protection test ........................................ PM ..................... AS REQ’D

See SOP paragraph 2.3.10 for “B” test (Part 2)

1.7.3 CRUISE CHECKLIST (SILENT) Signs ........................................................... PM ..................... AS REQ’D Thrust Rating ................................................ PM ............................... CRZ Pressurization ............................................... PM ..................... CHECKED iPads ........................................................ PF/PM . SECURED/STOWED

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SECTION 1.8: DESCENT & APPROACH

Revision 0 08/01/16 1.8.1

SECTION 1.8 DESCENT & APPROACH

1.8.1 DESCENT The Descent and In Range checklist should be requested by the pilot flying descending through 18,000 feet or during the initial descent for landing. When appropriate the PM will monitor ATIS for landing information, load the approach in the FMS and set up the Nav aids for the approach. When radio contact can be made with the FBO, and workload permits, the PNF will contact the FBO with an arrival message and any special requests.

1.8.2 DESCENT AND IN RANGE CHECKLIST Flight attendant ............................................ PM ...................... NOTIFIED

Notify F/A of time remaining in flight and communicate any special needs. This can be accomplished by making a PA announcement or by interphone as long as communicating special needs is accomplished.

Signs ........................................................... PM ............. AS REQUIRED Confirm Seat Belts and No Smoking signs are on and exterior lights

in the required position (GOM ¶ 3.2.7) Landing Elevation ........................................ PM ................................SET

Verify digital controller set to correct landing elevation for destination airport is set.

Landing lights .............................................. PM ................................. ON Turn lights ON prior to, or passing through, 10,000 feet. Wing lights

will enhance sighting of the airplane especially at night in high traffic volume airspace.

Altimeters / Airspeeds ............................... PF/PM ............. SET X-CHKD Passing through the transition altitude verify that all three altimeters

are set to the local barometric setting (QNH) and that all altimeters and airspeeds are cross checked.

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1.8.2 01/05/18 Revision 1

Landing Ref data .......................................... PM ................................ SET Update and display landing reference data for the estimated weight at the destination airport. − VFS : “V1” magenta annunciation − VREF: “VR” cyan annunciation − VAC : “V2” white annunciation − VAPP: “AP” green annunciation

Briefing / NAV aids .................................... PF/PM ....... COMPLETE, SET Set FMS and navigation receivers for the approach and verify

against applicable published approach charts. Once the FMS and receivers have been set, brief any changes to NAV radios, FMS and NAV displays plus runway length, visual aids and runway exit plan should be discussed.

Confirm that iPads are set: Check both iPads suction cups secure. Check PF iPad secure or stowed. Check primary iPad (PNF) set.

When an ILS approach is anticipated consider the provisions of FAA AD 2006 22-05, SOP page 2.1.21.

APU (if desired)............................................. PM ........................... START Based upon other factors the APU can be started on the ground after landing, if sufficient time is available.

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Revision 0 08/01/16 1.8.3

SECTION 1.8 APPROACH INFORMATION

The table below shows the flap maneuvering speeds during a visual approach or during an instrument approach:

FLAP MANEUVERING SPEED (KIAS) BELOW MSLW* ABOVE MSLW*

FLAPS o GEAR NON ICING CONDITIONS

ICING CONDITIONS

NON ICING CONDITIONS

ICING CONDITIONS

0 UP 180 200 180 200 9 UP/DN 160

18/22 UP/DN 140 150 45 DN 140

*Maximum Structural Landing Weight as specified in Limitations Section.

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1.8.4 08/01/16 Revision 0


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SECTION 1.9: BEFORE LDG / MISSED APPRCH

Revision 1 01/05/18 1.9.1

SECTION 1.9 BEFORE LANDING/ MISSED APPROACH

1.9.1 BEFORE LANDING CHECKLIST Landing Lights ............................................. PM ................................. ON Landing Gear.............................................. PF/PM ...... DOWN, 3 GREEN

PM places the LDG GEAR LEVER DN when requested by the PF. After landing gear down and locked, verify thrust rating indicates T/O.

FLAPS ........................................................... PM ....................... ___o SET PM selects Flap Control Lever as directed by the PF.

EICAS Display ............................................ PF/PM .................. CHECKED

CAUTION: YAW DAMPER ON DURING LANDING MAKES THE DIRECTIONAL CONTROLLABILITY OF THE AIRPLANE ON THE RUNWAY MORE DIFFICULT ESPECIALLY WITH GUSTS AND CROSS WINDS.

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SECTION 1.9: BEFORE LDG / MISSED APPRCH

1.9.2 08/01/16 Revision 0

1.9.2 MISSED APPROACH Go Around Button ....................................... PF .......................... PRESS

Press the Go Around buttons at the thrust levers and check if Flight Director goes to pitch 10° nose up. Rotate or verify that autopilot rotates the airplane following the Flight Director.

Thrust Levers ................................................ PF ............................... MAX Advance the thrust levers to MAX position and verify the engines

parameter. FLAPS ........................................................... PM ........................... SET 9º

With positive rate of climb: Landing Gear ................................................ PM .................................. UP Minimum Airspeed ....................................... PM ................................. VAC

Maintain the pitch as commanded by the Flight Director or pitch 10° if Go Around is being performed on raw data to maintain the airplane airspeed above the minimum airspeed (approach climb speed selected on the MFD).

NOTE: - For coupled Go-Around the altitude loss may be 75 ft.

- During Go-Around procedure, the DON´T SINK aural warning may sound. In this case monitor the sink rate and follow the Go-Around guidance.

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SECTION 1.10: AFTER LANDING

Revision 1 01/05/18 1.10.1

SECTION 1.10 AFTER LANDING

1.10.1 AFTER LANDING CHECKLIST LANDING LIGHTS .......................................... C ................................. OFF STROBE LIGHTS ........................................... C ................................. OFF APU ............................................................. F ................................... ON

FO turns the APU ON when it is required.

NOTE: To prevent spurious overcurrents in the electrical system, engines must not be shut down concurrently with the starting of the APU. A minimum one-minute interval between those two procedures is recommended.

Windshield Heat ............................................. F ................................. OFF FO turns windshield heating OFF if it is not required to defog or de-

ice the windshield. For airplanes equipped with PPG windshield, the windshield heating system may be selected ON during all flight phases.

Weather Radar .............................................. F ............................... STBY Gust Lock ...................................................... F ................................... ON

FO selects ELEC GUST LOCK to Locked position. Transponder ................................................... F ........................... ATC ON

FO selects the transponder to ATC ON or in accordance with local requirements. The use of TA/RA or TA ONLY modes on ground may trigger TCAS POP UP on MFD.

Flaps ............................................................. F ....................... AS REQ’D FO selects the FLAP Control lever to zero, unless winter ops require

them to stay at present position.

NOTE: In case an overcurrent protection is actuated, and the EICAS message [DC BUS 2 OFF] (PFD 2 and MFD 1 blank and MFD 2 displaying a red X) is displayed after a commanded engine 2 shutdown during taxi, the following actions must be carried out:

Stop the airplane. Restart engine 2. Taxi the airplane normally to the appropriate area. To shut the airplane down and reset the overcurrent protection,

refer to Shutdown Procedures.

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SECTION 1.10: AFTER LANDING

1.10.2 08/01/16 Revision 0

CAUTION: DURING TAXI, THE ENGINE 2 MUST NOT BE SHUTDOWN IMMEDIATELY PRIOR TO, OR DURING A TURN, AS THIS MAY CAUSE STEERING COMMAND LOSS (STEERING IS SUPPLIED BY DC BUS 2).

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SECTION 1.11: SHUTDOWN, TURNAROUND, SECURING

Revision 0 08/01/16 1.11.1

SECTION 1.11 SHUTDOWN/LEAVING THE AIRPLANE

1.11.1 ENGINE SHUTDOWN CHECKLIST Parking Brake ............................................... C ..................................SET

Pull the Emergency/Parking Brake to the set position after the airplane has stopped. Make sure that the airplane has come to a complete stop before doing so.

Verify brake temperature. If close to the cautionary range, verify that chocks are on and release the Emergency/Parking Brake to reduce the brake cooling time.

NOTE: To avoid hydraulic fluid transference from system 1 to system 2 first apply brakes using the pedals and then pull the emergency/parking brake handle. To release the emergency/parking brake, repeat this procedure.

Taxi Lights ...................................................... C ................................. OFF Steering .......................................................... C ................ DISENGAGED Thrust Levers ................................................. C ................................ IDLE Start/Stop Selectors ...................................... C ............................... STOP

Once the Emergency/Parking Brake is applied, shut down the engines by selecting the engine start knobs to STOP.

NOTE: – Associated engine BLEED must be CLOSED before selecting the engine START/STOP Selectors STOP;

- The engines will not shut down with START/STOP Selectors unless Thrust Levers are first moved to IDLE;

– If STOP is selected before Thrust Lever is retarded to IDLE, momentarily cycle START/STOP Selector to RUN and back to STOP;

– The engine must run for at least 1 minute at IDLE thrust before shutdown to permit engine thermal stabilization. Time operation at or near idle, such as taxing, is included in this 1-minute period;

– To prevent spurious overcurrents in the electrical system, engines must not be shut down concurrently with the starting of the APU. A minimum one-minute interval between those two procedures is recommended.

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1.11.1 ENGINE SHUTDOWN CHECKLIST (Continued)

NOTE: If the overcurrent protection is actuated, the airplane will enter in electrical emergency when both engines are shut down (both PFDs and MFDs deenergized, but EICAS display energized). In this case, the following steps must be accomplished:

− Batteries 1 and 2 .............................................................. OFF − Bus Ties ............................................................................ OFF − Properly trained personnel must reset the electrical system

through ELEC SW switch on the Maintenance Panel behind the pilot’s seat.

− If the failure persists, the related fault isolation task (FIM TASK 24-60-00-810-820-A) should be accomplished.

Red Beacon ................................................... C ................................ OFF Shed Buses ................................................... C ............... AS REQUIRED

With APU, if necessary to provide electrical power to Galley and IFE, C switches the shed buses to OVRD.

If GPU is being used after shutdown, the shed buses can be left in AUTO.

Elec Hyd Pumps ............................................ F ................................. OFF FO switches HYDRAULIC ELEC PUMP knobs to OFF.

AIR COND/PNEUMATIC Panel ..................... F .................................. SET FO pushes out BLEED 1 and 2 Buttons on AIR CONDITIONING

Panel. If air conditioning is required, RSP pushes in APU Bleed Button (if APU is in use) and selects one PACK as required.

Transponder ................................................... F ............................... STBY SEAT BELT SIGNS ........................................ F ................................. OFF

FO should turn FASTEN BELTS switch to OFF after complete engine stop.

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1.11.2 TURNAROUND CHECKLIST Refuel Quantity ................................................................ AS REQUIRED Fuel Used ....................................................................................... RESET Flight Time ..................................................................................... RESET Ref Data ...............................................................................................SET FMS ...................................................................................... PROGRAM iPads ............................................................................. ON & CHECKED Landing Elevation ...............................................................................SET PFDs, MFDs and RMUs ......................................................................SET Trims ................................................................. ___o SET, ZERO, ZERO Signs ................................................................................................... ON Fuel Pump Selectors ..........................................................................SET

Rotate pump selectors to next pump position. Stall Test ............................................................... PERFORM (IF REQ’D)

Perform test if “SPS ICE SPEEDS” CAS message is present on EICAS.

1.11.3 SECURING CHECKLIST Fire Detection Test ................................................................. PERFORM FMSs ................................................................................................. OFF Avionic Master 1 & 2 ......................................................... PUSHED OUT

FO pushes out AVIONICS MASTER 1 & 2 BUTTONS prior to switching GPU or APU OFF.

Shed Bus ......................................................................................... AUTO Emergency Lights ............................................................................. OFF

FO switches EMERG LT from ARM to OFF before the batteries are switched OFF. Otherwise the emergency lights will illuminate and drain the batteries.

Exterior & Interior Lights .................................................................. OFF Make sure that all internal and external lights are switched OFF (with

the exception of the cockpit dome light at night) before switching OFF GPU or APU.

Passenger Signs Panel ..................................................................... OFF Set STERILE, NO SMKG (NO ELEC DEVICES in some

configurations) and FSTN BELTS to OFF. AIR COND/PNEUMATIC Panel ...........................................................SET

FO sets the PACK and APU BLEED buttons on the Air Conditioning/Pneumatic panel to OPEN, if not already in this position. The RECIRC and GASPER buttons should be left pressed (this is their normal state).

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Weather Radar ................................................................................... OFF Both pilots switch the radar from STBY to OFF.

Standby Attitude (if applicable) .................................................. CAGED Cage the standby horizon. Ensure gyro is caged by checking for

presence of red “OFF” flag. GPU/APU ............................................................................................ OFF

Shut APU down by pressing the STOP button on its panel. Verify the shutdown on the EICAS. Wait until APU rotation drops to 5% before switching APU MASTER OFF. Confirm “APU FUEL SOV CLSD” in CAS prior to turning off aircraft batteries.

NOTE: Do not close the air conditioning packs before shutting down the APU. Shutting down the APU while bleed air is coming out of it helps extend APU life.

If a GPU is the source of electrical power, switch it OFF through the GPU button on the Electrical System panel. Never leave the airplane unattended and energized. a member of the maintenance team, familiar with the airplane, should always be left in charge before the crew leaves.

Fuel Pump Power .............................................................................. OFF Fuel pumps are needed only as long as the APU is in use. Once the APU is shut down the fuel pumps are not needed any more. So if the airplane is being powered by the GPU or solely by the batteries the pumps are not needed.

Batteries ............................................................................................. OFF

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Title Page

CHAPTER 2 SUPPLEMENTAL PROCEDURES Routine Procedures .................................................................. Section 2.1

1. Engine Crossbleed Start ........................................................ 2.1.1 2. Engine Start Assisted by APU ............................................... 2.1.1 3. Engine Start with Airplane Batteries and LPU ....................... 2.1.2 4. Taxi and Runway Operations ................................................ 2.1.3 5. Single Engine Taxi ................................................................. 2.1.5 6. Takeoff in T/O RSV Mode ...................................................... 2.1.7 7. Altimeter Miscompare Tolerances ......................................... 2.1.8 8. Bounced Landing Recovery ................................................... 2.1.9 9. Fuel System Crossfeed ....................................................... 2.1.10

UNS-1K Navigation ................................................................. Section 2.2 1. Normal Procedures ................................................................ 2.2.1 2. Approach ................................................................................ 2.2.2 3. Transition from FMS to Autopilot ILS Approach .................... 2.2.3 4. RVSM Operation .................................................................... 2.2.4 5. RNP Approach ....................................................................... 2.2.6

Cold Weather ............................................................................ Section 2.3 1. Exterior Safety Inspection ...................................................... 2.3.1 2. Interior Safety Inspection ....................................................... 2.3.2 3. Engine Start ........................................................................... 2.3.4 4. After Start ............................................................................... 2.3.5 5. Anti/De Icing with Engines/APU running ............................... 2.3.6 6. Taxi ........................................................................................ 2.3.7 7. Before Takeoff ....................................................................... 2.3.8 8. Takeoff ................................................................................. 2.3.11 9. After Takeoff ........................................................................ 2.3.11 10. Climb/Cruise ........................................................................ 2.3.12 11. Flight in Icing Conditions ...................................................... 2.3.13 12. Holding ................................................................................. 2.3.13 13. Descent ................................................................................ 2.3.14 14. Approach and Landing ......................................................... 2.3.14 15. Taxi In and Parking .............................................................. 2.3.15 16. Through Flights .................................................................... 2.3.15 17. Securing for Cold Soak or Extended Periods ...................... 2.3.16

Lightning Strike ......................................................................... Section 2.4 1. During Ground Operations ..................................................... 2.4.1 2. During Flight Operations ........................................................ 2.4.2

Turbulence and Hot Weather ................................................... Section 2.5 1. Turbulent Air Penetration ....................................................... 2.5.1 2. Hot Weather ........................................................................... 2.5.2

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Title Page

CHAPTER 2 SUPPLEMENTAL PROCEDURES (Continued) Severe Weather Avoidance ....................................................... Section 2.6

1. Weather Radar System ......................................................... 2.6.1 2. Preliminary Control Settings .................................................. 2.6.1 3. Weather Radar Usage ........................................................... 2.6.3 4. Warnings ................................................................................ 2.6.4 5. Tilt Management and Symbols .............................................. 2.6.5 6. Individual Returns to Avoid .................................................... 2.6.6

Enhanced Ground Proximity Warning System .......................... Section 2.7 1. EGPWS Constraints .............................................................. 2.7.1 2. System Activation .................................................................. 2.7.2 3. EGPWS Self Test .................................................................. 2.7.3 4. Normal Procedures ................................................................ 2.7.4 5. Abnormal Procedures ............................................................ 2.7.6 6. Emergency Procedures ......................................................... 2.7.7 7. Windshear Warning System .................................................. 2.7.8 8. Windshear Prevention/Recovery ......................................... 2.7.10 9. Windshear Warning During Takeoff .................................... 2.7.10 10. Windshear Warning During Approach ................................. 2.7.10

Traffic Collision Avoidance System Procedures ....................... Section 2.8 1. Normal Operating Procedures ............................................... 2.8.1 2. Aircrew Responsibilities ......................................................... 2.8.2 3. Mandatory Responses ........................................................... 2.8.6 4. Operating Characteristics .................................................... 2.8.12

Emergency/Abnormal Procedures ...................................... Section 2.9 1. General .................................................................................. 2.9.1 2. Engine Fire on Final Approach/After Landing ....................... 2.9.1 3. Emergency Evacuation Procedures ...................................... 2.9.2 4. Unusual Attitudes or Upsets .................................................. 2.9.4 5. Dual Engine Failure Immediately After Takeoff ..................... 2.9.5

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SECTION 2.1: ROUTINE PROCEDURES

Revision 0 08/01/16 2.1.1

SECTION 2.1 ROUTINE PROCEDURES

2.1.1 ENGINE CROSS BLEED START

This procedure may be used to start the second engine using the operating engine bleed as the pneumatic source. Crossbleed .................................................... F .............. AUTO or OPEN Engine Bleed (non-operating engine) ......... F ............................ CLOSE Engine Bleed (operating engine) ................. F .............................. OPEN

N2 of the operating engine must be accelerated to above 80%. Start/Stop Selector ................................................... START,THEN RUN


Engine Indication ..................................................................... MONITOR

NOTE: After the start is completed, reduce operating engine to idle.

2.1.2 ENGINE START ASSISTED BY THE APU

This procedure may be used to start the engine using the APU bleed as the pneumatic source.

NOTE: Before starting engine 2 using APU bleed while engine 1 is running, push out the BLEED 1 pushbutton.

APU Bleed ...................................................... F .............................. OPEN Crossbleed ..................................................... F .............. OPEN or AUTO Engine Bleeds ............................................... F ......................... CLOSED Start/Stop Selector .................................................... START,THEN RUN


Engine Indication .................................................................... MONITOR

NOTE: With the APU Bleed Valve open and the Crossbleed Valve in AUTO position, the Engine 1 will always be started assisted by the APU, even when the Engine 2 is running with associated Engine Bleed Valve open.

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2.1.3 ENGINE START WITH AIRPLANE BATTERIES AND LOW PRESSURE UNIT (LPU)

This procedure may be used when operating without APU or GPU but with the batteries and a Low Pressure Unit (LPU) available for engine start.

NOTE: – Before attempting to start the engines using the batteries ensure that minimum batteries voltage is 24.0 VDC.

– Accomplish a BEFORE START - FIRST FLIGHT procedure as soon as the electrical source is established.

– The Captain may elect to start the remaining engine using the LPU or to perform a crossbleed start.

– The engines pneumatic start does not affect the electrical system or the individual loads connected to it. The voltages of the buses fed by the batteries remain steady during engine starts, with no power transients. After the first engine start and with generators on line, the normal electrical system voltage will be between 24 V and 28.5 V.

– It is recommended that audio communication with the ground crew be used instead of signaling.

BEFORE START Interior and Exterior Safety Inspections ...................................... C/F .............. ACCOMPLISH Parking Brake ................................................ C .................................. ON Batteries 1 & 2................................................ F .............................. AUTO Avionics Masters .......................................... F ..................... PUSHED IN Emergency Lights ......................................... F ................................ ARM Fire Detection System .................................. F ............................ CHECK Crossbleed ..................................................... F .............................. OPEN Packs ............................................................ F .................. ...............OFF Engine Bleeds ............................................... F ............................ CLOSE CLEARED TO START Doors and Windows ................................... C/F ........................ CLOSED Red Beacon ................................................... F ................................... ON Fuel Pump (associated engine) .................. F ................................... ON Start Pressure ................................................ F .................... AVAILABLE

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START Start/Stop Selector (associated engine) ................ START,THEN RUN


Engine Indication .................................................................... MONITOR

2.1.4 TAXI AND RUNWAY OPERATIONS A. Key to ground operations is to maintain vigilance and situational

awareness. The following are designed to help avoid pilot deviation runway incursions caused by lack of situational awareness: 1. Conduct a pre-taxi/departure briefing (or self-brief) that includes

the expected taxi route and restrictions. 2. Monitor the frequency when initial taxi clearance is called for to

ensure that the taxi clearance is heard. 3. After taxi clearance has been received, determine the runway

assigned, any restrictions, and the taxi route. If in doubt or not in agreement, seek clarification from ATC.

4. Observe "sterile cockpit," especially while taxiing. 5. Have the airport diagram(s) out, available, and in use. As

appropriate, cross check the horizontal situation indicator (HSI), airport diagram, and airport signage to confirm aircraft position while taxiing.

6. Fixed navigation lights (red, green, and white) and taxi lights must be on whenever the airplane is in motion.

7. Pilot(s) will monitor the appropriate tower frequency when anticipating a clearance to cross or taxi onto an active runway.

8. When approaching an entrance to an active runway, pilot(s) will ensure compliance with hold short or crossing clearance by discontinuing non-monitoring tasks (e.g., Flight Management System (FMS) programming, company radio calls, etc.)

9. Prior to crossing or taxiing onto any runway, verbally confirm ATC clearance and that the aircraft is aligned on the correct runway with other flightcrew member(s). The objective is for the flightcrew to verbally confirm they are crossing onto and/or aligning for takeoff on the correct runway. Before entering the runway, visually scan the runway and approach area. Turn on strobes and wing inspection lights when crossing a runway or when aligning for takeoff.

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2.1.4 TAXI AND RUNWAY OPERATIONS (Continued) 10. Read back all clearances/instructions to enter a specific runway,

hold short of a runway, and to "Line Up and Wait," including the runway designator.

NOTE: Do not merely acknowledge the foregoing instructions / clearances by using your call sign and saying "Roger" or "Wilco." Instead, read back the entire instruction/clearance including the runway designator.

11. When entering a runway after being cleared for takeoff, or when taxiing to "Line Up and Wait," make your aircraft more conspicuous to aircraft on final behind you and to ATC by turning on lights (except landing lights) that highlight your aircraft's silhouette.

12. Be especially vigilant when instructed to "Line Up and Wait," particularly at night or during periods of reduced visibility. Scan the full length of the runway and scan for aircraft on final approach when taxiing onto a runway either at the end of the runway or at an intersection. Contact ATC anytime you have a concern about a potential conflict. − In instances where you have been instructed to "Line Up and

Wait" and have been advised of a reason/condition (wake turbulence, traffic on an intersecting runway, etc.) or the reason/condition is clearly visible (another aircraft that has landed on or is taking off on the same runway), and the reason/condition is satisfied, you should expect an imminent takeoff clearance, unless advised of a delay.

− If landing traffic is a factor, the tower is required to inform you of the closest traffic that is cleared to land, touch-and-go, stop-and-go, or unrestricted low approach on the same runway when clearing you to "Line Up and Wait." Take care to note the position of that traffic and be especially aware of the elapsed time from the "Line Up and Wait" clearance while waiting for the takeoff clearance.

− ATC should advise of any delay in receiving takeoff clearance (e.g., "expect delay for wake turbulence") while holding in position. If a takeoff clearance is not received within a reasonable time after clearance to "Line Up and Wait," contact ATC. Suggested phraseology: (call sign) holding in position (runway designator or intersection). For example, "Ultimate 56 holding in position runway 24L," or "Ultimate 56 holding in position runway 24L at Bravo."

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NOTE: FAA analysis of accidents/incidents involving aircraft holding in position indicate that two minutes or more elapsed between the time instruction was issued to "Line Up and Wait" and the resulting event (e.g., land over or go-around). Pilots should consider the length of time they have been holding in position whenever they have NOT been advised of any expected delay to determine when it's appropriate to query the controller.

13. To signal intent to takeoff, turn on landing lights when cleared for takeoff. Comply with GOM paragraph 3.2.7, “Exterior Lights”, when applicable; consider using wing inspection lights during low visibility conditions.

14. As part of the approach briefing/checklist, review the airport diagram and anticipated taxi route.

CAUTION: A POTENTIAL PITFALL OF PRE-TAXI AND PRE-LANDING PLANNING IS SETTING EXPECTATIONS AND THEN RECEIVING DIFFERENT INSTRUCTIONS FROM ATC. PILOTS NEED TO FOLLOW THE CLEARANCE OR INSTRUCTIONS THAT ARE ACTUALLY RECEIVED, AND NOT THE ONES THEY EXPECTED TO RECEIVE.

2.1.5 SINGLE ENGINE TAXI A. The procedures below are provided to allow operators to perform a

single engine taxi. This procedure can be adopted at crowded airports, where the taxi time may be too long, leading to unnecessary fuel waste and air pollution.

B. For single engine taxi, change or complement the normal procedures according to the following.

BEFORE START A. Evaluate which engine will be started based on fuel distribution on

tanks, passenger boarding and baggage loading. If the airplane is operating under MEL with one engine driven generator inoperative, choose the engine which has both generators operating.

NOTE: Batteries charge may be preserved by using all available generators.

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2.1.5 SINGLE ENGINE TAXI (Continued) AFTER START FADEC Control Knob .................................... F ...... RESET, THEN ALTN Electric Hydraulic Pumps ............................. F ................................... ON

Check on MFD Hydraulic Page that both hydraulic systems pressure are within green range.

Air Cond/Pneumatic Panel .......................... F ................ AS REQUIRED If both air conditioning packs are required, select Crossbleed to

OPEN. Shed Buses ................................................... F .............................. OVRD

Check all DC Buses energized and operating generators load. If required, turn off equipment not essential (galley, coffee maker, etc.). In such case, inform flight attendant that that equipment shall be off until second engine start.

TAXI A. Monitor both fuel quantities to avoid excessive fuel imbalance. BEFORE TAKEOFF Non–Operating Engine ................................ C ............................ START Crossfeed ....................................................... F ................................. OFF Shed Buses .................................................... F .............................. AUTO Electric Hydraulic Pumps ............................. F .............................. AUTO Air Cond/Pneumatic Panel .......................... F ................ AS REQUIRED B. AFTER LANDING Shed Buses .................................................... F .............................. OVRD Electric Hydraulic Pumps ............................. F .............................. AUTO Air Cond/Pneumatic Panel .......................... F ................ AS REQUIRED Selected Engine ............................................ C .................. SHUTDOWN ABNORMAL PROCEDURES

If the operating engine fails, stop the airplane as soon as possible, apply Parking Brakes and turn off both hydraulic pumps and any unnecessary equipment. APU may be used to start remaining engine and return to gate.

NOTE: Batteries will be discharging until APU or remaining generators are turned on.

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Revision 1 01/05/18 2.1.7

2.1.6 TAKEOFF IN T/O RSV MODE

[Source: AFM Supplement 11 EMB–135 Operations with AE3007A1/3 Engines]

NOTE: Takeoff in T/O RSV mode is intended to be used only for Thrust Assurance Check purposes and does not improve certified performance.

Thrust Levers ........................................................ THRUST SET Thrust Levers ........................................................................ MAX

NOTE: – If the runway is considered to be limiting, a static takeoff must be accomplished. In this case, release brakes after engine has reached the target N1.

– For rolling takeoffs, performance data is valid from the point where takeoff thrust is achieved. Lineup distance is 50 feet. Takeoff thrust must be set within first 200 feet of runway.

– During takeoff run, use rudder pedals to steer the airplane.

Engine Parameters ...................................................... MONITOR At VR, rotate the airplane to 14° (flaps 9°) or 13° (flaps 18°).

A. With positive rate of climb: Landing Gear ........................................................................... UP Minimum Airspeed .................................................................... V2 If maneuvering is required, maintain a minimum airspeed of V2 +10 KIAS with a maximum bank of 25°.

B. At level off height altitude: For flaps 9° T/O airspeed V2 +15 KIAS: Flaps ........................................................................................ UP For flaps 18° T/O: At V2 + 10 KIAS: Flaps .......................................................................................... 9° At V2 +30 KIAS: Flaps ........................................................................................ UP

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2.1.8 08/01/16 Revision 0

2.1.7 ALTIMETER MISCOMPARE TOLERANCES

This Section provides information regarding maximum allowed tolerances between PFD altitude indications and standby altimeter. A. For the EMB135 models, there are two pitot probes, four static

probes and one pitot static probe. Pitot probes 1 and 2 and the static ports send information to ADCs 1 and 2. The third (auxiliary) pitot probe sends information directly to the standby indicators.

B. The standby altimeter system is a back-up navigation source to be used in the event of a total loss of the primary source (ADC).

C. The differences between the readings of ADC 1 and 2 altimeters and between these and the standby system altimeter, with the airplane on ground or in flight, can occur due to a number of reasons and may vary with altitude, airspeed and airplane configuration. In addition, the static port for the standby system and the static port for the primary system are located in different positions.

D. The miscompare criterion considers additional parameters, as follows: 1. Measurement errors, installation deviations, internal and skin

waviness distortions and airplane sideslip condition that bear an influence on data variations when comparing the two systems. The new range of values is applicable to both the Integrated Standby Instrument System and the Conventional Standby System.

2. For all EMB135 models, the maximum acceptable difference between both ADC altimeter indications and between the ADC altimeters and the Standby System are shown in the table on the next page.

E. To verify if altimeter difference is within tolerance, the flight crew should proceed as follows: 1. Stabilize altitude, maintain variation within ±50 ft. 2. Stabilize airspeed, maintain variation within ±5 kt.

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Revision 1 01/05/18 2.1.9

F. Wait a minimum of 15 seconds in straight and level flight, preferably with Autopilot engaged, to compare the difference between altitudes using the following table:

ALTITUDE (ft) MAX DIFFERENCE

BETWEEN PILOT AND COPILOT’S ALTIMETERS

(ft)

MAX DIFFERENCE BETWEEN PILOT OR

COPILOT’S ALTIMETERS AND STANDBY ALTIMETER (ft)

0 50 150 5000 60 200

10000 60 280 15000 70 320 20000 70 500 25000 100 600 30000 120 750 35000 150 750 37000 160 750 39000 169 800

G. Differences greater than the values in the table must be verified by maintenance checks.

H. In flight, if a discrepancy is reported between the values shown in the table, a double check must be performed using the previous and the next referenced altitude level.

2.1.8 BOUNCED LANDING RECOVERY A. The key factor for a successful landing is a stabilized approach and

proper thrust/flare coordination. Do not extend the flare at idle thrust as it will significantly increase landing distance. Reducing to idle before the flare will also require an increase in pitch. Flaring high and quickly reducing thrust to idle can cause the plane to settle abruptly. Do not apply stabilizer trim during the flare.

B. When a light bounce occurs, maintain or re-establish a normal landing attitude. Increasing pitch can lead to a tail strike. Beware of the increased landing distance and use power as required to soften the second touchdown.

C. When a more severe bounce occurs, initiate a go-around – do not attempt to land. Press the go-around button and advance thrust levers to MAX. Hold the flare attitude until the engines spool up, then reset stabilizer trim while completing normal go-around procedures.

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2.1.10 01/05/18 Revision 1

2.1.9 FUEL SYSTEM CROSSFEED

NOTE: Crossfeed must be OFF during takeoff and landing.

If fuel imbalance is verified: Attitude .............................................................. WINGS LEVELED If left wing presents lower level: Crossfeed Selector .............................................................. LOW1 If right wing presents lower level: Crossfeed Selector .............................................................. LOW2 Avoid rapid thrust levers movement. Monitor fuel imbalance. When the desired balance is achieved: Crossfeed Selector ................................................................. OFF

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SECTION 2.2: NAVIGATION

Revision 0 08/01/16 2.2.1

SECTION 2.2 UNS–1K FMS NAVIGATION

The information contained in this section supplements the information of the basic SOP Normal Procedures.

2.2.1 NORMAL PROCEDURES A. Before Start procedures are located in chapter 1 of this manual. B. If a Holding Pattern is depicted, but is not a mandatory part of the

procedure, accomplish the following: FMS ..................................................................... AS REQUIRED Check the entry type and turn direction of holding pattern before

holding pattern entry. For entry types other than direct, activate the holding pattern

procedure as soon as the approach procedure is retrieved from the Navigation Data Base, prior to the FMS initiating any part of the procedure.

NOTE: The FMS normal operating procedures are contained in the Universal UNS1 Operator’s Manual.

C. FMS SOURCE SELECTION Flight Plan ........................................................... SELECT OR CREATE FMS Source ............................................................... SELECT − The FMS can be selected as the navigation source through the

FMS Selector Button located on the Display Control Panel. FMS Label.....................................................................CHECK − The FMS label appears on the associated PFD and MFD. − On the PFD: 1. For airplanes equipped with dual FMS if the FMS is the navigation

source on the where the inputs are made the label will be magenta, otherwise it will be amber.

2. For FMS coupling to the Autopilot/Flight Director: NAV Mode (Flight Guidance Controller) .................... SELECT − The FMS will be coupled to the Autopilot/Flight Director when it is

selected and valid at the on-side EHSI and crew selects the NAV mode on the associated Flight Guidance Controller. Once coupled, the autopilot will follow the preselected flight plan on the FMS.

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2.2.2 08/01/16 Revision 0

2.2.2 APPROACH NOTE: – ILS approaches can be retrieved from the navigation data

base and linked to the flight plan, but cannot be armed or activated as FMS approaches. The FMS can be used to provide navigation up to the final approach course when the PFD must be changed to display raw ILS data.

– GPS will remain selected for GPS and GPS-overlay approved approaches from the navigation database, as well as pilot-defined VFR approaches. Refer to Universal Operator’s Manual approaches procedures.

A. The FMS LOC, B/C, GPS, NDB, RNAV, VOR, VOR/DME and VFR approaches may be linked into the flight plan and laterally coupled to the autopilot/Flight Director as follows: 1. APPROACH TRANSITION

− When an entire approach transition (e.g., procedure turn, DME arc, etc.) is to be flown, the FMS will automatically enter in the ARM APPR mode at 30 nm from the runway with the lateral deviation scaling of 1 nm (full scale), then:

NAV Mode (Flight Guidance Controller) ........................ SELECT − The approach will be automatically activated prior to the FAF and

the lateral deviation scaling will change to 0.3 nm full scale. The VNAV scale will appear on the PFD.

VS or Pitch Hold Mode ............................................. SELECT AS REQUIRED Use VS or pitch hold mode as required to fly the VNAV flight path. 2. HEADING VECTORS

− If the airplane is given heading vectors by ATC to the final approach course, proceed as follows to manually activate the FMS approach:

HDG Mode (Flight Controller Panel) ............................... SELECT − If frequency is not already tuned: TUNE APPR (FMS Control Panel) .................................. PRESS Navigation Frequency ..................................................... SELECT ACT APPR (FMS Control Panel) ...................................... PRESS

− The MFD will display the final approach course data. The lateral deviation scaling of 0.3 nm (full scale) displayed on PFD.

− When established on an intercept heading and cleared for the approach by the ATC:

NAV Mode (Flight Guidance Controller) ......................... SELECT

NOTE: Guidance is provided to the runway threshold or missed approach point. It is the pilot’s responsibility to level out at the Minimum Descent Altitude if the runway environment is not in sight.

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Revision 0 08/01/16 2.2.3

2.2.3 TRANSITION FROM FMS TO AUTOPILOT ILS APPROACH ILS Frequency ....................................................... SELECT AS REQUIRED Radio Altitude ........................................................ SELECT AS REQUIRED HDG Mode (Flight Guidance Controller) .................... SELECT Before selection, set the desired interception course on

heading bug. Navigation Source ...................................................... SELECT Select the NAV source on the Display Control Panel (LOC

course selected on the PFD). Autopilot/Flight Director ................................... AS REQUIRED APR Mode (Flight Guidance Controller) .................... SELECT

1. ARC DME APPROACH USING FMS Pilot Not-flying ...................................................... CHECK DME During Arc DME approach using FMS the pilot not-flying must

check DME Raw Data. 2. MISSED APPROACH

Go-Around Button ....................................................... PRESS Thrust Levers ................................................................... MAX Verify that airplane rotates to 10° nose up (Pitch Mode) and

changes to Speed Hold Mode after 20 seconds. Flaps .................................................................................... 9°

− With a positive rate of climb: Landing Gear ...................................................................... UP Airspeed ................................................................ APPROACH CLIMB SPEED OR ABOVE

NOTE: During the GO-AROUND procedure, the DON’T SINK aural warning may sound. In this case monitor the sink rate and follow the GO-AROUND guidance.

NAV Mode (Flight Guidance Controller) .................... SELECT − Reselecting the NAV mode the airplane will regain the lateral

guidance from the FMS to fly the missed approach legs to the missed holding point and to enter holding, as required.

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2.2.4 08/01/16 Revision 0

2.2.4 RVSM OPERATION A. The RVSM operation reduces the minimum vertical separation from

2000 ft to 1000 ft between FL 290 and FL 370. B. Airworthiness approval alone does not authorize flight into airspace

for which an RVSM operational approval is required by an ICAO Regional Navigation Agreement.

C. MINIMUM EQUIPMENT REQUIRED 1. During RVSM operation the following equipment and instruments

must be in proper operating condition: − 2 Primary Altitude Measurement Systems; − 1 Autopilot with Altitude Hold Mode operative; − 1 Altitude Alerter; − 1 Transponder.

NOTES: An operating transponder may not be required for entry into all designated RVSM airspace. The operator should determine the requirement for an operational transponder in each RVSM area where operations are intended. The operator should also determine the transponder requirements for transition areas next to RVSM airspace.

– Should any of the required equipment fail prior to the airplane entering RVSM airspace, the pilot should request a new clearance to avoid entering this airspace.

D. EMERGENCY AND ABNORMAL PROCEDURES 1. The procedures presented in the SOPs Emergency/Abnormal

Procedures remain unchanged, except as amended below. In case of emergency or abnormal situation or contingencies

(equipment failures, weather, etc.) which affect the ability to maintain the cleared flight level, notify ATC and co-ordinate an action plan that is appropriate to the airspace concerned;

Notify ATC when encountering greater than moderate turbulence;

If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared flight level, follow any established contingency procedures and obtain ATC clearance as soon as possible.

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Revision 0 08/01/16 2.2.5

2.2.4 NORMAL RVSM PROCEDURES

The procedures presented in the SOPs Normal Procedures remain unchanged, except as amended below. 1. EXTERNAL SAFETY INSPECTION - NOSE SECTION

Sensors, Pitot Tubes and Static Ports .................... CONDITION, NO OBSTRUCTION − Particular attention should be paid to the condition of static

sources and to the marked area on the fuselage skin near each primary static source.

2. BEFORE TAKEOFF Altimeters ................................................................ SET TO THE AIRFIELD QNH Altitude Indications ........................................................... CHECK

NOTES: – The maximum difference between altimeters indication should not exceed 75 ft.

During normal operation when flying with the autopilot using ADC 1 as source of information and transponder 2 is selected for transmitting altitude information to ATC or vice versa, the altitude difference between the two ADC’s, however small it is, is seen by ATC as discrepancy between the assigned altitude and the actual altitude, adding to the altitude overall error. For this reason, when the autopilot uses ADC 1 as source of information, transponder 1 should be used to report altitude. When using ADC 2 as source of information transponder 2 should be used.

3. CRUISE 1. Be sure that all required equipment is in proper operating

condition. 2. Ensure that the aircraft is flown at the cleared flight level and that

ATC clearances are fully understood and followed. Do not depart from cleared flight level without a positive clearance from ATC except for a contingency or emergency situation.

3. While changing flight levels, do not overshoot or undershoot the cleared flight level by more than 150 feet. In RVSM airspace do not exceed 1000 fpm when within 1000 feet of assigned altitude.

4. The autopilot should be operative and engaged during level cruise, except for circumstances such as the need to re-trim the airplane or when it must be disengaged due to turbulence.

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2.2.6 08/01/16 Revision 0

2.2.4 RVSM OPERATION (Continued) 4. AFTER LANDING

NOTE: In case of failure or malfunction, the following information should be recorded when appropriate:

− Primary and standby altimeter readings; − Altitude selector setting; − Subscale setting on altimeter; − Flight Director used with the Autopilot to control the

airplane and any differences when the other Flight Director was coupled;

− Use of air data computer selector for fault diagnosis procedure;

− The transponder selected to provide altitude information to ATC and any difference noted when an alternative transponder was selected.

2.2.5 RNP APPROACH A. INTRODUCTION

In accordance with AC 90-105, airplanes conducting GPS approaches under AC 90-94 meet the airworthiness requirements of RNP Approach Operations.

NOTE: Compliance with the above regulations does not constitute operational approval.

1. In addition to the guidance of this section, pilots must continue to ensure they comply with the general operating requirements; checking Notices to Airmen (NOTAMs), availability of Navigational Aids (NAVAIDs) for overlay approaches, airworthiness of airplane systems, and aircrew qualification. Pilots should assess their capability to navigate (potentially to an alternate destination) in case of GPS outages or predicted unavailability. In these situations, pilots should rely on other equipment, delay departure, or discontinue IFR operations.

2. Any required alternate airport should have an approved instrument approach procedure other than GPS which is anticipated to be operational at the estimated time of arrival.

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Revision 0 08/01/16 2.2.7

B. NAVIGATION DATA VALIDATION 1. The navigation database must be obtained by a supplier

complying with AC 20-153 or equivalent and is expected to be current for the duration of the flight.

NOTE: If the AIRAC cycle will change during the flight, the locations of the waypoints used to define procedures must be verified with current navigational charts.

C. GENERAL GUIDANCE 1. While performing RNP APCH operations, pilots are required to

use the Flight Director and/or Autopilot in lateral navigation mode. 2. RNP APCH operations require flight crew monitoring of lateral

track deviations on the PFD to ensure the airplane remains within the bounds defined by the procedure. The lateral scale and CDI are automatically changed according the current phase of flight as presented in the following table:

DEVIATION ENROUTE (nm) TERMINAL (nm) APPROACH (nm) 1 dot 2.5 0.5 0.15 2 dots 5.0 1.0 0.30

NOTE: In the PFD display, the phases of flight are identified as follows:

– Terminal phase is presented as TERM.

– Approach phase is presented as APP.

– Enroute phase is recognized in case neither of these two categories is presented.

3. All pilots are expected to maintain centerlines, as depicted by onboard lateral deviation indicators and/or flight guidance. For normal operations, cross-track error/deviation (the difference between the RNAV system computed path and the airplane position relative to the path) should be limited to half the navigation accuracy associated with the procedure (i.e., 0.15 nm for RNP APCH operations).

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2.2.8 08/01/16 Revision 0

2.2.5 RNP APPROACH (Continued) D. PRIOR TO FLIGHT

Airplane Minimum Configuration ...................................CHECK − Check the airplane configuration complies with the applicable

list below: − For RNP APCH Operation:

− 1 FMS. − 1 GPS. − 1 DME (*). − 1 VOR/LOC (*). − 1 ADF(*). − 4 Display units. − 1 Flight Director. − 1 CDU.

(*) Since the Flight crew should ensure sufficient means are available to navigate and land at the destination or at an alternate aerodrome in the case of loss of RNP AR airborne, this equipment may be required to comply with this condition. This equipment may also be required to comply with the missed approach procedure if it is based on conventional navaids.

NAV Database ............................................................. VERIFY CURRENCY Verify that the Navigation Data Base (NDB) is current for the

duration of the flight. Predictive RAIM ....................................................... CONFIRM AVAILABLE − The performance capability may be checked from an offline

station, or with the airplane own capability. If using the airplane capability, insert the appropriate GPS NOTAMs to allow for an accurate predictive RAIM.

NOTAM NAVAIDS ................................................. DESELECT − NAVAIDs are continuously monitored for reasonableness and

are automatically de-selected with a notification to the pilot when out of bounds. NAVAIDs, except VORs, cannot be manually inhibited from automatic selection process.

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Revision 0 08/01/16 2.2.9

APPROACH BRIEFING Procedure ............................................................... CONFIRM − The flight crew must retrieve the approach procedure by

procedure name from the FMS and confirm that the correct approach and missed approach procedures have been selected by comparing the FMS waypoints and distances with the aeronautical charts.

Display Control Panel ....................................................... SET Select the FMS as the source for the PFD and Bearing Pointer.

NOTES: – The manual entry or creation of new waypoints, by manual entry of latitude and longitude or position/bearing/distance values is not permitted.

– Slight differences between the navigation information portrayed in the chart and CDI (magenta) may occur. Differences of 3° or less are considered acceptable.

LNAV Mode ..................................................... AS REQUIRED GPS is in use by the FMS........................................ CONFIRM

NOTE: If the ETA is more than 15 minutes from the pre-flight ETA, a new RAIM availability check should be performed.

APPROACH Track deviation ........................................................ MONITOR − The deviation can be monitored through the lateral scales and

CDI on PFD. Lateral deviation should not exceed 0.15 nm except briefly during and immediately after turns. If the deviation exceeds this limit perform a missed approach.

At the IAF: Altimeters ........................................................................... SET

2 NM before the FAF: APP Annunciation ........................................................ CHECK − The annunciation indicates that the FMS is in the flight

approach phase and the lateral deviation scaling has been set to approach scale factor.

E. ABNORMAL PROCEDURES 1. In case of loss of GPS based navigation capability, alternate non-

GPS procedures at the destination airport must be available.

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2.2.10 08/01/16 Revision 0

2.2.5 RNP APPROACH (Continued) F. LOSS OF SIGNAL IN SPACE

1. During a RNP APCH operations, if at any time GPS signal is lost a red X is displayed over the Course Deviation Scale and the INTEG annunciation may be displayed. The APP annunciation is not automatically removed from the PFD.

2. If this situation occurs, if not visual, execute a missed approach. G. DEGRADED NAVIGATION

1. The navigation will be degraded whenever the FMS cannot guarantee that the accuracy of the system meets the requirements for the current phase of flight or if the sensors being used for navigation are not approved for the current phase of flight. Select the non-affected FMS. For single FMS installations, if

not visual, execute a missed approach. H. FMS FAILURE

Select the cross side FMS. For single FMS installation, if not visual, execute a missed approach.

I. FLIGHT DIRECTOR FAILURE If flight director is lost, if not visual, execute a missed

approach.

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SECTION 2.3: COLD WEATHER PROCEDURES

Revision 0 08/01/16 2.3.1

SECTION 2.3 COLD WEATHER PROCEDURES

2.3.1 EXTERIOR SAFETY INSPECTION Wheel Chocks ............................................... F .......... CHECK IN PLACE All Protective Covers .................................... F ........ CHECK REMOVED

Remove covers from engine air inlet/outlet, APU air outlet, pitot tubes, TAT probes and wheels.

Fuselage, Wing, Tail and Control Surfaces ......................................................... F .......... FREE OF FROST,

ICE OR SNOW Check that the fuselage, wing upper and lower surfaces, tail and

control surfaces are free of frost, ice or snow. Inspect control surfaces, gaps and hinges for signs of residual fluid or gel. A thin layer of hoarfrost is permitted on the fuselage provided the layer is thin enough to distinguish surface features underneath, such as painting and markings. Frost is not permitted on the lower/upper surface of the horizontal stabilizer or the upper surface of the wing.

Pitot Tubes/TAT/Static Ports and AOA Vanes .............................................. F ............................ CHECK

Check clear of ice and residual deicing and anti-icing fluids. Engine/APU Air Inlet ..................................... F ............... CLEAR OF ICE

OR SNOW Check that the engine inlet and the APU air inlet is clear of ice or

snow. Fluid applied close to the APU inlet area may be ingested and cause a flameout and result in APU internal parts damage. Preferably, all soft snow should be mechanically removed by blowing cold air across the airplane surface, using brooms or soft hand scrappers.

Landing Gear.................................................. F .............. CLEAR OF ICE, UNOBSTRUCTED

Check that doors, gear locks and mechanisms are unobstructed and clear of ice and snow. Check that no leakage exists.

Air Conditioning Inlets/Outlets .................... F ............... CLEAR OF ICE Fuel Tank Vents ............................................. F ............... CLEAR OF ICE

OR SNOW Batteries ......................................................... F ...... CHECK INSTALLED

Certain temperatures require battery removal to prevent cold soaking. Verify that batteries have been re-installed.

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2.3.2 01/05/18 Revision 1

2.3.2 INTERIOR SAFETY INSPECTION Batteries ......................................................... F ............................ CHECK

If battery voltage is below 24 V and battery temperature is colder than -15°C (5°F), replace the battery, as it may not recharge under very low temperatures.

APU ............................................................ F ............................. START Minimum battery temperature to start the APU is –20°C. Minimum temperature to start APU using external electrical power is –54°C. If APU cannot be started, apply heat from a ground cart directly into the APU compartment. Do not allow the hot air from the ground heating cart to exceed 100°C, as it may damage the components inside the compartment. Observe RPM and EGT during starting. If the APU flames out, make sure that ice or snow deposits are cleared before attempting a second start. After the APU has been started, RPM and EGT fluctuation may be an indication of fluid ingestion into the APU. Record any discrepancy in the logbook.

Air Conditioning ............................................ F .................................. SET Turn both air conditioning packs on, bleeding air from the APU

(or from a ground conditioned air cart, with packs off) to warm up the interior of the airplane. The warm-up should be accomplished with all doors closed, if possible.

Turn recirculation fans on. On very cold days, Embraer recommends a gradual warming of the cabin, as follows: Set air conditioning control to manual mode; Put the cockpit temperature selection knob in the 9 o’clock

position; Wait approximately 3 minutes; Change control to automatic mode; Wait another 2 minutes before controlling temperature as

required.

CAUTION: MAINTAIN CABIN AT THE FIELD ELEVATION. DO NOT PRESSURIZE THE AIRPLANE.

CAUTION WITH PACKS OPERATING AND DOORS CLOSED, DO NOT LEAVE THE AIRPLANE UNATTENDED.

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Revision 1 01/05/18 2.3.3

Main Panel ..................................................... F ............................ CHECK Check proper operation of all instruments and systems. Liquid

Cristal Display may not be readable at temperature below -20°C. Electric Hydraulic Pumps ............................. F ................................... ON

Check hydraulic pressure. If pressure does not rise to normal values, warm up the hydraulic reservoir compartment with hot air and keep the electric hydraulic pumps running for 15 minutes.

Do not allow the hot air from the ground cart to exceed 100°C (212°F), as it may damage the components inside the compartment.

Flight Controls ............................................... C ................................... ON Check control wheel, control column and rudder pedals for

freedom of movement and full travel. Control forces can be increased at low temperatures.

Operate all trim systems, including back up pitch trim system, checking for freedom of movement and full travel. If any flight control is suspected of restricted movement or jamming, report to maintenance personnel.

FLAPS ............................................................. F ............................ CHECK Extend and retract the flaps. Make sure the flaps are free from

snow or ice before moving them. Leave flaps UP if application of anti-icing/deicing fluids is expected.

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2.3.4 08/01/16 Revision 0

2.3.3 ENGINE START A. Prior to start check the following:

1. SPS/ICE SPEEDS message will remain displayed after icing encounter. Before next takeoff remove the message by testing the Stall Protection System.

2. Do not start the engine until it has been checked that all ice deposits have been removed from the inlet.

3. Minimum fuel temperature is –40°C. 4. Minimum MIL-L-23699 oil temperature is –43°C. Minimum MIL-L-

7808 oil temperature is –54°C. B. Proceed with normal engine start.

1. In cold weather conditions, the usage of dual ignition (ignition switch rotated to the ON position) is highly recommended for the first engine start of the day or if the engine has not been run in the previous 90 minutes. This procedure may reduce the time from fuel introduction to light-up.

2. As a reference, this procedure can be used for temperatures below 5°C, or at operator's discretion.

3. If the engine does not start, ground heating may be necessary to warm the nacelle, Air Turbine Starter (ATS) and Starting Control Valve (SCV). − Do not allow the hot air from the ground cart to exceed 100°C

as it may damage the components inside the nacelle. C. After a successful start move the Ignition Switch to the AUTO

position.

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Revision 0 08/01/16 2.3.5

2.3.4 AFTER START Ice Detection Override Knob ....................... F ................................. ENG

The Ice Detection Override Knob must be at ENG during all ground operations (in icing conditions) except during ice protection system test. Wing and stabilizer anti-icing must be kept off.

Crossbleed .................................................... F .............................. AUTO

CAUTION: BOTH ENGINE BLEEDS MUST BE OPEN, IN ORDER TO ASSURE BLEED AIR FLOW THROUGH THE LEADING EDGES. APU BLEED MUST NOT BE USED.

CAUTION: DELAYING THE USE OF THE ENGINE ANTI-ICING SYSTEM UNTIL ICE BUILD-UP IS VISIBLE FROM THE COCKPIT MAY RESULT IN ICE INGESTION AND POSSIBLE ENGINE DAMAGE OR FLAME-OUT.

NOTES: When thrust is set to below 83% N2, the ENG 1-2 A/ICE FAIL message may appear due to the low pressure available for anti-icing. Moving thrust levers forward will cause the message to disappear.

– On airplanes Pre-Mod. SB 145-30-0028, when Ice Detector Override Knob is at ENG on the ground, TAT heating is on. TAT and SAT reading may increase and cause an invalid indication (amber dashes) to appear. If TAT invalid indication causes the AHRS reversion to Basic Mode, continue the mission. The TAT invalid indication and AHRS reversion will remain until the airplane attains sufficient speed to bring the TAT sensors within the normal range of operation.

– AHRS BASIC MODE is inhibited on the ground for airplanes modified to EICAS version 16.5.

-- On airplanes Post-Mod. SB 145-30-0028 or S/N 145.180 and on, TAT heating is on when Thrust Levers are set above 65° position or when the airplane is airborne.

Engine Instruments ....................................... C ...................... MONITOR Continue to monitor engine instruments, mainly oil pressure and

temperature. Apply associated abnormal procedure if any failure arises.

Main Panel ..................................................... C ............................ CHECK Check proper operation of all instruments and systems.

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2.3.6 08/01/16 Revision 0

2.3.5 AIRPLANE ANTI-ICING/DEICING FLUID APPLICATION WITH ENGINES/APU RUNNING.

WARNING: APU OPERATION IS NOT RECOMMENDED DURING THE AIRPLANE DEICING/ANTI-ICING PROCEDURE. DOING SO CAN CAUSE APU DAMAGE TO OCCUR. IF APU OPERATION IS ABSOLUTELY NECESSARY, MAKE SURE THAT THE APU BLEED AIR VALVE IS CLOSED, PACKS ARE SET TO OFF, AND THE DEICING/ANTI-ICING FLUID IS NOT APPLIED DIRECTLY TO OR NEAR THE APU AIR INLET.

Parking Brake ............................................... C .................................. ON Thrust Levers ................................................ C .............................. IDLE Gust Lock ....................................................... C ....................... ENGAGE Doors ............................................................ C ........... CHECK CLOSED FLAPS ............................................................ F ....................... CHECK 0° Pitch Trim ...................................................... C ............... AS REQUIRED

To avoid APU fluid ingestion, it is recommended that pitch trim should be set from 0° to FULL NOSE DOWN, hence fluid cascades downwards and aft, keeping the stabilizer leading edge free from the fluid drip that could be ingested by the APU. However, operators are reminded to frequently inspect surfaces for residue, as prescribed in the SNL 145-30-0006. This is applicable mainly to fluid Types II, III and IV which may leave residue on the aerodynamic quiet areas.

Engine Bleed ................................................. F .......................... CLOSED APU Bleed ...................................................... F .......................... CLOSED Air Conditioning Packs ................................ F ................................. OFF

Packs should be off to avoid contamination of cabin air with fumes generated from ingestion of fluids in engine/APU.

Ice Detection Override Knob ....................... F ................................. ENG After Deicing/Anti-icing Procedure is complete: ............................WAIT AT LEAST 1 MINUTE ..................................... Engine Bleeds ............................................... F .............................. OPEN ..........................WAIT AT LEAST 3 MINUTES ..................................... Packs ............................................................ F .............................. OPEN

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APU Bleed ...................................................... F ......................... CLOSED APU Bleed to remain closed during Takeoff and initial Climb.

Wait at least one minute to open engine bleed, and three minutes to turn air conditioning packs on, thereby avoiding contaminating the airframe air conditioning system with deicing/anti-icing fluid gases. The deicing/anti-icing fluid shall drop out after initial climb then allowing the APU bleed valve opening.

Ice Detection Override Knob ........................ F ................................. ENG The Ice Detection Override Knob must be at ENG during all ground

operations in icing conditions. Pitch Trim ....................................................... C ..................................SET

Pitch Trim must be set as per CG position stated in the Weight and Balance sheet.

2.3.6 TAXI The maximum recommended wind speeds for airplane towing, pivoting, turning and taxi are:

Dry Runways ......................................................................... 50 Kt Wet Runways ........................................................................ 45 Kt Snow Covered Runways ....................................................... 30 Kt Ice Covered Runways ........................................................... 10 Kt

A. Power backs are not allowed. Use minimum thrust to avoid blowing snow or slush on personnel or airplanes nearby.

B. During taxi, “cold set” (the condition where the tire retains the flat shape it had while parked) may induce vibration in the airplane. Vibration should disappear as the tires recover their elasticity during taxi. Do not initiate your takeoff run before the cold set disappears.

C. Maintain a greater than normal distance behind other airplanes while taxiing in snow-covered runways, to avoid contamination by snow blown by jet blasts.

D. Do not apply reverse thrust during taxi, unless absolutely necessary. FLAPS ............................................................ F ............... AS REQUIRED When taxiing through slush or standing water, flaps should be retracted to avoid snow and slush contamination from the main gear wheels.

CAUTION: IF FLAPS WERE LEFT UP DURING TAXI, COMPLETE BEFORE TAKEOFF CHECKLIST AT APPROACH END OF RUNWAY.

CAUTION TAXI AT REDUCED SPEED ON ICE COVERED RUNWAYS TO AVOID SKIDDING THE AIRPLANE. REDUCE SPEED FOR ALL TURNS AND USE CAUTION WHEN TAXING WITH HIGH CROSSWINDS.

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2.3.7 BEFORE TAKEOFF ICE PROTECTION TEST:

NOTE: – Perform the ice protection test once a day, on the first flight of the day, whether icing conditions are forecast or not.

– The test may be carried out completely on the ground (“A” Test), or in 2 separate phases (“B” Test) (1st phase on the ground and 2nd phase in flight), depending on weather conditions and crew discretion.

For takeoffs when icing conditions exist or are anticipated for takeoff or climb, the A Test must be performed.

On ground, if engine vibration increases, advance thrust levers, one at a time, to obtain at least 60% N1 for 5 seconds and then return to the former setting.

ICE PROTECTION “A” TEST: − When actual icing conditions exist or are anticipated for takeoff and

climb, proceed: Ice Detection Override Knob ................................................. ALL Thrust Levers ...................................................................... 83% N2 Anti-Ice Buttons (engine wing and stabilizer) ....................................................... PRESSED Ice Detection Test Knob .................................................. 1 THEN 2 Test knob must be held at least 10 seconds in each test position but no more than 15 seconds. For each side separately, check that OPEN inscriptions in the buttons are illuminated and that, ICE DET 1 (2) FAIL and BLD 1 (2) LOW TEMP caution messages and ICE CONDITION advisory message are displayed on EICAS. The CROSS BLD OPEN advisory message may also be displayed.

NOTE: – Wait for the messages to extinguish after each release of the Test knob.

Thrust Levers ................................................ C ................................IDLE Ice Detection Override Knob ........................ F ................................. ENG

NOTE: Verify OPEN annunciation in each button is no longer displayed.

Check that engine Ref A/Ice on MFD takeoff page is set to ON.

CAUTION: EXCEPT DURING TEST ON GROUND, DO NOT SET THE ICE DETECTION OVERRIDE KNOB TO "ALL".

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takeoff and climb, proceed:

Before engines start, perform the on ground test: Air Conditioning Packs ................................. F ............................ CLOSE APU Bleed ...................................................... F ............................ CLOSE Engine Bleed ................................................. F ............................ CLOSE Anti-Ice Buttons (engine wing and stabilizer) ...................................... F ....................... PRESSED Ice Detection Override Knob ........................ F .............................. AUTO Ice Detection Test Knob ................................ F ......................... 1 THEN 2 − Test knob must be held at least 10 seconds in each test position but

no more than 15 seconds.

For each side separately, check that ICE DET 1 (2) FAIL and BLD 1 (2) LOW TEMP caution messages and ICE CONDITION advisory message are displayed on EICAS. The CROSS BLD OPEN advisory message and/or the PACK 1 (2) VLV FAIL caution message may also be displayed.

NOTES: Wait for the messages to extinguish after release of the Test Knob.

In case first attempt of ice protection “B” test is unsuccessful, you are allowed to perform a second attempt of ice protection test by method “A”. Do not reset/alternate a FADEC after the anti-ice system test.

See SOP paragraph 2.3.10 for “B” Test (Part 2).

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2.3.10 01/05/18 Revision 1

2.3.7 BEFORE TAKEOFF (Continued)

Inflight test relocated to paragraph 2.3.10.

Ignition ........................................................... C .................................. ON Turn ignition on when standing water, ice, or snow is present on the

takeoff runway. Takeoff Briefing ........................................... C/F ................... COMPLETE

Confirm V1/VR/V2 and VFS speeds for the associated runway or takeoff condition.

Flight Controls ............................................. C/F .......................... CHECK Flaps ............................................................ F .................................. SET

Set flaps to Takeoff Setting if flaps were left up after starting. Takeoff Configuration ................................... F ............................ CHECK Ice Accumulation ........................................ C/F .......................... CHECK

Continuously monitor ice accumulation, by checking windshield and windshield wiper. High winds and jet blast may cause anti-icing fluid to flow off and many other factors contribute to reduce fluid effectiveness.

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2.3.8 TAKEOFF A. Takeoff using normal procedures and techniques. Check thrust rating

mode. T/O mode gives the maximum weight and thrust for the associated runway.

B. Do not apply static takeoff technique on an icy or slippery runway, as the airplane may begin to slide when thrust lever is advanced with brakes applied. In this case, release brakes and advance thrust levers simultaneously.

C. However, appropriate assessment of the takeoff distance is required as performance data available in the AFM for slippery runways is predicted on the use of static takeoff technique only. For rolling takeoffs, performance data is valid from the point where takeoff thrust is achieved.

D. Check N1 indication consistent with takeoff thrust setting tables (check AFM performance tables which have dedicated thrust setting tables for takeoff in icing conditions). Check N1 pointer reaching N1 target.

E. Apply light forward pressure on control column to increase nose wheel steering effectiveness.

F. Check engine stable operation during takeoff run. Rotate the airplane at VR smoothly to takeoff attitude. After lift-off, smooth flight control inputs should be applied if any tendency in pitch and roll are felt. Use of flight director takeoff sub-mode is recommended (on those certifications which allow the use of flight director during takeoff).

G. Flight control forces may be heavier than normal, without causing any difficulty in controllability. Increased V2 procedures (if available in the approved AFM) may be used if runway length is not a limiting factor.

2.3.9 AFTER TAKEOFF Ice Detection Override Knob ...................... PM ............................ AUTO

Monitor weather conditions for an encounter with ice for the remainder of the flight. Closely monitor the static air temperature indication so that when moisture is present, a look at the windshield and windshield wiper will indicate if ice is accumulating. Notwithstanding installation of the ice detector, the crew remains responsible for monitoring icing conditions and for manual activation of the ice protection system whenever necessary.

Ignition ........................................................... PF .............. AS REQUIRED

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2.3.12 01/05/18 Revision 1

2.3.10 CLIMB/CRUISE Ice Protection Test (if applicable) ............... PM ................... COMPLETE ICE PROTECTION “B” TEST: (PART 2) − For flight when no actual icing conditions exist or are anticipated for

takeoff and climb, proceed: − During climb between 2000 ft. and FL230 and TAT <10oC

(accomplished during “Climb/18,000 ft” checklist): Engine Bleeds ............................................... PM ............................ OPEN Ice Detection Override Knob ....................... PM ................................ ALL

View 4 “OPEN” annunciations After 15 seconds “NO ICE-ANTI ICE” CAS message displayed. CAS message “CROSS BLD OPEN” may appear on some airplanes.

***Wait 30 Seconds*** Ice Detection Override Knob ....................... PM ............................ AUTO

View 4 “OPEN” annunciations now dark. “NO ICE-ANTI ICE” CAS message no longer displayed.

A. If engine vibration increases, advance thrust levers, one at a time, to obtain 60% N1 minimum for 5 seconds, and then return to the former setting.

B. If ITT increases beyond limits, reduce Thrust Levers as required to maintain ITT within limits.

C. When flying in icing conditions or after flying in icing conditions, ice accretion on unprotected areas may cause vibration at high speeds. If vibration and/or buffeting occurs, a change in the current airspeed will eliminate these effects. At high speeds reduce the airspeed as required, limited to a minimum of 200 KIAS. Observe normal (including operation in icing conditions) procedures contained in the approved AFM.

D. No special technique is required to fly with the autopilot on or off. Climb using FLC mode provides enough speed margin to stall. SPD and VS modes may also be used, provided that the airspeed is not allowed to decrease below 200 KIAS (when flying IAS) or 0.56 M (when flying Mach). During autopilot operation, monitor pitch attitude and speed continuously.

E. If BLD 1 (2) LOW TEMP message appears, advance Thrust Lever until the message disappears and check bleed temperature pointer (MFD ECS and Pneumatic page) in the green range.

F. During cruise, observe minimum fuel tank temperature (-40°C). If fuel temperature is reaching the limit, apply the FUEL LOW TEMPERATURE procedure in the AFM.

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2.3.11 FLIGHT IN ICING CONDITIONS A. Continuously monitor engine parameters, airplane pitch attitude and

airspeed. B. Be careful for any mistrimmed condition that may be masked by the

autopilot - keep the airplane trimmed at all times. Consider turning the autopilot off if you suspect you are flying in severe icing conditions.

C. Monitor anti-ice systems for proper operation. Apply the associated AFM abnormal procedure in case of system failure. If the failure persists, exit and avoid icing conditions. Make the air traffic controller know you are requesting a change due to icing conditions and keep him informed about it.

D. Strictly follow AFM Operation In Icing Condition normal procedures. E. Avoid landing at an airport where icing conditions exist or are

anticipated if anti-ice system, brakes, thrust reverse, ground spoilers, nosewheel steering or flight controls have failed.

F. Do not hesitate to leave icing conditions when icing cannot be handled, even with anti-ice system operating properly.

NOTE: Engine and Wing Ice Protection Systems operation is automatic and based on the primary ice detection system. However, the crew remains responsible for monitoring icing conditions and for manual activation of the ice protection system if icing conditions are present and the ice detection system is not activating the ice protection system.

2.3.12 HOLDING Landing Gear................................................ PM ..................................UP Flaps ........................................................... PM ..................................UP Minimum Airspeed ....................................... PF ........................ 200 KIAS

CAUTION: MAINTAIN A MINIMUM AIRSPEED OF 200 KIAS SINCE EVEN SMALL ACCUMULATIONS OF ICE ON THE WING LEADING EDGE MAY CHANGE THE STALL CHARACTERISTICS OR THE STALL PROTECTION SYSTEM WARNING MARGIN.

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2.3.13 DESCENT A. Observe normal (including operation in icing conditions) procedures

contained in the approved AFM. B. When using the autopilot, monitor pitch attitude and speed

continuously. C. If approaching the terminal area in icing conditions, an increased rate

of descent may be necessary. In this case, a combination of flaps set at 9° and speed brakes open may be used.


2.3.14 APPROACH AND LANDING A. Observe normal (including operation in icing conditions)

approach/landing procedures contained in the approved AFM. B. When landing below –40°C ensure that rate of descent before

touchdown is less than 300 ft/min. After landing, report to the maintenance personnel.

NOTE: During approach and landing with engines and anti-icing system on, the FADEC logic automatically reduces the Flight Idle thrust when landing gear is lowered. On airplanes equipped with an EICAS version earlier than the 16.5, the WG 1(2) A/ICE FAIL, WG A/ICE ASYMMETRY and/or STAB A/ICE FAIL messages may be presented due to low bleed pressure available. If these messages appear, the OPEN annunciation on the buttons may still be illuminated. To avoid those messages from appearing, it is recommended to maintain a minimum of 55% N1 during descent and landing phases when landing gear is down. Reducing N1 below 55% is recommended only when needed for landing.

NOTE: Refer to section 4.6 for guidance and techniques regarding landing on Wet or Slippery Runways.

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2.3.15 TAXI IN AND PARKING Ice Detection Override Knob ........................ F ................................. ENG Flaps ............................................................. F .................................... UP

NOTE: Make sure the flaps are free from snow, ice or slush, if unsure leave flaps in current position.

CAUTION: TAXI AT REDUCED SPEED IN ICE-COVERED RUNWAYS TO AVOID SKIDDING.

2.3.16 THROUGH FLIGHTS Doors and Windows ................................... C/F .......................... CLOSE

Whenever possible, to maintain the cabin warm, keep the passenger, baggage and service doors closed at intermediate stops.

APU ............................................................. F ................................... ON APU should be on to provide bleed air to maintain cabin warm.

Air Conditioning Packs ................................ F ................................... ON Recirculation Fans ........................................ F ................................... ON Walk around the airplane and check the following items: Fuselage, Wing, Tail and Control Surfaces ......................................................... F .......... FREE OF FROST,

ICE OR SNOW Pitot Tubes/TAT/Static Ports and AOA Vanes .............................................. F ............................ CHECK Check clear of ice and residual deicing and anti-icing fluids. Engine/APU Air Inlet ..................................... F ............... CLEAR OF ICE

OR SNOW Landing Gear.................................................. F ............. CLEAR OF ICE,

UNOBSTRUCTED Air Conditioning Inlets/Outlets ..................... F ............... CLEAR OF ICE Fuel Tank Vents ............................................ F ............... CLEAR OF ICE

OR SNOW Ask for deice/anti-ice fluid application, if necessary.

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2.3.17 SECURING FOR COLD SOAK OR EXTENDED PERIODS

The procedures below should be performed in the event of extended airplane exposure at low temperatures. In the event that the airplane is off the maintenance base, the crew should ensure that all actions have been accomplished. Wheel Chocks ................................................ F ........................ IN PLACE Emergency/Parking Brakes .......................... C ............... AS REQUIRED

For an icy ramp, leave Emergency/Parking Brakes applied. Otherwise, Emergency/Parking Brakes must not be applied to avoid freezing of the brakes.

Pitch Trim ....................................................... F ........ FULL NOSE DOWN As high precipitation may occur during overnights, it is recommended that pitch trim be left at full nose down position.

Gust Lock ....................................................... C ....................... LOCKED Protective Covers .......................................... F ................... INSTALLED Water and Waist System .............................. F .......... CHECK DRAINED

Drain water and waste from all water tanks, if cold soak temperature is expected to be below 0°C.

Batteries ......................................................... F ......... CHECK REMOVED As the batteries may not fully recharge under very low temperatures,

batteries should be removed whenever the temperature forecast during the overnight is below –15°C.

Doors and Windows ..................................... F ............ CHECK CLOSED All doors and windows must be closed to prevent snow and humidity

from entering into the airplane.

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SECTION 2.4: LIGHTNING STRIKE

Revision 0 08/01/16 2.4.1

SECTION 2.4 LIGHTNING STRIKE

2.4.1 LIGHTNING STRIKE DURING GROUND OPERATIONS

IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING External Safety Inspection Holes, Punctures, Discoloration and De-lamination throughout the Whole Airframe ................... F ............................ CHECK Loose, Melted or Missing Rivets .................. F ........................... VERIFY

Verify that there are no loose, melted or missing rivets. Static Dischargers ........................................ F ......................... NUMBER

AND CONDITION Landing and Taxi Lights .............................. F .................... CONDITION

Clean and undamaged. Wing Inspection, Landing and Taxi Lights ............................................. F .................... CONDITION

Clean and undamaged. Navigation, Strobe and Red Beacon Lights ................................. F .................... CONDITION

Clean and undamaged. AOA Vanes/TAT Sensor/Ice Detectors ........ F ............................ CHECK

Verify condition with no obstructions, covers or damage. Radome ........................................................... F ............................ CHECK Maintenance procedure in accordance with AMM MPP 05-50-01 before the airplane’s next flight .................. F ........................ CONFIRM

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2.4.2 LIGHTNING STRIKE DURING FLIGHT OPERATIONS

IF A LIGHTNING STRIKE IS LIKELY TO OCCUR:

Indication of imminent lightning strike event: − Buildup of static discharge which causes interference on ADF

indicators or noise in communication receivers. − Elmo’s Fire, which is visible at night as small electrical discharges

running across the windshields and sparking on the wings. Penetration of Thunderstorm ..................... PF ........................... AVOID Visual Contact with Thunderstorm and Lightning ...................... PF ..................... MAINTAIN Weather Radar .............................................. PF ................. CHECK FOR

PRECIPITATION Remember that radar detects only liquid droplets, not the cloud itself.

Thundercloud Detected ............................... PF ........................... AVOID Circumnavigate the detected thundercloud or area by 25 miles or

more when traffic conditions permit. All Cockpit Lights ...................................... PF/PM ............ FULL BRIGHT Sunglasses ................................................ PF/PM ............................ DON

Consider wearing sunglasses to protect eyes from the flash or have one pilot keep eyes downward.

IF THE AIRPLANE HAS BEEN HIT BY LIGHTNING:

Apply the associated emergency/abnormal procedure if any failure arises after a lightning strike. If the situation is under control after a lightning strike, apply the following procedure to ascertain whether the flight may proceed safely. Altitude .......................................................... PF .................... MAINTAIN

If not required by performance, obstacle clearance or operational contingencies, stop climbing during airplane check.

Circuit Breakers ........................................ PF/PM ....................... CHECK Compass/Heading System .......................... PM .......................... CHECK

Check magnetic compass and heading system for normal indications.

Engine Indication ......................................... PM .......................... CHECK Check engine for normal indications. In case of engine shutdown,

the flight crew shall analyze the circumstances of the event and consider an engine airstart.

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Pressurization ............................................. PM .......................... CHECK Check pressurization system for normal indication.

If loss of pressurization is presented, structural damage may be considered. In this case, the associated procedure must be accomplished.

Flight Controls ............................................. PF ........................... CHECK Check all flight controls for freedom of movement. Verify that flaps

and speed brakes are working properly (refer to flaps and speed brakes operating limits).

Fuel System.................................................. PM .......................... CHECK Check fuel system for normal operation. Monitor fuel remaining and

fuel consumption to ascertain that no fuel leak exists. All Other Airplane Systems ........................ PM .......................... CHECK

Check all airplane instruments following a panel scan sequence to ascertain that flight safety prevails.

The display colors may be changed, however the display information remains valid.

Communication Systems ........................... PM .......................... CHECK Apply the associated emergency/abnormal procedure if any failure

arises after a lightning strike. Consider discontinuing the flight and land at the nearest suitable airport if any unsafe condition is revealed after checking system operation and general airplane condition.

AFTER LANDING Lightning Strike Event ................................. C ............. REPORT TO MX

Report the lightning strike to maintenance personnel, by filling out Operations Form O–10 INCIDENT REPORT form.

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SECTION 2.5: TURBULENCE AND HOT WEATHER

Revision 1 01/05/18 2.5.1

SECTION 2.5 TURBULENCE AND HOT WEATHER

2.5.1 TURBULENT AIR PENETRATION

Avoid flight through severe turbulence, if possible. If not possible, reduce altitude to increase buffet margin. The recommended procedures for turbulent air penetration are: 1. AIRSPEED At or Below 10,000 ft ................................................................ 200 KIAS Above 10,000 ft .............................................................. 250KIAS/0.63 M

WHICHEVER IS LOWER

Severe turbulence will cause large and often rapid variations in indicated airspeed. Do not chase the airspeed.

2. ATTITUDE Maintain wings level and proper pitch attitude. Use attitude indicator as the primary instrument. In extreme drafts, large attitude changes may occur. Do not use sudden large control inputs.

3. PITCH TRIM Maintain control of the airplane with the elevators. After establishing the trim setting for penetration speed, do not change pitch trim.

4. ALTITUDE Large altitude variations are possible in severe turbulence. Sacrifice altitude in order to maintain the desired attitude. Do not chase altitude.

5. THRUST SETTING Make an initial thrust setting for the target airspeed. Change thrust setting only in case of extreme airspeed variation. In case of inadvertent negative-g condition, reduce thrust levers. Do not extend flaps except for approach and landing.

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SECTION 2.5: TURBULENCE AND HOT WEATHER

2.5.2 08/01/16 Revision 0

2.5.2 HOT WEATHER

The following procedures will improve cockpit and cabin cooling during ground operations.

When engine is shutdown, apply cool air from the air conditioning cart whenever possible. BEFORE TAXI AIR COND RECIRC Button ........................... F ..................... PUSHED IN CKPT/PAX CABIN Temperature Controllers ............................. F ..................... MAX COLD Doors and Windows ................................... C/V ............. KEEP CLOSED Passenger Cabin Gasper and Cockpit Outlets ....................................................................... OPEN Window Shades on the Sun-exposed Side of the Cabin ................................................ CLOSED TAXI

Monitor both fuel quantities to avoid excessive fuel imbalance. BEFORE TAKEOFF Non-Operating Engine .................................. C ............................ START Crossfeed ...................................................... F ................................. OFF Shed Buses ................................................... F .............................. AUTO Electric Hydraulic Pumps ............................. F .............................. AUTO Air Cond/Pneumatic Panel .......................... F ................ AS REQUIRED AFTER LANDING Shed Buses .................................................... F .............................. OVRD Electric Hydraulic Pumps ............................. F .............................. AUTO Air Cond/Pneumatic Panel .......................... F ................ AS REQUIRED Selected Engine ............................................ C .................. SHUTDOWN ABNORMAL PROCEDURES

If the operating engine fails: Stop the airplane as soon as possible, apply Parking Brakes and

turn off both hydraulic pumps and any unnecessary equipment. APU may be used to start remaining engine and return to gate.

NOTE: Batteries will be discharging until APU or remaining generators are turned on.

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SECTION 2.6: SEVERE WEATHER AVOIDANCE

Revision 0 08/01/16 2.6.1

SEVERE WEATHER AVOIDANCE 2.6.1. WEATHER RADAR SYSTEM A. This section provides operating instructions for the Primus 660 Digital

Weather Radar System installed in UJC’s EMB–135 airplanes. Consult UJC’s EMB–135 Systems Guide, section 19.5, for a description of the weather radar system.

B. In the weather detection mode, rainfall intensity levels are displayed in four colors against a black background as shown below:

Extreme .................. Magenta ................ VIP level 6 Intense ................... Magenta ................ VIP level 5 Very Strong ............ Red ........................ VIP level 4 Moderate ................ Yellow .................... VIP level 3 Weak ...................... Green .................... VIP level 2 Little or none .......... Black ...................... VIP level 1

2.6.2. PRELIMINARY CONTROL SETTINGS A. The recommended power up procedures are:

1. Verify the system controls are in the positions described below before powering up the radar system. − Mode Control OFF − Gain Control: PRESET

2. If the radar is to be operated in any mode other than standby or forced standby, take the following precautions: Direct the airplane so that the antenna scan sector is free of

large metallic objects (hangars, other airplanes etc.) for a minimum distance of 100 feet and tilt the antenna fully upwards

Do not operate the radar during aircraft refueling or during fueling operations within 100 feet.

Do not operate the radar if personnel are standing within 7.5 feet of the airplane’s nose.

3. Select either the STANDBY or TEST mode. − When power is first applied, the radar remains in WAIT for

approximately 90 seconds for magnetron warm-up. 4. Ensure that ground personnel are at least 7.5 feet from the

radiating source. 5. On the ground, both pilots must select an operating mode within

10 seconds in order to operate or test the radar.

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WARNING: IN TEST MODE THE TRANSMITTER IS ON AND RADIATING X-BAND MICROWAVE ENERGY

6. After the warm-up, select the test mode and verity that the test pattern is displayed (see UJC Systems Guide page 16.5.1 and/or below).

7) Verify that the azimuth marks, target alert (TGT), sector scan controls and other features to be used are operational.

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2.6.3 WEATHER RADAR USAGE

The following recommendations are provided to minimize the probability of encountering severe weather and turbulence using the installed P–660 weather radar A. Keep `TGT alert enabled when using short ranges to be alerted if

a new storm cell develops in the aircraft's flightpath. B. Use preset gain. The gain control should be in preset except for brief

periods when variable gain is used for detailed analysis. Immediately after the analysis, switch back to preset gain. Do not leave the radar in variable gain, significant weather may not be displayed

C. Avoid by at least 20 nm any storm with tops at or greater than 20,000 feet. Dry hail may be present at higher altitudes within, near or above storm cells. Dry hail’s radar reflectivity is poor; it may not be detected.

D. Use increased gain when flying near storm tops. This helps display the normally weaker returns that could be associated with hail.

E. When flying at high altitudes, tilt downward frequently to avoid flying above storm tops. Ice crystals are poor reflectors. Rain water at the lower altitudes produce a strong echo, however at higher altitudes, the nonreflective ice produces a weak echo as the antenna is tilted up. Therefore, though the intensity of the echo diminishes with altitude, it does not mean the severity of the turbulence has diminished.

NOTE: If the TILT control is left in a fixed position at the higher flight levels, a storm detected at long range can appear to become weaker and actually disappear as it is approached. This occurs because the storm cell which was fully within the beam at 100 NM gradually passes out of and under the radar beam.

F. When flying at low altitudes rotate tilt upward frequently to avoid flying under a thunderstorm. The lower altitude may be affected by strong outflow winds and severe turbulence where thunderstorms are present.

G. Avoid all rapidly moving echoes by 20 miles. A single thunderstorm echo, a line of echoes, or a cluster of echoes moving 40 knots or more will often contain severe weather. Although nearby, slower moving echoes may contain more intense aviation hazards, all rapidly moving echoes warrant close observation. Fast moving, broken to solid line echoes are particularly disruptive to aircraft operations.

H. Avoid the entire cell by 20 NM if any portion of the cell is red or magenta. The stronger the radar return, the greater the frequency and severity of turbulence and hail.

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2.6.3 WEATHER RADAR USAGE (Continued) I. Avoid all rapidly growing storms by 20 miles. When

severe storms and rapid development are evident, the intensity of the radar return may increase by a huge factor in a matter of minutes.

J. Avoid all storms showing erratic motion by 20 miles. Thunderstorms tend to move with the average wind that exists between the base and top of the cloud. Any motion differing from this is considered erratic and may indicate the storm is severe.

K. Never continue flight towards or into a radar shadow or the blue REACT field. Storms situated behind intervening rainfall may be more severe than depicted on the display.

L. Avoid the following individual echo types by at least 20 nm. See paragraph 2.6.6 for discussion of these return types. 1. Hook 2. V-Notch 3. Pendant 4. Steep rain gradient 5. Line wave patterns 6. Bow shaped line echoes

M. Expect severe turbulence up to 20 NM away from severe storms.

2.6.4 WARNINGS A. The following warnings are repeated in the UJC Weather Supplement.

For amplifying remarks see that publication.

WARNING: THE AREAS OF TURBULENCE MAY NOT BE ASSOCIATED WITH THE MAXIMUM RAINFALL AREAS. THE PROBABILITIES OF TURBULENCE ARE STATED FOR THE ENTIRE STORM AREA, NOT JUST THE HEAVY RAINFALL AREAS

WARNING: LOW VARIABLE GAIN SETTINGS CAN ELIMINATE HAZARDOUS TARGETS.

WARNING: STORMS SITUATED BEHIND INTERVENING RAINFALL MAY BE MORE SEVERE THAN DEPICTED ON THE DISPLAY.

WARNING: DO NOT FLY INTO THE SHADOW BEHIND A CELL.

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2.6.5 TILT MANAGEMENT AND SYMBOLS

Radar Beam Illumination High Altitude 12 inch Radiator

Radar Beam Illumination Low Altitude 12 Inch1.8.6

TILT MANAGEMENT AND SYMBOLS

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2.6.6 INDIVIDUAL RETURNS TO AVOID

Sometimes a large echo will develop configurations which are associated with particularly severe aviation hazards in the northern hemisphere. Several of these are discussed below. A. AVOID HOOK ECHOES BY 20 MILES

The hook is probably the best known echo associated with severe weather. It is an appendage of a thunderstorm echo and usually only appears on weather radars. Figure at right shows a hook echo. The hooks are located at the right rear side of the thunderstorm echo's direction of movement (usually the southwest quadrant).

B. AVOID V-NOTCH BY 20 MILES A large isolated echo will sometimes have the configuration that is shown in figure at right. This echo is called V-notch or flying eagle. V-notch echoes are formed by the wind pattern at the leading edge (left front) of the echo. Thunderstorm echoes with V-notches are often severe, containing strong gusty winds, hail, or funnel clouds, but not all V-notches indicate severe weather. Severe weather is most likely at S in the figure.

C. AVOID STEEP RAIN GRADIENTS BY 20 MILES Steep rain gradients are shown as red or magenta areas with very narrow transition buffers or green or yellow.

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D. AVOID PENDANT BY 20 MILES The pendant shape shown in figure at right represents one of the most severe storms: the supercell. One study concluded that in supercells: 1. The average maximum size

of hail is over 2 inches. 2. The average width of the hail

swath is over 12.5 miles. 3. Sixty percent produce funnel

clouds or tornadoes. Note the general pendant shape, the hook, and the steep rain gradient. This storm is extremely dangerous and must be avoided.

E. AVOID ALL CRESCENT SHAPED ECHOES BY 20 MILES A crescent shaped return, shown at right with its tips pointing away from the airplane indicates a storm cell that has attenuated the radar energy to the point where the entire storm cell is not displayed. This is especially true if the trailing edge is very crisp and well defined with what appears to be a steep rain gradient. When REACT is selected, the area behind the steep rain gradient fills in with cyan

F. AVOID THUNDERSTORM ECHOES AT THE SOUTH END OF A LINE OR AT A BREAK IN A LINE BY 20 MILES The echo at the south end of a line of echoes is often severe and so too is the storm on the north side of a break in line. Breaks frequently fill in and are particularly hazardous for this reason. Breaks should be avoided unless they are 40 miles wide. This is usually enough room to avoid thunderstorm hazards.

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G. AVOID LINE ECHO WAVE PATTERNS BY 20 MILES One portion of a line may accelerate and cause the line to assume a wave-like configuration. The figure at right shows an example of a Line Echo Wave Pattern. These returns form solid or nearly solid lines that are dangerous to aircraft operations and disruptive to normal air traffic flow. The S indicates the location of the greatest hazards to aviation. The next greatest probability is anywhere along the advancing (usually east or southeast) edge of the line.

H. AVOID BOW-SHAPED LINE OF ECHOES BY 20 MILES Sometimes a fast moving, broken to solid thunderstorm line will become bow-shaped as shown at right. Severe weather is most likely along the bulge and at the north end, but severe weather can occur at any point along the line. Bow-shaped lines are particularly disruptive to aircraft operations because they are broken to solid and may accelerate to speeds in excess of 70 knots within an hour

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SECTION 2.7: EGPWS

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SECTION 2.7 ENHANCED GROUND PROXIMITY WARNING SYSTEM

NOTE: For an EGPWS system description refer to UJC EMB-135 Systems Guide section 2.5.

2.7.1 EGPWS CONSTRAINTS A. If terrain data is unavailable for a particular area, then Terrain and

Obstacle alerting and display is not available for that area and the affected display area is colored MAGENTA (normally only displayed at or near North and South Poles dependent upon airplane flight path and location).

B. The display of terrain and obstacle information is intended to serve as a situational awareness tool. It does not provide the accuracy and/or fidelity to be the sole source for deciding terrain or obstacle avoidance. Navigation must not be predicated upon the use of the EGPWS terrain/Obstacle display.

C. If there is no source of aircraft position data meeting the accuracy requirements for the TAD and TCF functions, then these enhanced functions are automatically inhibited with a resultant Terrain inoperative or unavailable indication.

D. TAD/TCF functions should be manually inhibited: 1. Within 15 nm on approach to an airport or runway that is not in

the airport/runway database to avoid unwanted alerts. 2. During QFE operations if GPS data is unavailable or inoperative.

QFE operation is not applicable to UJC crews. E. When the TAD/TCF functions are inhibited and the EGPWS is

otherwise functional, the EGPWS reverts to providing basic GPWS functions (Modes 1 to 6 and Windshear). In this state, the EGPWS may give little or no advance warning time for flight into precipitous terrain where there are few or no preceding obstructions. This particularly applies if: − The aircraft is in the landing configuration. − The aircraft is in a stabilized descent at a normal approach

descent rate. − There is no ILS Glideslope signal being received by the EGPWS

(not tuned, not available, or inoperative). F. Terrain clearance or descent rates that are not compatible with

required minimum regulatory standards for Ground Proximity Warning equipment may cause unwanted alerts.

G. If enabled, the EGPWS uses onboard measurement of air mass parameters and aircraft acceleration for detection of windshear. This is a reactive system and cannot predict windshear, which may be ahead of the aircraft.

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2.7.1 EGPWS CONSTRAINTS (Continued) H. The EGPWS terrain/obstacle database includes cataloged man-made

obstructions 100 feet high or greater within North America and portions of Europe, Asia and the Caribbean. The database is not all-inclusive and newer, smaller, or unknown obstructions could be encountered.

NOTE: Refer to EMB-135 SOP chapter 3 for specific system limitations.

2.7.2 SYSTEM ACTIVATION A. The EGPWS is fully active when the following systems are powered

and functioning normally: − EGPWS − Radio Altimeter − Air Data − ILS or Glideslope Receiver − AHRS, VG (attitude) − GPS, FMS, or IRS (position) − Landing gear − Landing flaps − Stall warning or AOA (windshear only) − Weather Radar, EFIS, or a dedicated terrain display (if terrain /

obstacle display enabled). B. In the event that required data for a particular function is not available,

then that function is automatically inhibited and annunciated (e.g., if position data is not available or determined unacceptable, TAD and TCF is inhibited, any active terrain display is removed, and “TERR INOP”, “TERR UNAVAIL” (or equivalent) is indicated).

C. Some installations utilize redundant systems so that if the primary source of data fails, the EGPWS continues on the secondary source.

D. EGPWS status annunciations are provided for GPWS inoperative (mode 1-6 functions), Terrain inoperative (TAD/TCF functions), and windshear inoperative.

E. Monitor functions which provide Caution annunciations can be configured to activate the existing GPWS inoperative indicator if the function is inoperative.

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2.7.3 EGPWS SELF TEST A. The EGPWS provides a Self-Test capability for verifying and

indicating intended functions. This Self-Test capability consists of six levels to aid in testing and troubleshooting the EGPWS. These six levels are: 1. Level 1-Go/No Go Test provides an overview of the current

operational functions and an indication of their status. 2. Level 2 – Current Faults provides a list of the internal and external

faults currently detected by the EGPWC. 3. Level 3 – EGPWS Configuration indicates the current

configuration by listing the EGPWS hardware, software, databases, and program pin inputs detected by the EGPWC.

4. Level 4 – Fault History provides an historical record of the internal and external faults detected by the EGPWC.

5. Level 5 – Warning History provides an historical record of the alerts given by the EGPWS.

6. Level 6 – Discrete Test provides audible indication of any change to a discrete input state.

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2.7.4 NORMAL PROCEDURES A. The EGPWS provides visual and/or audio alerts for detected:

1. Potentially dangerous terrain conditions (modes 1 – 4, TCF, TAD), 2. Below glideslope conditions (mode 5), 3. Descent below predefined altitudes or excessive bank angle (mode 6), 4. Severe windshear conditions (mode 7) 5. Runway Awareness and Advisory System (RAAS) 6. Unstable approaches (MON) 7. Erroneous altimeter settings (MON) 8. Incorrect takeoff flap settings (MON) 9. Landing Long (MON) 10. Low Airspeed (MON)

B. The following list identifies the various alerts by type and mode:

ALERT WARN CAUT. ADV. (SIREN) “WINDSHEAR (3x)” 7

Any “PULL UP” 1,2,TA

“CAUTION WINDSHEAR” 7

“TERRAIN, TERRAIN” 2, TA

“OBSTACLE, OBSTACLE” TA

“TERRAIN” 2

“APPROACHING MINIMUMS” 6 “MINIMUMS” 6 “CAUTION TERRAIN” TA

“CAUTION OBSTACLE” TA

“TOO LOW TERRAIN” 4, TCF

“TOO LOW GEAR or FLAPS” 4

Altitude callouts 6 “SINK RATE” 1

“DON’T SINK” 3

“GLIDESLOPE” 5

“BANK ANGLE” 6 “FLAPS (pause) FLAPS” or “FLAPS, FLAPS” MON

“TOO HIGH, TOO HIGH” MON

“TOO FAST, TOO FAST” MON

“UNSTABLE, UNSTABLE” MON

“ALTIMETER SETTING” MON

“AIRSPEED LOW” MON

“FLAPS, FLAPS” MON1 “LONG LANDING, LONG LANDING” or “DEEP

LANDING, DEEP LANDING” MON

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C. CAUTION ALERTS RESPONSES 1. Stop any descent and climb as necessary to eliminate the alert.

Analyze all available instruments and information to determine best course of action.

2. Advise ATC of situation as necessary. D. WARNING ALERTS RESPONSES

1. Aggressively position throttles for maximum rated thrust. Apply maximum available power as determined by emergency need. The pilot not flying (if applicable) should set power and ensure that TO/GA power and modes are set.

2. If engaged, disengage the autopilot and smoothly but aggressively increase pitch toward “stick shaker” or Pitch Limit Indicators (PLI) to obtain maximum climb performance.

3. Continue climbing until the warning is eliminated and safe flight is assured.

4. Advise ATC of situation.

NOTE: Climbing is the only recommended response unless operating in visual conditions and/or pilot determines, based on all available information, that turning in addition to the climbing is the safest course of action. Follow established operating procedures.

NOTE: Navigation must not be based on the use of the Terrain Awareness and Alerting Display (TAD).

E. GLIDESLOPE ALERTS RESPONSES 1. Below Glideslope alerts consist of “soft” and “hard” alerts based

on the degree of glideslope deviation and altitude. Respond to these alerts as necessary to correct the aircraft’s flightpath back to the Glideslope centerline or perform a missed approach.

F. ADVISORY CALLOUTS RESPONSES 1. Advisory callouts being advisory in nature are used to announce

an event or condition (e.g., “Minimums”). Response to these callouts should be in accordance with standard operating procedures.

G. WINDSHEAR CAUTION RESPONSES 1. This alert generally occurs due to increasing performance

windshear conditions (i.e., increasing headwind, decreasing tailwind, and/or updraft). This alert is generally considered advisory in that the crew response is to be alert to the possibility of subsequent significant airspeed loss and down draft conditions. Coupled with other weather factors, the Windshear Caution should be considered in determining the advisability of performing a go-around.

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2.7.4 NORMAL PROCEDURES (Continued) 2. Wind and gust allowances should be added to the approach

speed, increasing thrust if necessary. It may be necessary to disengage autopilot or auto-throttle. Avoid getting low on the approach glidepath or reducing the throttles to idle.

H. WINDSHEAR WARNING RESPONSES 1. Immediately initiate the Windshear escape maneuver in

accordance with established Windshear procedures. 2. Aggressively apply maximum rated thrust, disengage autopilot

and/or auto-throttle if necessary. 3. Rotate smoothly to the go-around/take-off pitch attitude, allowing

airspeed to decrease if necessary. Maintain wings level. Do not retract flaps or landing gear.

4. If the aircraft continues to descend, increase pitch attitude smoothly and in small increments, bleeding air speed as necessary to stop descent. Use Stall Warning onset (stick shaker) as the upper limit of pitch attitude.

5. Maintain escape attitude and thrust and delay retracting flaps or landing gear until safe climb-out is assured.

NOTE: Engine overboost should be avoided unless the airplane continues to descend and airplane safety is in doubt

If overboost is required, adjust thrust Levers back to maximum rated thrust as soon as safety has been assured.

Overboosting engines while at high angle of attack near airplane stall may cause engine compressor stall, surge, or flameout.

2.7.5 ABNORMAL PROCEDURES A. MODE 2 Excessive Closure to Terrain:

When required to operate in close proximity to terrain (less than 2500’ above), Mode 2 alerts can be desensitized or overridden by manually activating the GPWS/TERRAIN SYSTEM OVER-RIDE button to eliminate related unwanted alerts.

B. MODE 4 Unsafe Terrain Clearance Mode 4 alerts can be reduced by manual activation of the GPWS/TERRAIN SYSTEM OVER-RIDE button, or LG WARNING CUTOUT button. This is generally recommended when performing approaches with less than normal landing flaps selected, or landing gear not down.

C. MODE 5 Descent Below Glideslope Mode 5 Glideslope alerts can be manually canceled when below 1000 feet Radio Altitude by pressing the MASTER CAUTION button.

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2.7.5 ABNORMAL PROCEDURES (Continued) D. Terrain Alerting and Clearance Floor

1. Manually pressing the GPWS/Terrain System Override button inhibits TAD and TCF alerting and display, including Obstacles and Peaks when enabled. This is used when position accuracy is inadequate or when operating at airports or runways not in the terrain database. Selection of Terrain Inhibit does not cause the Terrain Inoperative annunciation unless the aircraft is wired for this to occur.

2.7.6 EMERGENCY PROCEDURES A. The GPWS/TERRAIN SYSTEM OVERIDE OR LG WARNING

CUTOUT may be used as required for an emergency situation (e.g., landing gear up). For additional information refer to the AFM.

B. IN FLIGHT RESPONSE TO WARNINGS 1. When an EGPWS/GPWS alert occurs, use the flight controls and

thrust as necessary to correct the airplane attitude, flight path and configuration according to the voice message presented to provide terrain clearance.

2. If in IMC upon activation of the GPWS PULL UP warning immediately and aggressively advance the TLs to the MAX position and rotate the airplane to at least 15o NU. If the voice is still announcing “PULL UP” continue to rotate until the aural warning is silenced indicating that the collision danger has been resolved. Recover from the nose high attitude by lowering the nose and recovering straight ahead. If the aural warning recurs continue at max thrust and raise the nose again.

Aural Warnings: WHOOP-WHOOP PULL UP or PULL UP (for EGPWS), SINK RATE, TERRAIN TERRAIN or TERRAIN, TERRAIN, PULL UP (for EGPWS), CAUTION TERRAIN (for EGPWS), OBSTACLE, OBSTACLE, PULL UP (for EGPWS), CAUTION OBSTACLE (for EGPWS), DON`T SINK, DON`T SINK, TOO LOW TERRAIN, TOO LOW GEAR, TOO LOW FLAPS, GLIDE SLOPE and BANK ANGLE voice messages may be generated, but are not associated with GPWS/EGPWS EICAS message.

CAUTION: FOR EGPWS, THE TERRAIN DISPLAY IS INTENDED TO BE USED AS A SITUATIONAL TOOL ONLY AND MAY NOT PROVIDE THE ACCURACY AND/OR FIDELITY ON WHICH TO SOLELY BASE TERRAIN AVOIDANCE MANEUVERING DECISIONS.

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2.7.6 EMERGENCY PROCEDURES (Continued) C. Whenever any of the following aural announcements are heard take

appropriate action to correct the unsafe condition. − TERRAIN, TERRAIN; − SINKRATE, SINKRATE; − TOO LOW – FLAPS; − TOO LOW – GEAR; − GLIDESLOPE; − DON’T SINK; − MINIMUMS, – MINIMUMS; − CAUTION TERRAIN - CAUTION TERRAIN; − CAUTION OBSTACLE - CAUTION OBSTACLE;

If in IMC initiate the recovery in subparagraph B above. If in VMC evaluate the situation based upon visual cues.

D. Whenever any the following aural announcements are heard: − TOO LOW – TERRAIN; − TERRAIN, TERRAIN - PULL UP and − OBSTACLE, OBSTACLE - PULL UP

Establish the thrust setting and attitude which will produce the maximum climb gradient consistent with airplane configuration.

WARNING: IN CERTAIN CIRCUMSTANCES (STEEP TERRAIN) THE WARNING PROVIDED BY THE EGPWS MAY BE VERY LATE. RECOVERY ACTION, THEREFORE, SHOULD BE PROMPT, POSITIVE AND AGGRESSIVE.

2.7.7 WINDSHEAR WARNING SYSTEM A. The best windshear procedure is avoidance. Recognize the

indications of potential windshear and then: AVOID, AVOID, AVOID. Although windshear detection and annunciation system is installed, pilots may not perceive that an area of a potential windshear could be encountered ahead. Therefore some aids must be used by flight crews to develop an awareness of windshear causes and perceive danger signals to successfully avoid it. The following information can be used: 1. Presence of thunderstorms, microburst, convective clouds or

squall lines; 2. Visual observation of strong winds near the ground; 3. Onboard weather radar; 4. Pilots or Air Traffic Services reports.

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SECTION 2.7: EGPWS

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B. Microbursts are small scale intense downdrafts that spread outward in all directions from the down-draft center as it nears the surface. This can result in both vertical and horizontal wind shears that can be extremely hazardous, especially at low altitudes. The aircraft may encounter a headwind with increasing performance (climb/increased airspeed), followed by a downdraft and tailwind, which decreases performance (descent and low airspeeds) to the point that terrain impact can occur. Should a dangerous situation develop, the pilot should immediately perform the following: 1. Initiate rejected landing procedures by applying full power and

establishing a positive rate of climb (it may be necessary to intermittently reach stick shaker onset during the initial recovery.

2. Do not change the aircraft configuration until a climb is established;

3. Smoothly increase pitch until a climb is established, or stall warning is encountered. If stall warning is encountered, decrease pitch sufficiently to depart the stall warning regime.

4. When positively climbing at a safe altitude, complete the rejected landing maneuver.

NOTE: The positive rate of climb should be verified on at least two (2) instruments. Leave the gear down until you have this climb indication as it will absorb some energy on impact should the microburst exceed your capability to climb.

WARNING: IF A DECISION IS MADE TO ROTATE TO THE STALL WARNING, EXTREME CARE SHOULD BE EXERCISED SO AS NOT TO OVER-ROTATE BEYOND THAT POINT AS THE AIRCRAFT IS ONLY A SMALL PERCENTAGE ABOVE THE STALL WHEN THE AURAL WARNING ACTIVATES.

C. The windshear detection system will not initiate warnings or cautions above 1500 feet AGL. Any windshear you encounter above that altitude will not generate guidance; you must perform the escape maneuver without guidance.

D. Below 1500 feet guidance is available in both the warning and the caution modes of windshear. ADI guidance in the warning mode will appear automatically; to display windshear guidance in the caution mode push the GA button on the Thrust Levers.

E. Upon windshear annunciation (both aural and visual) immediately advance the TLs to Max Continuous Thrust, position the miniature airplane into the FD bars and keep the nose of the airplane “buried” in the FD bars. Do NOT change the configuration of the airplane until you are positive you have escaped the windshear threat, use 2000 feet AGL as a minimum for configuration change.

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2.7.8 WINDSHEAR PREVENTION/RECOVERY A. The key to recovery from windshear is to fly the aircraft so that it is

capable of a climb gradient greater than the windshear-induced loss of performance. Normally, the standard wind/gust correction factor 1/2 gust will provide a sufficient margin of climb performance. If a shear is encountered that jeopardizes safety, initiate a rejected landing procedure. If the sink rate is not arrested, continue with the procedure for microbursts.

Aural Warning: WINDSHEAR voice message is generated if WDSHEAR red indication is presented (GPWS warning may also be activated).

Thrust Levers .................................................................................... MAX Go-around Buttons ...................................................................... PRESS Rotate the airplane smoothly to minimize altitude loss. Flight guidance

on EADI must be followed. − Pitch attitude may be well above normal angles.

Maintain airplane configuration. Do not change gear and flap position until terrain clearance is assured.

2.7.9 WINDSHEAR WARNING DURING TAKEOFF A. With a takeoff mode selected or TLs are MAX, upon WINDSHEAR

WARNING the FD will automatically revert from HDG T/O to ROL/WSHR above 30 ft AGL and the PLI will appear on the ADI. Press Go-Around buttons Ensure Thrust levers at MAX. Follow FD bar commands. Do not change configuration.

B. When Windshear conditions cease and above acceleration altitude: (neither WINDSHEAR CAUTION nor WINDSHEAR WARNING active nor other signs of Windshear are present): Select desired vertical mode on FGC. Accelerate to clean up the airplane and continue climb out.

2.7.10 WINDSHEAR WARNING DURING APPROACH A. Immediately accomplish the following

Press either GA button. THRUST levers Set MAX detent. Follow FD bar commands. Do not change configuration.

B. When Windshear conditions cease and above acceleration altitude: (neither WINDSHEAR CAUTION nor WINDSHEAR WARNING active nor other signs of Windshear are present) Select desired vertical mode on FGC. Continue with normal Go-Around procedures.

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SECTION 2.8: TCAS

Revision 0 08/01/16 2.8.1

SECTION 2.8 TCAS PROCEDURES

2.8.1 NORMAL OPERATING PROCEDURES

The normal procedures of the AFM are applicable with the addition of the following:

A. PREFLIGHT: COCKPIT PREPARATION Test the TCAS using the self-test feature on the RMU during

cockpit preparation. Press the Line Select Button beside the ATC code display to

move the yellow cursor around the code. Select TCAS on the MFD. Press and hold the RMU TST button for seven seconds.

− A white TCAS TEST message will be presented on the MFDs and PFDs.

− A "TCAS TEST" aural warning message will sound. B. TAXI OPERATIONS: Set Transponder to ATC ON. C. BEFORE TAKEOFF: Set the transponder to TA/RA mode during the

Before Takeoff Check. D. INFLIGHT OPERATION

1. TCAS is normally operated in the TA/RA mode 2. The TA ONLY mode prevents RAs and should only be used

when the TCAS airplane is intentionally flying close to another airplane, such as closely spaced parallel approaches. The Traffic display will indicate "TA ONLY".

E. After Landing: Set the transponder to ATC ON.

F. At parking spot/Engine Shutdown: Set the transponder to STBY.

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2.8.2 AIRCREW RESPONSIBILITIES A. To effectively work, timely and reliable aircrew response to TCAS

advisories is essential. Delayed crew responses or reluctance of an aircrew to adjust flight path as advised by TCAS due to ATC clearance provisions could significantly decrease or negate the protection afforded by TCAS. Thus, aircrews are expected to respond to TCAS in accordance with the following guidelines: 1. Respond immediately to TAs by attempting to establish visual

contact with the intruder airplane and other airplane which may be in the vicinity. Coordinate to the degree possible with other crew members to assist in searching for traffic. Evasive maneuvers should be made with the autopilot disengaged and limited to the minimum required to comply with the RA.

2. The aircrew should not initiate evasive maneuvers using information from the traffic display only or on a TA only, without visually sighting the traffic.

3. These displays and advisories are intended only for assistance in visually locating the traffic and do not have the flight path trend display necessary for use in evasive maneuvering. However, while climbing or descending, modest changes in vertical speed based on traffic display information is not considered evasive maneuvering. If traffic is acquired visually, continue to maintain or attain safe separation in accordance with current rules and good operating practices.

B. It might be possible that the threat airplane track or altitude information is lost during an RA. In this case the RA will terminate without a "CLEAR OF CONFLICT' annunciation.

C. Compliance with a TCAS Resolution Advisory (RA) is mandatory unless the aircrew considers it unsafe to do so, or unless the aircrew has better information about the cause of the RA and can maintain safe separation, e.g. an obvious TCAS system failure, etc. Respond immediately to satisfy corrective RA's using positive control inputs in the direction and with the magnitude TCAS advises, while attempting to sight the conflicting traffic. Vertical speed indications on the PFD VSI must be moved out of the red band and into the green band.

D. For TCAS to properly function initial vertical speed response is expected within five seconds of an RA; maneuvering g forces are similar to those felt when responding to an ATC clearance to climb or descend immediately (0.25 g increment). Pilot response is expected within approximately 2.5 seconds if an additional RA is issued. If possible, visually confirm the necessity and suitability of the avoidance maneuver but recognize that any other airplane seen visually may not necessarily be the threat airplane or the only airplane that the TCAS is responding to.

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SECTION 2.8: TCAS

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WARNING: NONCOMPLIANCE WITH A CROSSING RA BY ONE AIRPLANE MAY RESULT IN REDUCED VERTICAL SEPARATION; THEREFORE, SAFE HORIZONTAL SEPARATION MUST ALSO BE ASSURED BY VISUAL MEANS.

CAUTION: ONCE A NON-CROSSING RA HAS BEEN ISSUED, SAFE SEPARATION COULD BE COMPROMISED IF CURRENT VERTICAL SPEED IS CHANGED, EXCEPT AS NECESSARY TO COMPLY WITH THE RA. THIS IS BECAUSE TCAS -TO- TCAS COORDINATION MAY BE IN PROGRESS WITH THE INTRUDER AIRPLANE, AND ANY CHANGE IN VERTICAL SPEED THAT DOES NOT COMPLY WITH THE RA MAY NEGATE THE EFFECTIVENESS OF THE OTHER AIRPLANE'S COMPLIANCE WITH THE RA.

NOTE: In compliance with FAA Airworthiness Directive 2006-19-04, during all flight phases, after completion of any 4096 ATC Code change (also referred to as Mode A Code), check the status of the transponder. If the transponder indicates that it is in standby mode, re-select the desired mode (i.e., the transponder should be in the active mode).

E. Respond immediately by direct attention to the RA display to satisfy or continue to satisfy RA vertical speed constraints, including softening or reductions in strength of the initial RA while attempting to sight conflicting traffic. Adhere to the current ATC clearance to the extent possible.

F. Respond immediately to any increase or reversal RA maneuver advisories. Initial vertical speed response to an increase or reversal RA is expected by TCAS within two and one-half seconds of issuance of the advisory. The increase rate and rate reversal RAs are based on a 0.35 g acceleration maneuver. Because of these requirements and the rate limits of the autopilot, all RA responses must be hand-flown and not with the autopilot engaged.

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2.8.2 AIRCREW RESPONSIBILITES (Continued) G. Excessive responses to TCAS RA's are not desirable or appropriate

because of other potential traffic and ATC consequences. From level flight, proper response to a TCAS RA typically results in an overall altitude deviation of 300 ft to 500 ft in order to successfully resolve a traffic conflict. 1. Modified advisories are posted after the response to an initial

advisory has been completed and your aircraft is protected by having adequate altitude separation from the intruder. The initial RA is announced to weaken, indicating the return towards the original flight path or clearance is allowed. When the initial advisory weakens, the VSI green band is repositioned to indicate level flight, the magnitude of the red band is decreased and "ADJUST VERTICAL SPEED, ADJUST” is announced. The modified advisory indicates a return to level flight so that the altitude displacement in response to the initial RA can be minimized. This RA will remain displayed until the "CLEAR OF CONFLICT” aural annunciation is issued. Following the weakening advisory will greatly reduce the ultimate altitude deviation caused by the original corrective RA.

H. If a TCAS RA requires maneuvering contrary to an ATC clearance, satisfy the RA in a way which most nearly complies with the ATC clearance. If it is possible to both respond to a TCAS RA and continue to satisfy a clearance at the same time, go ahead and do so (e.g. respond to a TCAS climb RA while continuing to satisfy an ATC clearance to intercept a localizer).

I. If a TCAS RA maneuver is inconsistent with the current ATC clearance: DO NOT delay response to an RA DO NOT modify response to an RA DO NOT maneuver contradictory to an RA

J. Following a TCAS "CLEAR OF CONFLICT” Advisory, the aircrew should expeditiously return to the applicable ATC clearance unless otherwise directed by ATC.

K. If a TCAS RA requires maneuvering contrary to Right Of Way Rules, Cloud Clearance rules for VFR flight, AFM limitations, or other such criteria, aircrews may and are expected to follow the TCAS RAs to resolve the immediate traffic conflict. In such situations, however, deviation from rules, policies, or limitations should be kept to the minimum necessary to satisfy a TCAS RA (e.g. an RA response resulting in a minor excursion above AFM published maximum altitude is considered acceptable). The aircrew must respect the stick shaker when following an RA.

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SECTION 2.8: TCAS

Revision 0 08/01/16 2.8.5

CAUTION: UNDER CERTAIN CONDITIONS COMMANDED MANEUVERS MAY SIGNIFICANTLY REDUCE STALL MARGINS.

L. When a climb RA occurs with the airplane in the landing configuration, the aircrew should initiate a normal go-around procedure in order to properly comply with the RA.

NOTE: Initiating the go-around procedure for a Climb RA does not mandate a missed approach. It is intended to assure the airplane is properly configured for the maneuver. In most cases, the TCAS event will be resolved with only a minor deviation to the intended flight path and sufficient time and altitude may exist to recover safely to the desired flight path.

NOTE: An altitude crossing maneuver may occur when the intruder or own airplane is climbing or descending at a high rate. Under these conditions, the TCAS logic determines that safe separation is best achieved through an altitude crossing maneuver. This maneuver will result in the TCAS airplane and the intruder crossing through each other's altitude. This is a safe strategy that will result in adequate vertical separation between airplanes.

TCAS ACTIONS AND CALLOUTS

Upon receiving TCAS TRAFIC ADVISORY or a possible conflict is advised by ATC

PF PM Place hands on control column and thrust levers to be prepared to react to TCAS resolution. Scan for visual contact with the intruder.

Turn all external lights ON. Communicate with ATC. Turn FSTN BELTS ON. Scan for visual contact with the intruder.

Upon receiving TCAS RESOLUTION ADVISORY

Disengage the Autopilot. Immediately follow the VSI guidance.

Monitor the airspeed and altitude and call PF attention for altitude or airspeed too low or airspeed close to maximum. Keep scan for visual contact with the intruder.

CLEAR OF CONFLICT

In the absence of an amended clearance, return to the last ATC assigned altitude and course.

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SUPPLEMENTAL

SECTION 2.8: TCAS

2.8.6 08/01/16 Revision 0

2.8.3 MANDATORY RESPONSES A Traffic Advisories

TRAFFIC ADVISORIES

AURAL CUE VISUAL CUE

“TRAFFIC, TRAFFIC” Solid amber circle

RESPONSE

Conduct a visual search for intruder. If successful maintain visual contact to ensure safe separation.

B Resolution Advisories Resolution Advisories (RAs) are characterized by the display of the

intruder as a solid red square or red data in the case of no bearing. Amber TAs and cyan proximate traffic, if any, are also displayed during the time an RA is active. Vertical maneuvers recommended by TCAS to ensure safe separation are displayed by red and green bands along the VSI scale.

If an RA is activated, the pilot must disengage the autopilot, comply with the aural command and fly to the VSI green band. If Air Traffic Control issues conflicting instructions, comply with the TCAS commands and advise ATC that you are responding to an RA.

PREVENTIVE RA


“MONITOR VERTICAL SPEED” Present vertical speed is not within the RED restricted VS on the PFD

RESPONSE

Keep VS out of the RED unsafe area on the VSI until RA is completed.

During a preventive advisory, if the vertical speed is allowed to enter the red band a corrective RA may result

SPEED MAINTAIN RA


“MAINTAIN VERTICAL SPEED, MAINTAIN”

Present vertical speed is not within the RED restricted VS on the PFD

RESPONSE

Continue the existing climb or descent rate or other vertical speed as depicted by the green (fly to) band on the VSI.

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SECTION 2.8: TCAS

Revision 0 08/01/16 2.8.7

B Resolution Advisories (Continued)

CROSSING MAINTAIN RA


“MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN”

Present vertical speed is not within the RED restricted VS on the PFD and further indicates that own flight path will cross that of intruder

RESPONSE

Continue the existing climb or descent rate or other vertical speed as depicted by the green (fly to) band on the VSI. Safe separation will best be achieved by not altering the existing vertical speed and climbing or descending through the threat’s flight path.

CLIMB RA


“CLIMB - CLIMB” VSI red from negative limit to + 1,500 fpm and green from + 1,500 to + 2,000 fpm.

RESPONSE

Climb at the rate depicted by the green (fly to) band on the VSI nominally between 1,500 fpm and 2,000 fpm.

DESCEND RA


“DESCEND, DESCEND” VSI red from positive limit to - 1,500 fpm and green from - 1,500 to - 2,000 fpm.

RESPONSE

Descend at the rate depicted by the green (fly to) band on the VSI nominally between 1,500 fpm and 2,000 fpm.

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SECTION 2.8: TCAS

2.8.8 08/01/16 Revision 0

2.8.3. MANDATORY RESPONSES (Continued) B Resolution Advisories (Continued)

CROSSING CLIMB RA


“CLIMB, CROSSING CLIMB” “CLIMB CROSSING CLIMB”

Same as for CLIMB and further indicates that own flight path will cross that of intruder.

RESPONSE

Climb at the rate depicted by the green (fly to) band on the VSI nominally between 1,500 fpm and 2,000 fpm. Safe separation will best be achieved by climbing through the threat’s flight path.

CROSSING DESCEND RA


“DESCEND CROSSING, DESCEND, DESCEND CROSSING, DESCEND”

Same as for DESCEND and further indicates that own flight path will cross that of intruder.

RESPONSE

Descend at the rate depicted by the green (fly to) band on the VSI nominally between 1,500 fpm and 2,000 fpm. Safe separation will best be achieved by descending through the threat’s flight path

SPEED ADJUST RA


“ADJUST VERTICAL SPEED, ADJUST”

VSI indicates prohibited vertical speed in red. Goal vertical speed is in green.

RESPONSE

Promptly and smoothly reduce vertical speed to a value within the green (fly to) band on the VSI.

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SECTION 2.8: TCAS

Revision 0 08/01/16 2.8.9

C Reverse Resolution Advisories

NOTE: These advisories are expected to occur only on rare occasions, usually when an intruder suddenly changes its current flight path (maneuvering intruder}.

NOTE: Reversal (CLIMB, CLlMB NOW or DESCEND, DESCEND NOW) maneuvers should be initiated using an incremental 0.5 g within 2.5 seconds, respecting stick shaker.

NOTE: One reversal of vertical direction in TCAS/TCAS encounters is permitted if the geometry of the encounter requires it for improved vertical separation.

CLIMB NOW RA


“CLIMB, CLIMB NOW CLIMB, CLIMB NOW”

VSI red from negative limit to +1500 fpm and green from +1500 fpm to +2000 fpm. This advisory will follow a DESCEND advisory when circumstances require a reversal of vertical direction to ensure separation.

RESPONSE

Climb at the rate depicted by the green (fly to) band on the VSI, nominally between 1500 and 2000 fpm. Received after a DESCEND RA, and indicates a reversal in sense which is required to achieve safe vertical separation from a maneuvering threat airplane.

DESCEND NOW RA


“DESCEND, DESCEND NOW DESCEND, DESCEND NOW”

VSI red from positive limit to –1500 fpm and green from –1500 fpm to –2000 fpm. This advisory will follow a CLIMB advisory when circumstances require a reversal of vertical direction to ensure separation.

RESPONSE

Descend at the rate depicted by the green (fly to) band on the VSI, nominally between 1500 and 2000 fpm. Received after a CLIMB RA, and indicates a reversal in sense which is required to achieve safe vertical separation from a maneuvering threat airplane.

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SECTION 2.8: TCAS

2.8.10 08/01/16 Revision 0

2.8.3. MANDATORY RESPONSES (Continued) D Strengthen Maneuvers Strengthen maneuvers should be initiated using an incremental 0.35g within 2.5 seconds.

INCREASE CLIMB RA


“INCREASE CLIMB, INCREASE CLIMB”

VSI red from negative limit to +2500 fpm and green from +2500 fpm to +3000 fpm. Indicates the vertical speed MUST BE INCREASED to ensure adequate separation.

RESPONSE

Climb at the rate depicted by the green (fly to) band on the VSI, nominally between 2500 and 3000 fpm. Received after a CLIMB advisory and indicates an additional climb rate which is required to achieve safe vertical separation from a maneuvering threat airplane

INCREASE DESCENT RA


“INCREASE DESCENT, INCREASE DESCENT”

VSI red from positive limit to –2500 fpm and green from –2500 fpm to –3000 fpm. Indicates the vertical speed MUST BE INCREASED to ensure adequate separation.

RESPONSE

Descend at the rate depicted by the green (fly to) band on the VSI, nominally between 2500 and 3000 fpm. Received after a DESCEND advisory and indicates an additional descent rate which is required to achieve safe vertical separation from a maneuvering threat airplane

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SECTION 2.8: TCAS

Revision 0 08/01/16 2.8.11

E. Clear of Conflict

CLEAR OF CONFLICT ADVISORY

AURAL VISUAL

“CLEAR OF CONFLICT” VSI red and green areas removed. Intruder no longer appears as a RED SQUARE.

RESPONSE

Expeditiously return to the applicable ATC clearance unless otherwise directed by ATC.

WARNING: IT IS POSSIBLE IN SOME CASES TO HAVE INSUFFICIENT AIRPLANE PERFORMANCE TO FOLLOW THE TCAS COMMAND WITHOUT FLYING INTO STALL WARNING OR BUFFET. CONDITIONS WHERE THIS MAY OCCUR INCLUDE:

▬ BANK ANGLE IN EXCESS OF 15°. ▬ OPERATIONS AT AIRPORTS ABOVE 5300 FT

MSL OR TEMPERATURES GREATER THAN ISA + 28°C.

▬ ENGINE INOPERATIVE. ▬ FAILURE TO CONFIGURE THE AIRPLANE TO

GO AROUND FOLLOWING A CLIMB RA IN LANDING CONFIGURATION.

▬ FAILURE TO ADVANCE THRUST TO MAXIMUM CONTINUOUS THRUST FOLLOWING A CLIMB RA AT REDUCED THRUST.

▬ SPEEDS LESS THAN NORMAL OPERATION SPEEDS.

▬ ABNORMAL CONFIGURATIONS, WHICH REDUCE PERFORMANCE (E.G. GEAR DOWN).

▬ TCAS COMMAND REVERSAL TO A “CLIMB-CLIMB NOW”.

▬ BUFFET MARGIN LESS THAN 0.3 G.

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SECTION 2.8: TCAS

2.8.12 08/01/16 Revision 0

2.8.4 OPERATING CHARACTERISTICS

TCAS OPERATING CHARACTERISTICS (TA/RA MODE*)

RADIO ALTITUDE

ADVISORIES NOT

ALLOWED REMARKS

< 1450 ft AGL descending or < 1650 ft AGL climbing

INCREASE DESCENT

RA

Any RAs that direct an increased descent of 2000 fpm are inhibited below these altitudes. The max downward vertical velocity TCAS may display on the VSI is 1500 fpm when below these altitudes as sensed by the radio altimeter. If following an INCREASE DESCENT RA initiated above 1450 ft AGL the RA will most likely soften to a DESCENT RA (1500 ft downward VV) when passing through 1450 ft.

< 1000 ft AGL descending or < 1200 ft AGL climbing

DESCENT RA

Any RAs that direct a descent with a downward VV are inhibited. The max downward VV TCAS may display on the VSI is 0 fpm (e.g. the top half of the VSI display will illuminate in red, directing the aircrew NOT TO CLIMB). If following a DESCEND RA initiated above the inhibited radio altitude and the airplane passes through 1000 ft AGL the RA will, most likely soften to a don’t climb RA.

<400 ft AGL descending; <600 ft AGL climbing

ALL RAs

TCAS will be silent below these inhibit altitudes and is in TA ONLY mode. No RAs will be displayed, TAs will be displayed on the MFD but no TRAFFIC, TRAFFIC message will be heard. If an RA is active when the airplane passes into the inhibited radio altitude the RA will transition to a TA. Any red or green arcs displayed will be removed; no “CLEAR OF CONFLICT” message will be announced.

< 500 ft AGL descending and climbing

ALL TA AURAL

MESSAGES

TCAS is silent below these altitudes and is in TA ONLY mode. No RAs will be displayed, TAs will be displayed on the MFD but no “TRAFFIC, TRAFFIC” message will be heard. If an RA is active when the airplane passes into the inhibited radio altitude the RA will transition to a TA, any red or green arcs displayed will be removed, no “CLEAR OF CONFLICT” message will be announced.

NOTE: *AII RAs are inhibited when TA ONLY mode is selected. NOTE: *The TCAS computer is programmed to allow airplane flying between

FL 300 and FL 420 within reduced vertical separation minima (RVSM) to have reduced separation thresholds

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SUPPLEMENTAL

SECTION 2.9: EMERGENCY/ABNORMAL

Revision 0 08/01/16 2.9.1

SECTION 2.9 EMERGENCY/ABNORMAL PROCEDURES

2.9.1 GENERAL A. A rule of thumb during all abnormal or emergency situations is to:

MAINTAIN AIRCRAFT CONTROL ANALYZE THE SITUATION LAND AS SOON AS PRACTICABLE

B. Use the following guidelines during situations where there is no guidance from the QRH. 1. Silence the aural warning (bell/triple or single chime). 2. Identify the problem, checklist or QRH procedure to use. 3. Captain will identify the Flying Pilot. 4. Accomplish Memory Items (If applicable); 5. PF concentrate on flying the airplane, allow the PNF to work the

problem. Normally the PF will assume responsibility for radio calls

2.9.2 ENGINE FIRE ON FINAL APPROACH/AFTER LANDNG A. If inside the FAF or the runway is in sight:

Silence the bell. − Consider whether to fly to landing or to execute a missed approach.

1. If flying the airplane to landing: Land the airplane. Notify the FA, if time permits Bring the airplane to an expeditious, safe stop. Set the parking brake. Accomplish QRC items for engine fire, severe damage or

separation. Notify ATC and the FA of the emergency and intentions. Determine if an emergency evacuation is required; if so,

accomplish an emergency evacuation. 2. If flying a missed approach:

Declare an emergency, Initiate a go around Follow procedures from profiles. At acceleration altitude level

off, accelerate to VFS5, raise the flaps. Climb out at VFS at least until 1500 feet.

Initiate QRC items, accomplish appropriate QRH procedure and request an expedited landing at the nearest suitable airport

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SUPPLEMENTAL


2.9.2 08/01/16 Revision 0

2.9.3 EMERGENCY EVACUATION PROCEDURES A. This section outlines procedures to be considered in preparation for

an emergency evacuation; it does NOT replace the accomplishment of QRC items in accordance with the QRH.

NOTE: Time permitting (i.e. when airborne) and an emergency evacuation is anticipated) see also GOM paragraph 6.4.16.

B. The Captain and First Officer will perform assigned duties simultaneously; however, each crewmember should be thoroughly familiar with the other’s duties so that each could perform the other’s duties, if required.

C. Items to consider for a planned emergency landing include: 1. Who takes what emergency equipment when exiting the airplane;

i.e. axe, flashlight, medical kit, etc. 2. Consider the planned landing surface and where to direct

passengers for a safe assembly point. Landing on a runway will pose different problems than landing off an airport.

D. EMERGENCY LANDINGS can occur without forewarning. Those emergencies that allow sufficient time to prepare and accomplish emergency notifications most often result in a successful outcome with minimal damage and injury. However, many emergency landings occur without the benefit of time to coordinate an effective plan of action. In these cases, immediate action by a well trained flight crew, conducted in a calm and decisive manner will make the difference between a successful outcome and disaster.

E. BEFORE LANDING 1. CAPTAIN will determine the extent of the emergency, direct the

preparation by the crew and passengers and ascertain the readiness of crash and/or fire rescue equipment. He will direct emergency notification of ground, ATC and inflight personnel. The briefing to the FA will contain, as a minimum, the TEST items: − Type of emergency (fire, systems failure, etc.). − Evacuation status (evacuation anticipated or not). − Special instructions (signal to brace for impact etc.) − Time remaining to landing

2. FIRST OFFICER will perform initial duties as directed by the Captain. In addition, subject to Captain’s discretion, he will accomplish the following: Open the cockpit door and secure loose equipment. At the request of the FA, activate emergency lights. Performs as Captain when the Captain is disabled.

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SUPPLEMENTAL


Revision 0 08/01/16 2.9.3

3. FLIGHT ATTENDANT will perform initial duties as directed by the Captain. In addition the FA will: Accomplish specific items from FA checklist Distribute blankets, pillows and coats to be used for impact

protection. F. AFTER LANDING

1. CAPTAIN will notify ATC of intentions. Discharge or direct the discharge of fire protection systems in the event of an engine or APU fire. In addition the captain will: Accomplish memory items as directed by the QRH. Order the emergency evacuation, if appropriate. Remove first aid kit, flashlights, any portable oxygen, crash

axe, blankets, water, and other survival equipment if time permits.

Proceed to the cabin to direct and assist passenger evacuation

Ensure that everyone has evacuated, exit the airplane. Designate a safe assembly point Account for all passengers and crew Provide first aid and assistance to the injured. Notify UJC when time permits.

2. FIRST OFFICER will perform duties as directed by the Captain. In addition he will Position controls and switches as appropriate as directed by

the Captain. Proceed to the main cabin, open the crew/passenger door.

Assist the FA when requested. Direct and assist passenger evacuation.

3. FLIGHT ATTENDANT will perform and direct the passenger evacuation and assist as necessary. In addition, the FA will: Designate Able Bodied Persons (ABPs) to aid with the

evacuation of any incapacitated passengers or crew. Exit through main cabin door (if possible) and direct the

passengers to a safe assembly point. Time permitting, remove emergency equipment, first aid kits,

flashlights and other survival equipment.

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SUPPLEMENTAL


2.9.4 08/01/16 Revision 0

2.9.4 UNUSUAL ATTITUDES OR UPSETS A. An unusual attitude or upset can generally be defined as an

unintentional exceedance of one of the following parameters: 1. Pitch attitude greater than 25o NU or lower than 10o ND. 2. Bank angle greater than 45o or, 3. Within above parameters, but at inappropriately low airspeed (i.e.

pitch attitude approaching 10o NU in level flight). − When an unusual attitude is detected, prompt corrective

action is essential. In moderate unusual attitudes, normal orientation can be regained by establishing a level flight indication on the ADI.

− A general guideline is PITCH/ROLL/THRUST; CHECK LEVEL. This means "adjust pitch and roll, set thrust, level the airplane.

Nose low, speed increasing, recovery: 1. Reduce the thrust to prevent excessive airspeed and loss of

altitude. 2. Apply aileron pressure in the direction of the sky pointer to level

the wings and center the ball. If the autopilot has disengaged, the yaw damper may also be disengaged; in that case apply a moderate amount of rudder to coordinate flight.

3. Apply elevator pressure to correct the pitch attitude to level flight. A normal reaction, when a nose-low attitude is recognized is to jerk the control column back for recovery. Doing this is an excellent way to overstress the airframe. To obtain maximum performance potential of the airplane, after leveling the wings start a gentle pull out and increase the back pressure on the yoke, putting g’s on the airplane until the airspeed digits turn amber. Apply back pressure to keep the digits in the amber color; this will give you the optimum AOA and pitch change rate for pull-out.

Nose high, speed decreasing, recovery: 1. Apply maximum continuous thrust. 2. Apply forward elevator pressure (or relax back pressure) to lower

the AOA. If the pitch is excessively nose high, it may be more comfortable for the Pax to keep some positive Gs on the airplane and roll to between 60 to 90 degrees of bank and let the nose fall to the horizon.

3. Apply aileron pressure in the direction of the sky pointer (to level the wings) and center the ball. If the autopilot has disengaged, the yaw damper may also be disengaged. In that case apply rudder to coordinate the roll out.

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SUPPLEMENTAL


Revision 0 08/01/16 2.9.5

Dual PFD and SAI failure: − Dual PFD failures with an accompanying SAI failure are statistically

remote. However, if this event occurs, recoveries must be made by reference to the standby airspeed indicator, altimeter and mag compass.

− Rules for Recovery (with no attitude indicators): 1. Check the airspeed indicator trend and altimeter to determine

whether the nose is low or high. Determine the direction of turn by reference to the turn indicator; in our case only the standby compass will tell you if you are turning. Make corrective control applications simultaneously unless the airspeed is increasing rapidly. Proper interpretation of attitude is required to ensure proper control sequence. The pitch attitude will be approximately level when the airspeed indicator and altimeter stop their movement and the vertical-speed indicator reverses its trend.

2. The airplane's bank attitude will be approximately level when the heading indicator stops changing. Do not use the standby attitude indicator until you verify that it is reliable. Correct back to the original altitude and heading as soon as you regain full control of the aircraft.

3. In the case of a roll upset recovery aileron input should be the first action. Unloading the airplane (which will require an unusual amount of forward pressure on the yoke) will increase aileron effectiveness. In a low AOA (unloaded) condition the airplane can be safely maneuvered at speeds below the 1 g stall speed.

4. Smooth and deliberate use of the rudder in the desired direction of roll may be required to aid in roll if recovery time is a factor (i.e. low altitude). Do NOT make rapid aggressive rudder inputs; the airplane is not stressed for these maneuvers. If you are unfortunate enough to find yourself inverted at a very low altitude, immediately unload the airplane by pushing the nose toward the horizon (forward); do NOT perform the “split s” maneuver to recover.

2.9.5 DUAL ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF A. A dual engine failure immediately after takeoff could be caused by

contaminated fuel, ingestion of large birds or other catastrophic events. In the case of contaminated fuel, it is hoped that some degraded level of engine control would be available to bring the airplane safely back to the field. In the case of large bird ingestion keeping at least one set of eyes outside could provide enough warning to avoid bird ingestion. In either case it is extremely important for the pilot to inform the ATC agency, either tower or departure control, of the emergency and to declare an emergency quickly and aggressively. Let ATC know of your problem and that they should clear ALL runways at the nearest suitable airport.

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2.9.6 08/01/16 Revision 0

2.9.5 DUAL ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF (Continued)

B. Remember that the best glide speed depends only upon the airplane weight; that speed is on your PFD as VFS.

C. Items to accomplish immediately after a dual engine failure in the low altitude regime include: 1. Turn immediately and aggressively back to the closest airport.

However, don’t turn so aggressively that you stall the airplane. This is arguably the most important step in returning safely to an available runway. The maximum turn rate is being flown when the airspeed digits turn amber.

2. Start the APU, or, better yet, leave the APU running until the After Takeoff Checklist is accomplished.

3. Time and situation permitting, bring the TLs to idle, cutoff. The PNF should attempt to start either or both engines. The PNF should attempt relights as long as possible. Unfortunately, if the FADEC decides the engine(s) are not going to start you cannot regain the use of that engine.

4. Position the normal Landing Gear Handle to Down. This will ensure that the functions of the WOW switches operate correctly after you extend the gear with the emergency extend lever.

5. Assess your position and determine when to activate the emergency landing gear extension handle. If you are high it might be prudent to lower the gear right away so you can get a good idea of your new glide path.

6. Do NOT aim for the approach end of the runway; initially aim for touchdown 1/3 of the way down the runway. Adjust the touchdown point on short final if you think stopping on the runway might be an issue.

7. To inhibit EGPWS aural warnings, activate the EGPWS terrain system override on the instrument panel.

D. When you are notified that birds are in the vicinity, or they are observed or suspected, it is important for both pilots to be attempting to visually acquire the birds and maneuver the airplane accordingly. Keeping both sets of eyes out of the cockpit and maneuvering might negate the requirement to accomplish steps 1 through 8 above. The see and avoid principle is most important, as in all cases.

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LIMITATIONS


Revision 1 01/05/18 3.0.1

Title Page CHAPTER THREE: LIMITATIONS

AFM Limitations ........................................................................ Section 3.1 1. Overview ................................................................................ 3.1.1 2. Operational Envelope ............................................................ 3.1.2 3. Weight .................................................................................... 3.1.3 4. Center of Gravity Limits ......................................................... 3.1.4 5. Cargo Compartment Weights ................................................ 3.1.6 6. Normal Procedures ................................................................ 3.1.6 7. Performance .......................................................................... 3.1.6 8. Noise Levels .......................................................................... 3.1.7 9. Loading .................................................................................. 3.1.7 10. Airspeeds ............................................................................... 3.1.8 11. Kinds of Operation ............................................................... 3.1.10 12. Minimum Crew ..................................................................... 3.1.10 13. Maneuvering Flight Load Factors ........................................ 3.1.10 14. Runway ................................................................................ 3.1.10 15. Fuel ...................................................................................... 3.1.11 16. Auxiliary Power Unit ............................................................. 3.1.12 17. Powerplant ........................................................................... 3.1.13 18. Operation in Icing Conditions ............................................... 3.1.17 19. Electrical .............................................................................. 3.1.18 20. Pneumatic, Air Conditioning and Pressurization ................. 3.1.18 21. Flight Controls ...................................................................... 3.1.18 22. Navigation and Communication Equipment ........................ 3.1.19 23. Instrument Landing System ................................................. 3.1.20 24. Enhanced Ground Proximity Warning System .................... 3.1.20 25. Doors ................................................................................... 3.1.21 26. Autopilot ............................................................................... 3.1.22 27. Ozone Concentration ........................................................... 3.1.23 28. UNS-1K Flight Management System ................................... 3.1.25 29. Navigation Operational Approvals ....................................... 3.1.27 30. Minimum Oxygen Pressure for Dispatch ............................. 3.1.28

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LIMITATIONS


3.0.2 08/01/16 Revision 0


EMB-135 SOP

LIMITATIONS

SECTION 3.1: AFM LIMITATIONS

Revision 1 01/05/18 3.1.1

3.1.1 OVERVIEW

Operate the airplane IAW the limitations presented in this Section. A. The source of information in this section is the Embraer –145 Airplane

Flight Manual Volume I as altered by the following AFM Supplements (AFMS): − AFMS 4 UNS-1K Flight Management System. − AFMS 10, Operation of EMB–135 models. − AFMS 11, EMB-135 Operation with AE3007A 1/3 Engines. − AFMS 13, EMB-135 Takeoff with Flaps 18o and standard CG. − AFMS 14, EMB-135 Takeoff with Flaps 18o and CG 21.1%.

B. In case of any discrepancy between the information herein and information in an Embraer publication which specifically addresses UJC’s part 135 modified airplanes, the Embraer information is to be considered the correct source of information.

C. Emergency and Abnormal procedures are not addressed in the UJC EMB-135 SOP. The Emergency and Abnormal procedures presented in the basic AFM and the QRH remain unchanged. The QRH should be referred to while airborne.

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3.1.2 08/01/16 Revision 0

3.1.2 OPERATIONAL ENVELOPE

NOTE: In the event of a landing below –40°C, the airplane may not takeoff without further maintenance inspection. - Total Air Temperature in cruise flight above 25000 ft is limited to 45°C.

NOTE: Maximum altitude with yaw damper disengaged is 35,000 ft. Maximum altitude for flap extension is 20,000 ft.

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LIMITATIONS


Revision 0 08/01/16 3.1.3

3.1.3 WEIGHT EMB135 MAXIMUM WEIGHTS (lb)

AIRPLANE MODEL MRW MTOW MLW MZFW

LR 44,312 44,092 40,785 35,274

To comply with the performance and operating limitations of the regulations, the maximum allowable takeoff and landing operational weights may be equal to, but not greater than design limits.

The takeoff weight (weight at brake release or at start of takeoff run) is the lowest among MTOW and the following weights:

− Maximum takeoff weight for altitude and temperature determined from Maximum Takeoff Weight - Climb Limited chart.

− Maximum takeoff weight, as limited by runway length and determined from Maximum Takeoff Weight - Field Length Limited chart.

− Maximum takeoff weight, as limited by brake energy and determined from Maximum Takeoff Weight - Brake Energy Limited chart.

− Maximum takeoff weight, as limited by obstacle clearance, enroute, and landing operating requirements.

The landing weight is the lowest among MLW and the following weights: − Maximum approach and landing weight for altitude and temperature

determined from Maximum Landing Weight – Climb Limited charts. − Maximum landing weight, as limited by runway length and

determined from Maximum Landing Weight - Field Length Limited chart.

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3.1.4 08/01/16 Revision 0

3.1.4 CENTER OF GRAVITY LIMITS D. LR MODELS (TAKEOFF WITH FLAPS 9o or 18o) STANDARD CG

NOTE: For maximum structural weights, refer to Weight Limitations.

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3.1.4 CENTER OF GRAVITY LIMITS (Continued) E. LR MODELS (TAKEOFF WITH FLAPS 18°) - CG 21.1%

NOTE: For maximum structural weights, refer to Weight Limitations. - For inflight and landing limits, refer to standard CG envelope

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3.1.6 01/05/18 Revision 1

3.1.5 CARGO COMPARTMENT WEIGHTS − Zone A (Fwd) 735 lbs. − Zone B (Ctr) 735 lbs. − Zone C (Aft) 735 lbs. − Total (Max) 2205 lbs

3.1.6 NORMAL PROCEDURES A. BEFORE START

Trims ....................................................................................... SET Set the pitch trim to the units required for takeoff using the table below. Set the roll and yaw trims to zero. When setting pitch trim, alternate between main and backup systems.

PITCH TRIM UNITS 8 7 6 5 4

CG POSITION (%) <25 <28 <32 <35 <38

3.1.7 PERFORMANCE A. GENERAL

The performance data presented in the Embraer-145 AFM Supplement 10 replaces the equivalent data in the basic Embraer-135/145 AFM. Pertinent information for the UJC EMB-135 is presented in Chapter 6 of this manual.

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3.1.8 NOISE LEVELS A. The following Effective Perceived Noise Levels (EPNL´s) comply with

FAR Part 36, Appendix C, Stage 3 noise limits. The tests and analysis procedures used to obtain these noise levels are essentially equivalent to those required by the ICAO Annex 16, Volume 1, Chapter 3.

NOISE LEVEL IN EPNdb

Airplane Model

Noise Level CONDITION

Sideline Takeoff approach Maximum Allowable 94.0 89.0 98.0

LR Actual 84.3 79.4 92.3

B. These values are stated for reference conditions of standard atmosphere pressure at sea level, 25°C ambient temperature, 70% relative humidity, and zero wind. Takeoff and sideline noise levels were established for the EMB-135 model equipped with two Rolls-Royce AE3007A1/3 engines at the MTOW, V2 climb speed and flaps 9°. Approach noise levels were established from a 3° glide slope at the MLW, VREF45 and flaps 45°.

C. The takeoff power cutback procedure was used. D. No determination has been made by the Airworthiness Authority that

the noise levels in this manual are or should be acceptable or unacceptable for operation at, into, or out of any airport.

3.1.9 LOADING A. Load the airplane in accordance with the information contained in the

Weight and Balance Manual (WB-145/1161).

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3.1.10 AIRSPEEDS

LANDING GEAR OPERATION/EXTENDED SPEED (VLO AND VLE) VLO for retraction ............................................................. 200 KIAS VLO for extension ............................................................. 250 KIAS VLE ................................................................................... 250 KIAS

NOTE: – VLO is the maximum speed at which the landing gear can be safely extended and/or retracted.

– VLE is the maximum speed at which the airplane can be safely flown with the landing gear extended and locked.

MINIMUM CONTROL SPEED

Refer to AFMS 11 Performance for VMCA, VMCG and VMCL values.

MANEUVERING SPEED (VA) VA .................................................................................... 200 KIAS

NOTE: Maneuvers that involve angle of attack near the stall or full application of rudder, elevator, and aileron controls should be confined to speeds below VA. In addition, the maneuvering flight load factor limits, presented in this Section, should not be exceeded.

WARNING: RAPID AND LARGE ALTERNATING CONTROL INPUTS, ESPECIALLY IN COMBINATION WITH LARGE CHANGES IN PITCH, ROLL, OR YAW (E.G. LARGE SIDE SLIP ANGLES) MAY RESULT IN STRUCTURAL FAILURES AT ANY SPEED, EVEN BELOW VA.

MAXIMUM FLAP EXTENDED SPEED (VFE) Flaps 9° ........................................................................... 250 KIAS Flaps 18° ......................................................................... 200 KIAS Flaps 22° ......................................................................... 200 KIAS Flaps 45° ......................................................................... 145 KIAS

TAILWIND Maximum Takeoff and Landing Tailwind Component .........10 kts.

TURBULENT AIR PENETRATION SPEEDS Below 10,000’ ....................................................................200 kts. Above 10,000’ ........................... 250 kts/.63M(whichever is lower)

OTHER MAXIMUM AIRSPEEDS Windshield Wiper Operation ..............................................170 kts. Max Recommended Airspeed to remove DV Windows .....140 kts.

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MAXIMUM OPERATING SPEED

NOTE: The VMO/MMO may not be deliberately exceeded in any regime of flight (climb, cruise, or descent).

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3.1.11 KINDS OF OPERATION

This airplane may be flown day and night in the following conditions, when the appropriate equipment and instruments required by airworthiness and operating regulations are approved, installed and in an operable condition:

− Visual (VFR); − Instrument (IFR); − Icing conditions.

3.1.12 MINIMUM CREW Minimum Flight Crew ................................. PILOT AND COPILOT

3.1.13 MANEUVERING FLIGHT LOAD FACTORS

These corresponding accelerations limit the bank angle during turns and limit the pull-up maneuvers.

LOAD FACTOR LIMIT FLAPS UP FLAPS DOWN (9°, 18°, 22° and 45°)

Positive 2.50 g 2.00 g Negative –1.00 g 0 g

3.1.14 RUNWAY Runway Slope .......................................................... –2% TO +2% Runway Surface Type........................................................ PAVED

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3.1.15 FUEL AIRPLANE MODEL LR

Maximum usable quantity per tank 844.9 US Gal (5717 lb) Unusable quantity per tank 5.8 US Gal (39 lb)

Maximum permitted imbalance between tanks .................... 800 lb NOTE: – When the EICAS fuel quantity is zero in level flight, any fuel

remaining in the tanks cannot be used safely in flight. – Unusable fuel increases to 365 lb in each tank if any of the

associated electric fuel pumps is inoperative. – The values above have been determined for an adopted fuel

density of 6.767 lb/US Gal. – When performing pressure refueling, the usable fuel quantity

in each tank may be reduced by 13.2 US Gal maximum.

FUEL SPECIFICATION ASTM Specification ............................................................ D1655-JET A

AND JET A-1 American Specification ............................................... MIL-T-83133AJP8

AND MILDTL- 5624-JP5

FUEL TANK TEMPERATURE Minimum ............................................................................... –40°C Maximum ................................................................................ 52°C

NOTE: If fuel does not contain an icing inhibitor, the temperature of fuel leaving FCOC must be above 4°C (refer to FUEL LOW TEMPERATURE Procedure).

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3.1.12 01/05/18 Revision 1

3.1.16 AUXILIARY POWER UNIT A. OPERATIONAL LIMITS

− UJC airplane(s) currently equipped with APU model T-62T-40C14.

APU Model T-62T-40C11 T-62T-40C14 PARAMETER MIN MAX MIN MAX

TEMPERATURE –54o – – –

ALTITUDE FOR START

25000 ft or 30000 ft (2) 30000 ft

OPERATION ALTITUDE 37000 ft 37000 ft

ROTOR SPEED 108% 108% EGT: START 884°C (1) 884°C EGT: CONTINUOUS 680°C(5) 680°C(5)

NOTES: 1) May be exceeded up to 925°C above 25000 ft during 10 seconds.

2) For airplanes Post-Mod. SB 145-49-0010 or equipped with an equivalent modification factory incorporated. In this case, the minimum temperature for APU start is -54°C up to 30000 ft.

3) Refer to Fuel Tank Temperature limitations for other APU starting related limits.

4) The APU Model T-62T-40C14 will be automatically shut down at 104% rotor speed.

5) The APU EGT may be exceeded up to 717°C for 5 minutes maximum.

B. APU STARTER LIMITS 1. Minimum battery voltage is 23.5V. 2. Minimum battery temperature is 20°C. 3. Cooling period between each starting attempt:

a. Between Three Consecutive Attempts:1 MINUTE OFF b. Between Two Series of 3 Consecutive Attempts:

30 MINUTES OFF 4. The APU must be running for 3 minutes prior to opening the bleed

valve.

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3.1.17 POWER PLANT

This section reflects AFM Supplement 11 and is provided to present the data required for EMB-135 operation with AE3007A1/3 engines. The information herein presented replaces the equivalent data in the basic AFM.

ENGINES

Two Rolls-Royce Engines AE3007A1/3.

NOTE: Intermix Operation with AE3007A and AE3007A1/1 engines is allowed provided both engines have the same FADEC version.

WARNING: ALL FOUR FADECS INSTALLED ON THE AIRPLANE MUST BE THE SAME PART NUMBER. INCORRECT ENGINE OPERATION CAN RESULT FROM USING FADECS WITH TWO DIFFERENT PART NUMBERS.

OPERATIONAL LIMITS (ROLLS-ROYCE AE3007A1/3)

PARAMETER (1) MIN MAX N1 – 100% N2 – 102.4% (2) (3) ITT START – 800°C ITT TAKEOFF – 948°C (4) ITT CONTINUOUS – 901°C

OIL PRESSURE <88%N2 34 psi 95 psi (5)(6) 110 psi (7)

OIL PRESSURE 88%N2 50 psi (8) 95 psi (6) 110 psi (7)

OIL TEMPERATURE 21°C (9) 126°C FUEL TEMPERATURE –40°C 52°C VIBRATION LP SPOOL – 1.8 IPS (10) VIBRATION HP SPOOL – 1.1 IPS (10)

NOTES 1) Any engine exceedance or peak must be monitored and logged by the crew.

2) For airplanes Pre-Mod. SB 145-73-0031 the N2 limit is 102.5%.

3) For airplanes Post-Mod. SB 145-77-0004 the N2 limit is 105.0%

4) Time limited to 5 minutes.

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3.1.17 POWER PLANT (Continued) 5) May be exceeded during starts if oil temperature is below

21°C. The engine must remain at IDLE until the oil pressure is less than 95 psi (110 psi for airplanes Post-Mod. SB 145-73-0024 or equipped with an equivalent modification factory incorporated).

6) Operation in oil pressure amber range is permitted between 96 and 115 psi in all operational modes and time limited to 5 minutes, or between 116 and 155 psi in all operational modes time limited to 2 minutes. Total time above 95 psi may not exceed 5 minutes.

7) For airplanes Post-Mod. SB 145-73-0024 or equipped with an equivalent modification factory incorporated the upper limit of the oil pressure green band is 110 psi. Operation in oil pressure amber range is permitted between 111 psi and 115 psi in all operational modes time limited to 5 minutes, or between 116 and 155 psi in all operational modes time limited to 2 minutes. Total time above 110 psi may not exceed 5 minutes.

8) While this is an abnormal condition, operation between 50 psi and 34 psi is permitted during takeoff and go-around phases.

9) Minimum oil temperature for starting is -40°C for lubrication oil specified by MIL-L-23699D and -54°C for lubrication oil specified by MIL-L-7808K.

10) Vibration in the amber range below 2.5 IPS is time limited to 5 minutes during the takeoff or go-around phases or 10 seconds during the remainder flight phases.

TAKEOFF THRUST MODE

ALT T/O-1, T/O and T/O RSV modes are allowed for takeoff. NOTE: – Takeoff in T/O RSV mode is intended to be used only for

Thrust Assurance Check purposes and does not improve certified performance.

– For airplanes Post-Mod. SB 145-31-0016 or equipped with an equivalent modification factory incorporated the ALT T/O and T/O mode designations were changed to T/O and T/O RSV, respectively.

AIRSPEEDS

Only Normal V2 takeoff is allowed for takeoff.

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STARTER LIMITS On Ground: Starting or Dry Motoring .......................................... UP TO

5 MINUTES ON, 5 MINUTES OFF

OR First to Fourth Cycles .............................................. 1 MINUTE ON,

1 MINUTE OFF Following Cycles ..................................................... 1 MINUTE ON,

5 MINUTES OFF

In Flight: Maximum Continuous Operation Time ................... 5 MINUTES ON

NOTE: No cool down time is required should an in-flight start be reattempted.

AUTOMATIC TAKEOFF THRUST CONTROL SYSTEM (ATTCS)

ATTCS must be operative to select ALT T/O-1, T/O modes.

THRUST REVERSER

Thrust reversers are intended for use during rejected takeoff or landing only. Do not attempt a go-around procedure after deployment of the thrust reversers following a landing.

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3.1.17 POWER PLANT (Continued)

ENGINE WARM-UP

Prior to takeoff, the engines must be allowed to run at low thrust to stabilize the engine temperatures before takeoff thrust is selected.

After start, the engines must run at idle or taxi thrust for at least 4 minutes for cold engines or 2 minutes for warm engines.

Before takeoff, to increase N2 above 83% the engine oil temperature must be at 40°C minimum. In lieu of this limit, it is acceptable to either:

− run the engine for at least 8 minutes in idle or taxi thrust and check if the temperature is at least 21°C or,

− for airplanes Pre-Mod. Rolls-Royce SB AE3007A-79-025, complete a static run-up to 88% N2, stabilize, and check to ensure that oil pressure is equal to or less than 83 psi.

NOTE: The engine is considered cold if it has been shut down for more than 90 minutes.

ENGINE COOL DOWN

The engines must run for at least 1 minute at idle or taxi thrust before shutdown.

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3.1.18 OPERATION IN ICING CONDITIONS Maximum Temperature for Anti-icing Operation ..... 10°C Minimum Temperature for Manual Anti-icing Operation ................................... –40°C Max Alt. for single engine Or single bleed source ............................................ 15,000’

Holding configuration: Landing Gear .......................................................... UP Flaps ....................................................................... UP Minimum Airspeed .................................................. 200 KIAS

NOTE: – There is no temperature limitation for anti-icing system automatic operation.

– Use Static Air Temperature (SAT) on ground or for takeoff operations and Total Air Temperature (TAT) for operations in flight.

– Icing conditions may exist whenever the Static Air Temperature (SAT) on the ground or for takeoff, or Total Air Temperature (TAT) in flight, is 10°C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals).

– Icing conditions may also exist when the SAT on the ground and for takeoff is 10°C or below when operating on ramps, taxi ways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on engines, nacelles, or engine sensor probes.

– Takeoff is prohibited with frost, ice, snow or slush adhering to wings, control surfaces, engine inlets, or other critical surfaces (refer to the applicable requirements).

– There are many methods to ensure the wing is clear of ice. If visual inspection or installed clear ice detectors do not indicate wing contamination, a tactile (hand on surface) check of the wing leading edge and the upper surface must be accomplished prior to takeoff. The tactile check must also be performed when the holdover time is exceeded after airplane de/anti-icing fluids are applied. This check should be performed whenever the outside temperature is less than 6°C or if it cannot be ascertained that the wing fuel temperature is above 0°C, and:

– there is visible moisture; or water is present on the wing; the difference between the dew point and the outside air temperature is 3°C or less; or

– the atmospheric conditions have been conducive to frost formation.

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OPERATION IN ICING CONDITIONS (Continued)

CAUTION: ON GROUND, DO NOT RELY ON VISUAL ICING EVIDENCE OR ICE DETECTOR ACTUATION TO TURN ON THE ANTI-ICING SYSTEM. USE THE TEMPERATURE AND VISUAL MOISTURE CRITERIA AS SPECIFIED ABOVE. DELAYING THE USE OF THE ANTI-ICING SYSTEM UNTIL ICE BUILD-UP IS VISIBLE FROM THE COCKPIT MAY RESULT IN ICE INGESTION AND POSSIBLE ENGINE DAMAGE OR FLAME-OUT.

DO NOT USE APU BLEED AS PNEUMATIC SOURCE FOR ANTI-ICING SYSTEM.

3.1.19 ELECTRICAL Maximum load on main generator ......................... 400 A Maximum load on APU generator: Up to 30000 ft ........................................................ 400 A Above 30000 ft ....................................................... 300 A Maximum battery temperature ................................ 70°C

3.1.20 PNEUMATIC, AIR CONDITIONING AND PRESSURIZATION

PRESSURIZATION Maximum differential pressure ............................... 7.8 psi Maximum differential overpressure ........................ 8.1 psi Maximum differential negative pressure ................. -0.3 psi

3.1.21 FLIGHT CONTROLS A. FLAPS

Maximum Altitude for Flap Extension ..................... 20000 ft B. PITCH TRIM

Max Airspeed after Takeoff/ During Climb without Retrimming ................................... 160 KIAS

C. ELECTROMECHANICAL GUST LOCK 5. Each time electromechanical gust lock lever is set to unlocked

position elevator movement must be checked. This check must be performed at least 10 seconds after positioning the gust lock lever to the unlocked position by moving the control column from the full up stop to the full down stop and back to the full up stop position.

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3.1.22 NAVIGATION AND COMMUNICATION EQUIPMENT A. RADAR

Do not operate weather radar during refueling, near fuel spills or people. B. ATTITUDE AND HEADING REFERENCE SYSTEM

1. Airplane must not be moved until all attitude and heading information presented on PFD is valid.

2. For the AH-900 AHRS version the following limits are applicable: − Maximum latitude for alignment........ 78.25° North and South − AHRS alignment will complete only after a valid aircraft present

position (latitude and longitude) is received. − Do not perform avionics, autopilot or stall test until AHRS has

aligned

Time to Alignment vs Latitude:

3. The airplanes may not be operated within the North and South magnetic polar cut-out regions below:

MAGNETIC CUTOUT REGIONS

LATITUDE LONGITUDE

North Between 70°N and 82°N Between 80°W and 135°W

North of 82°N Between 0° and 180°W/E

South Between 60°S and 82°S Between 118.5°E and 160°E

South of 82°S Between 0° and 180°W/E

NOTE: Within the magnetic polar cut-out regions AHRS heading data is not available.

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3.1.23 INSTRUMENT LANDING SYSTEM (ILS) A. When crossing the Outer Marker on glideslope, the altitude must be

verified with the value on the published procedure. B. For airplanes with a single operating glideslope receiver, the approach

may be flown using normal procedures no lower than Localizer Only Minimum Descent Altitude (MDA).

C. For airplanes with two operating glideslope receivers, the airplane may be flown to the published minimums for the approach using normal procedures if both glideslope receivers are tuned to the approach and both crew members are monitoring the approach using independent data and displays.

3.1.24 ENHANCED GROUND PROXIMITY WARNING SYSTEM A. The following limitations are applicable to the Enhanced Ground

Proximity Warning System (EGPWS): − The Enhanced Ground Proximity Warning System Pilot’s Guide,

Document Number 060-4241-000, March 1997 edition (or later revision of the manual) or FAA accepted Operating Manual, must be immediately available to the flight crew.

NOTE: The manual referenced above is contained in this publication. See UJC EMB135 SOP, Chapter 2 Section 7.

− Allied-Signal Application Software version 202 and Configuration Software version 202 or later must be installed.

− Navigation is not to be predicated on the use of the Terrain Awareness Display.

− The EGPWS data base, displays, and alerting algorithms currently do not account for manmade obstructions.

− Pilot’s should inhibit the Terrain Awareness Alerting and Display function by pressing the TERRAIN SYS OVRD button when within 15 nm of takeoff, approach, or landing at an airport when any of the following conditions apply: − The airport has no approved instrument approach procedure. − The longest runway is less than 3500 ft in length. − The airport is not included in the Allied Signal data base.

− Terrain Display must be inhibited when using QFE altimeter settings (not applicable to the software version 216 and on).

− Pilots are authorized to deviate from their current Air Traffic Control (ATC) clearance to the extent necessary to comply with an EGPWS warning.

− The Terrain Display is intended to be used as a situational tool only and may not provide the accuracy and/or fidelity on which to solely base terrain avoidance maneuvering.

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− In the event that accuracy of the airplane position data from the FMS becomes inadequate for navigation (Dead Reckoning Mode), the Terrain Awareness Alerting and Display functions must be inhibited. This will not affect the basic GPWS functions (modes 1 to 7). If the FMS is restored after a period of inadequacy, the Terrain Awareness may be enabled by pressing again the TERRAIN SYS OVRD button. In case of a conflict between the terrain alerts and an auto-popped–up picture, pilots must check the sweeping marker movement on the horizontal line below the terrain picture. If the marker is frozen, the MFD terrain indication must be deselected on MFD bezel panel.

− For airplanes Post-Mod. SB 145-31-0009 or equipped with an equivalent modification factory incorporated, in case of a conflict between the terrain alerts and an auto-popped-up picture, pilots must check the MFD 2 terrain information. If the terrain picture bus fail is not annunciated (TERR amber annunciation), MFD 2 must be used as terrain picture reference.

3.1.25 DOORS

COCKPIT SECURITY DOOR

On airplanes equipped with a cockpit security door, two crewmembers must be in the cockpit during all flight phases. − If one of the pilots leaves the flight deck, he must be replaced in the

cockpit by another crewmember. − Positive identification of the person wishing to enter the flight deck

must be obtained before opening the door. − The security cockpit door must be kept closed and locked at all times

during flight except to permit access and egress according to the operator’s procedures for opening, closing and locking the door.

− Any time that cockpit door is opened in flight, a challenge and response closing and locking verification procedure must be used to verify that the door is closed and locked.

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3.1.26 AUTOPILOT

The following limitations are applicable to the Autopilot:

For airplanes Pre-Mod. SB 145-31-0016, the use of the Autopilot below 1500 ft AGL is only permitted when coupled to the captain's Flight Director. − Minimum Engagement Height After Takeoff is 500 ft − Autopilot coupled approaches approved down to 200 ft AGL. Descent

below Minimum Descent Altitude on a non-precision approach with autopilot engaged is prohibited.

− Single engine go-around with autopilot engaged is prohibited. − Approach mode selection during Localizer capture is allowed only

when airplane is inbound.

NOTE: Coupled go-around height loss may be 75 ft.

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3.1.27 OZONE CONCENTRATION

The tables below show the airplane altitude limitations due to ozone concentration in atmosphere. NOTE: 1 These tables are based on FAA Advisory Circular Nº

120.38. 2 The tables show altitude limitations calculated for constant

ozone concentration, cabin stabilized at 8000 ft, and both recirculation fans turned on.

3 For conditions other than those specified in item 2 above, an optimized flight plan must be approved by regulatory agencies.

4 For longitudes, the following apply: o W = Western o E = Eastern o Reference = 100°W longitude

FLIGHT LEVEL JAN FEB MAR APR MAY JUN

LATITUDE W E W E W E W E W E W E 80oN – 330 – 330 – 320 – 320 – – – 340 75 oN – 330 – 330 – 330 – 320 – 320 – 340 70 oN – 350 – 330 – 330 – 330 – 320 – 340 65 oN – 360 340 330 330 340 330 330 330 330 340 350 60 oN – – 360 350 340 340 330 330 340 330 350 350 55 oN – – – 360 360 350 340 340 340 340 350 – 50 oN – – – – – 360 350 350 340 350 – – 45 oN – – – – – – 360 360 360 – – – 40 oN

FLIGHT LEVEL JUL AUG SEP OCT NOV DEC

LATITUDE W E W E W E W E W E W E 80oN 350 75 oN 350 70 oN 65 oN 360 60 oN 360 55 oN 50 oN 45 oN 40 oN

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NORTH AMERICA - OZONE CRITERIA

NOTE: Values below are the altitude limitations for which the airplane is allowed to fly for more than 3 continuous hours.

FLIGHT LEVEL JAN FEB MAR APR MAY JUN

LATITUDE W E W E W E W E W E W E 80oN – 290 – 290 – – – – – – – 270 75 oN – 290 – 290 – 270 – 270 – – – 270 70 oN – 300 – 290 – 270 – 270 – – – 290 65 oN 320 310 310 270 310 290 300 270 270 270 310 290 60 oN 330 310 310 290 310 300 290 270 270 270 310 290 55 oN 340 310 330 300 310 300 290 290 290 290 310 300 50 oN 350 320 350 310 320 310 270 290 290 290 310 320 45 oN 350 330 320 320 320 320 290 310 310 310 330 330 40 oN 340 350 – 320 320 330 310 310 330 330 350 350 35 oN – – – 350 350 350 30 oN – – –

FLIGHT LEVEL JUL AUG SEP OCT NOV DEC

LATITUDE W E W E W E W E W E W E 80oN – 270 – 310 – 310 – 310 – 300 – 310 75 oN – 290 – 330 – 320 – 310 – 310 – 310 70 oN – 290 – 330 – 330 – 320 – 310 – 310 65 oN 310 310 340 340 350 330 330 330 350 310 330 310 60 oN 310 320 340 350 350 350 330 330 350 310 330 320 55 oN 310 320 340 350 – 350 350 350 350 330 350 330 50 oN 320 330 340 350 – – – – 350 350 – 350 45 oN 330 350 – – – – – – – – – 350 40 oN – – – – – – – – – – – 350 35 oN – – – – – – – – – – – – 30 oN – – – – – – – – – – – –

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3.1.28 UNS-1K FLIGHT MANAGEMENT SYSTEM [Source AFMS 4] 1. The Universal UNS1 Operator’s Manual or an Operating Manual

accepted by the Certification Authority must be immediately available to the flight crew whenever navigation is predicated on the use of FMS. The software status stated in the Operator’s Manual must match that displayed on the FMS Control Display Unit (CDU).

2. Universal FMS Software version 603.0 (or later approved version) must be installed.

3. FMS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the FMS navigation data base. The FMS data base must incorporate the current update cycle.

4. Instrument approaches must be conducted in the approach mode, and GPS integrity monitoring (when using GPS for approach guidance) must be available at the Final Approach Fix, as indicated to the pilot by the INTEG amber annunciator being off and APP annunciator displayed on PFD.

5. Use of FMS guidance for conducting instrument approach procedures is prohibited with the FMS operating in the dead reckoning mode (DR annunciation set on PFD).

6. The pilot must review the complete transition-approach, comparing the waypoints and altitudes displayed on the FMS with those on the published procedure prior to activation to insure that the correct procedure and transition are selected.

7. VNAV is advisory only, and the aircraft altimeter should be the primary source of altitude information at all times.

8. When using FMS guidance for conducting instrument approach procedures that do not include a GPS reference in the title of the published procedure, the flight crew must verify that the procedure specified navaid and associated avionics are operational.

9. For airplanes equipped with single FMS, when using FMS guidance for conducting instrument approach procedures, the procedure navaid must be tuned and valid, and the raw data must be displayed in the cockpit, under the following conditions:

c. For VOR approaches (where the procedure specified navaid is a VOR only navaid no-DME capability) and NDB approaches, without GPS (GPS failed or RAIM out of limits or unavailable).

d. For any instrument approach (other than GPS stand-alone approach), outside the airspace of countries operating under FAA jurisdiction, with the GPS as the navigation sensor.

10. ILS, LDA, SDF and MLS approaches, using the FMS for guidance, are prohibited.

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11. When conducting FMS guided missed approach procedures, autopilot coupled operation is prohibited until the flight crew has established a rate of climb that ensures all altitudes requirements of the procedure will be met.

12. When flying to an airport where GPS (non-overlay) is the intended approach, prior to dispatch, the flight crew is required to verify that the predictive RAIM at the destination ETA is within the approach criteria.

13. When the approach at the destination is based on GPS and an alternate airport is required by the applicable operating rules, the alternate airport must be served by an approach based on a navigation aid other than GPS. The navigation aid must be operational and the aircraft must have operational equipment capable of using that navigation aid.

14. IFR non-precision approach approval is limited to published approaches within the airspace of countries operating under FAA jurisdiction. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority.

15. IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data.

16. The fuel flow and fuel used presented on the FMS are supplementary information only. The flight crew must use fuel information primarily from the MFD and EICAS display.

17. Coupled FMS vertical guidance is not available. Therefore, during FMS operation with Autopilot coupled, the pilot must use the Flight Guidance Controller for vertical control. Advisory vertical guidance is available only in descent.

18. During oceanic, North Atlantic (NAT) Minimum Performance Specification (MNPS), enroute and terminal area operation with DR annunciated on the PFD, the flight crew must verify the FMS position using VOR/DME raw data or other appropriate means.

19. The airplane must have other navigation equipment installed and operating, appropriate to the route of flight.

20. Operation above 73° north latitude and below 60° south latitude is prohibited due to unreliable magnetic heading.

21. FMS PVOR outbound function is prohibited. 22. FMS missed approach using the CDU Mode Select Buttons is

prohibited. 23. During FMS Fuel Management initialization, the flight crew must

manually enter the fuel on board data.

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LIMITATIONS


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3.1.29 NAVIGATION OPERATIONAL APPROVALS

The Universal UNS-1K Flight Management System, with the version 603.X software, has been demonstrated capable of and has been shown to meet the requirements for the following operations: 1. Oceanic and Remote - In accordance with AC 20-130A, along routes

requiring a Long Range Navigation (LRN) System, provided it is receiving usable signals from the GPS which meets requirements of AC 90-94 for use as the only LRN System sensor on these routes.

2. North Atlantic (NAT) Minimum Navigation Performance Specification (MNPS) airspace - As defined in AC 91-49 and AC 91-70, along the special routes requiring a single LRN, provided it is receiving usable signals from the GPS which meets requirements of AC 90-94 for use as the only LRN System sensor on these routes.

3. Enroute and Terminal - In accordance with AC 20-130A and TSO C129a B1 provided it is receiving usable signals from: − One VOR/DME or multiple DME’s. − GPS.

4. Instrument Approach - LOC and BC approaches in accordance with AC 25-15 and RNAV, VOR, VOR/DME, NDB and GPS approaches in accordance with AC 20-130A, TSO C129a B1, TSO C115b and AC 90-94 (Phase II and III overlay approaches and GPS only approaches), provided: − The APP annunciation is set on the PFD at the Final Approach Fix. − DR is not annunciated on the PFD. − The flight director is coupled to the LNAV mode (GPS only

approaches).

NOTE: AC 90-94 deals with the use of GPS in the US National Airspace System (NAS) and in oceanic areas. The general approval to use GPS to fly overlay instrument approaches as described in the AC, is initially limited to the NAS. Refer to LIMITATIONS Section of this Supplement, for use of GPS for non-precision approaches outside the NAS.

5. RNAV Operation - In accordance with AC 90-100A, provided FMS is receiving automatic update from GPS.

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LIMITATIONS


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3.1.30 MINIMUM OXYGEN PRESSURE FOR DISPATCH A. FLIGHT CREW OXYGEN SYSTEM

− Crew Comprising Pilot and Copilot: 1100 psi − Crew Comprising Pilot, Copilot and Observer: 1500 psi

NOTE: The minimum oxygen pressure for dispatch was calculated at an ambient temperature of 21°C (70°F). For other temperatures, refer to Oxygen Pressure Correction Chart as a function of the cylinder compartment temperature.

B. PORTABLE OXYGEN CYLINDER 1. The minimum portable oxygen cylinder pressure for dispatch is

1200 psi for oxygen bottle P/N 176965-14 (11 cu. ft or 311 liters) and 1550 psi for oxygen bottle P/N 5500A1UBF25A (4.25 cu. ft or 120 liters), both calculated for a maximum utilization period of 30 minutes.

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LIMITATIONS


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OXYGEN PRESSURE CORRECTION CHART

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LIMITATIONS


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PROCEDURES/TECHNIQUES


Revision 0 08/01/16 4.0.1

Title Page

CHAPTER FOUR PROCEDURES AND TECHNIQUES Ground Operations ................................................................... Section 4.1

1. Engine Start ........................................................................... 4.1.1 2. Extend Life Of Major APU Components ................................ 4.1.2 3. Flight Controls Check ............................................................ 4.1.2 4. Taxi ........................................................................................ 4.1.2 5. Taxi Speeds and Braking ....................................................... 4.1.3 6. Use Of Carbon Brakes ........................................................... 4.1.3 7. Influences on Tire Wear ......................................................... 4.1.4 8. Thrust Use During Taxi .......................................................... 4.1.4 9. Rudder/Steering Use ............................................................ 4.1.4 10. Single Engine Taxi ................................................................. 4.1.6 11. Taxi in Adverse Weather ....................................................... 4.1.7 12. Engine Fire on Ground .......................................................... 4.1.7 13. Emergency Evacuation .......................................................... 4.1.8

Takeoff And Climb .................................................................... Section 4.2 1. Takeoff ................................................................................... 4.2.1 2. Climb ...................................................................................... 4.2.2

Cruise ..................................................................................... Section 4.3 1. Overview ................................................................................ 4.3.1 2. Speed Management .............................................................. 4.3.1 3. Altitude Selection ................................................................... 4.3.1 4. Flight Controls Trimming ........................................................ 4.3.3 5. Fuel Imbalance ...................................................................... 4.3.3 6. Thrust Lever Technique ......................................................... 4.3.4 7. Turbulent Air Penetration ....................................................... 4.3.4 8. Driftdown ................................................................................ 4.3.5 9. RVSM ..................................................................................... 4.3.6 10. Emergency Descent .............................................................. 4.3.6 11. Unreliable Airspeed ............................................................... 4.3.8

Descent ..................................................................................... Section 4.4 1. Overview ................................................................................ 4.4.1 2. Descent Speeds .................................................................... 4.4.1 3. Initial Distance To Descent .................................................... 4.4.2 4. Ice Condition .......................................................................... 4.4.2

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Title Page Approach ................................................................................... Section 4.5

1. Overview ................................................................................ 4.5.1 2. Fuel Consumption.................................................................. 4.5.1 3. Flap Maneuvering Speeds ..................................................... 4.5.2 4. Instrument Approaches ........................................................ 4.5.2 5. Initial Approach ..................................................................... 4.5.5 6. Procedure Turn ...................................................................... 4.5.6 7. Malfunctions ........................................................................... 4.5.6 8. Precision Approach Procedures ............................................ 4.5.7 9. Intercepting Glideslope From Above ..................................... 4.5.8 10. Low Visibility Approach .......................................................... 4.5.9

Landing ...................................................................................... Section 4.6 1. Stabilized Approach ............................................................... 4.6.1 2. Landing Procedure ................................................................ 4.6.2 3. Brakes Usage ........................................................................ 4.6.3 4. Crosswind Landing ................................................................ 4.6.4 5. Factors Affecting Landing Distance ....................................... 4.6.5 6. Recovery From Offset Position .............................................. 4.6.6 7. Low Visibility Landing ............................................................ 4.6.7 8. Rejected Landing ................................................................... 4.6.7 9. Bounced Landing ................................................................... 4.6.8 10. Tail Strike ............................................................................... 4.6.9 11. Overweight Landing ............................................................... 4.6.9

Maneuvers ................................................................................. Section 4.7 1. Overview ................................................................................ 4.7.1 2. Stall Recognition and Recovery ............................................ 4.7.1

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SECTION 4.1: GROUND OPERATIONS

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SECTION 4.1 GROUND OPERATIONS

4.1.1 ENGINE START A. Prior to engine start, obtain ATC and ground personnel clearance and

confirm the doors are closed. If applicable, engine start may be performed simultaneously with a push back procedure, requiring the parking brake released and disengagement of the steering (verify [STEER INOP] EICAS message). Normally, a static engine start will be accomplished, ensure that the parking brake is set. Either engine 1 or engine 2 may be started first.

B. In order to allow thermal stabilization of the engines, operate them at or near to IDLE for at least 2 minutes before selecting higher thrust settings. Taxi time at or near IDLE can be included in the warm up period.

C. When icing, cold weather and cold soak conditions are present: 1. Do not start the engine until it has been checked that all ice deposits

have been removed from the air inlet. 2. Perform normal engine start. If the engine does not start,

maintenance procedures may be required or ground heating may be necessary to warm the nacelle, Air Turbine Starter and Starting Control Valve.

3. During start with low oil temperatures, the oil pressure may drop below the minimum oil pressure levels temporarily after start. If the oil pressure remains below minimum levels for more than 2 min, the engine must be shut down and the oil heated. In this case, in order to improve the chances of a successful engine start, the oil temperature should be raised to at least 20°C. During the subsequent start after heating the oil, if the oil pressure does not recover, shut down the engine and investigate the cause.

CAUTION: DURING COLD WEATHER OPERATIONS, OIL PRESSURE PEAKS TO FULL SCALE MAY OCCUR DUE TO HIGH OIL VISCOSITY. OIL PRESSURE SHOULD DECREASE AS THE OIL TEMPERATURE INCREASES. IF THE OIL PRESSURE REMAINS ABOVE NORMAL OPERATING RANGE, THE ENGINE SHOULD BE SHUTDOWN AND THE CAUSE INVESTIGATED.

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4.1.2 EXTEND LIFE OF MAJOR APU COMPONENTS

The life of APU and its components is highly dependent on operating practices. Duty cycle and application/removal of load on APU can significantly impact the life of APU components, especially its turbine wheel. A. Hamilton Sundstrand Service Information Letter – SIL 352 suggested

guidelines to help improve APU turbine wheel life: 1. Warm up the APU for 3-5 minutes with generator load only, before

applying a pneumatic load. 2. Minimize the transition time between a high-load, APU bleed ON, to

a no-load, APU bleed OFF during engines starts. 3. Shut down the APU while under load (ECS and Generator Load), or

within 10 seconds after the load is removed. No cool down required after load is removed.

B. Even though these guidelines can help extend life of major APU components, operational requirements take precedence over APU life extension recommendations.

4.1.3 FLIGHT CONTROLS CHECK A. Each time the electromechanical gust lock lever is set to unlocked

(FREE) position elevator movement must be checked. This check must be performed at least 10 seconds after positioning the gust lock lever to the unlocked (FREE) position by moving the control column from the full up stop to the full down stop and back to the full up stop position.

B. During the after start checklist, check the rudder by pressing the steering disengage button on the control wheel and moving the pedals from full right to full left. After confirming proper rudder movement press the steering handle to reconnect the steering.

4.1.4 TAXI A. The flight crew shall complete the After Start Checklist prior to taxi out. B. Prior to taxi ensure that both pilots:

1. Adjust the seats and rudder pedals; 2. Check the actual airplane parking position; 3. Verify the airport related charts for possible taxi routes; 4. If applicable write and brief the taxi clearance when received. 5. Turn on the taxi light and after parking brake release check normal

brakes. C. During taxi:

1. Follow the ATC taxi instructions and check the differences from the initial briefing when applicable;

2. Use standard phraseology and read back ATC instructions. 3. Minimize “heads-down” activities such as entering data into the FMS

while the airplane is moving.

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4. Briefing the taxi route will reduce the cockpit workload. ATC should be contacted anytime there is a concern about a potential conflict.

5. Avoid taxiing closely behind another airplane since FOD may be blown into engine intakes.

4.1.5 TAXI SPEEDS AND BRAKING A. Recommended taxi speeds:

1. Straight / Dry: 30 kt. max 2. Straight / Wet or Contaminated: 10 kts 3. Turns / Dry: 10 kts 4. Turns / Wet or Contaminated: 5 kts 5. The speed can be monitored on the PFD selecting FMS as the

information source. B. At idle thrust, the airplane may accelerate to a higher taxi speed than

desired.

4.1.6 USE OF CARBON BRAKES

The cooling properties of the carbon brake assembly of the airplane differs from traditional steel brakes; carbon brake wear is strongly affected by brake temperature. Unlike steel brakes, carbon brakes wear less when operated at high temperatures. A. For overnight or long period parking in cold weather avoid leaving the

parking brake set. This will decrease the chances of having brake stacks frozen together in case moisture was present prior to brake application.

B. General rules for carbon brakes: During taxi, minimize the duration of each brake application when practical by using shorter applications with higher pressure on the pedals. Avoid using brakes asymmetrically. Minimize the number of brake applications when practical; the number of brake applications governs carbon brake wear.

C. Guidelines for taxiing with cold brakes: 1. Do not intentionally use the brakes solely to heat them. 2. Carefully manage taxi speed. Let airplane accelerate to a maximum

safe speed, then use the brakes in one increasingly firm application to slow the airplane. Then release the brakes and allow the airplane to accelerate again. Less frequent use of brakes with higher braking pressure improves brake life.

D. Guidelines for taxiing with warm brakes: 1. Carefully manage taxi speed. Let airplane accelerate to a maximum

safe speed then use brakes in a short but firm application. This will help keep the brake within operating temperature range limits by allowing more cooling time and less brake friction time.

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4.1.7 INFLUENCES ON TIRE WEAR A. Tire inflation:

An increase or decrease in pressure from the specified operational value can cause deterioration on the tire, and have the most important effect on the tire life.

B. Airport conditions: Pavement surfaces texture significantly contribute to tire wear. Wear tends to increase when runways, taxi strips, ramps and other paved areas are in bad condition, strewn with debris, contaminated (with hydraulic fluid, fuel, oil, grease, etc.) or poorly maintained. Tires are more susceptible to increased wear in airports where longer taxi distances are required.

C. Environmental conditions: Tires are more susceptible to a higher wear rate when the airplane operates in hot temperatures combined with low relative humidity.

D. Average takeoff and landing weight: Tires are more susceptible to a higher wear rate when the airplane operates regularly at higher average take-off and landing weight.

E. Flight leg time and turn-around time: Lower flight leg time and lower turn-around time have influence in the tire wear rate. In this scenario the tires work in higher temperatures.

F. Temperature between departure and arrival airport: High differences of temperature between departure and arrival airports could also influence in the tire wear when proper inflation adjustment is not observed.

4.1.8 THRUST USE DURING TAXI Taxi can normally be initiated without increasing thrust at light to medium weights. Increase the thrust smoothly until the airplane starts moving to avoid a setting higher than needed. Use right engine reverse thrust (idle thrust only) during taxi to aid in controlling taxi speed.

4.1.9 RUDDER/STEERING USE A. For straight ahead taxiing or for small changes of direction, the use of

rudder pedal steering mode may be used. The maximum steering angle of rudder pedal is ±5°.

B. At speeds between 20 kts and 40 kts use the steering handle only if necessary and exercise care as at these speeds the steering handle is very responsive.

C. Handwheel steering mode should be used for larger turn angles. To operate in this mode the handle must be kept pressed otherwise the system reverts to rudder pedal steering. Whenever the handle is pressed, the system reverts back to the handwheel steering. The wheel deflection as function of handle deflection is not linear. For detailed information refer to Systems Guide section 12.5.

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D. Let the airplane move slightly forward before starting a turn; avoid stopping the airplane in a turn as excessive thrust will be required to start taxiing again. After completing a turn and prior to stopping, center the nosewheel and allow the airplane to roll straight ahead for a short distance.

E. Nosewheel skidding may occur with: 1. Excessive steering angle; 2. High taxi speed during turns; 3. On wet surfaces during turn.

F. When taxiing, make turns with the largest feasible turn radius possible. The minimum turn radius should still allow the tire closer to the center of the turn to continue rolling. When making a tight turn, the tires are subject to high lateral loads and can experience damage. Asymmetric thrust may be used in tight turns to minimize side loads on gear and tires.

G. Minimize thrust assist from outboard engine in 180° turn, particularly if outboard engine overhangs dusty areas next to the taxiway.

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4.1.10 SINGLE ENGINE TAXI A. To improve fuel savings a single engine taxi can be used, delaying the

start of the second engine prior to takeoff and/or shutting one engine just after landing when taxiing in.

B. Single engine taxi may be performed when operating under icing conditions provided that the Engine Run-Up procedure is used before takeoff. However, single engine taxi should be avoided when operating on slippery or contaminated taxiways.

C. When performing a single engine taxi both Electric Hydraulic Pumps Selector knob must be set to AUTO. Check on MFD Hydraulic Page that both hydraulic systems pressure are within green range.

D. Consider airplane weight, uphill slopes, time to warm up and cool down the engine and time to the active runway to perform this procedure. Smoothly increase thrust to move the airplane until sufficient forward speed has been attained. If possible, start slight turn in the direction of the non-operating engine. There will be less stress in nose gear structure, otherwise a higher thrust setting will be necessary with the incoming risks of the jet blast and foreign object ingestion in the engine. Consider to evaluate the turns along the taxi route for the election of the engine to be shut down when taxing.

E. Maintain constant pressure on the tiller, due to asymmetric thrust during taxi. The appropriate taxi speed depends on the turn radius and surface condition.

F. SECOND ENGINE START The engine start should be preferably performed with the airplane static to avoid heads down condition during taxi. Prior to takeoff, the second engine warm up cycle must be performed by keeping the engine running at or near IDLE for at least 2 minutes before selecting high thrust settings.

G. TAXI IN When taxiing in, engines cool down cycle must be performed by keeping the engines running at least 1 minutes after IDLE thrust has been set before engine shutdown to allow engine thermal stabilization.

H. ENGINE 1 (2) SHUTDOWN In order to maintain hydraulic pressure on both brake systems maintain the Electric Hydraulic Pump in AUTO throughout the taxi.

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4.1.11 TAXI IN ADVERSE WEATHER A. Taxi on a wet or contaminated surface requires lower speeds. Use the

nose wheel steering with caution to avoid skidding during turns. B. During cold weather, use minimum thrust for breakaway and taxiing to

avoid blowing snow or slush on personnel or airplanes nearby. C. Use firm brake pressure on taxi stops whenever pavement conditions

permit in order to warm up the brakes and dry moisture buildup within the disk stack. Anti-skid protection is not provided below 10 kt., apply brakes accordingly.

D. On ground, if engine vibration increases, advance thrust levers, one at a time, to obtain at least 60% N1 for 5 seconds and then return to the previous setting.

E. During taxi, “cold set” (the condition where the tire retains the flat shape it had while parked) may induce vibration in the airplane. Vibration should disappear as the tires recover their elasticity during taxi. Turns should be performed at the largest turning radius, preferably at a speed which does not require braking during the turn. Maintain a greater than normal distance behind other airplanes while taxiing in snow or slush-covered surfaces to avoid contamination by snow blown by jet blasts.

F. During low visibility or unfamiliar airport operation observe the ground markings and consider requesting a FOLLOW ME vehicle to proceed taxiing safely.

4.1.12 ENGINE FIRE ON GROUND A. When a fire condition is detected by the Engine Fire Detection System,

the associated EICAS messages and alarms are generated. Although, the ENGINE 1 (2) FIRE procedure is designed to guide the pilots on the right path to solve this emergency situation in all conditions, it has some peculiarities when this event happens on ground.

B. ENGINE FIRE ON GROUND PROCEDURE Reduce thrust levers to idle. Whenever possible, stop the airplane on a position so that the fire is on the downwind of the fuselage. After the complete stop of the airplane, apply parking brakes, alert cabin crew, shutdown the affected engine, pull the associated Fire Extinguisher Handle. If fire persists, accomplish the ENGINE FIRE, SEVERE DAMAGE OR SEPARATION checklist.

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4.1.13 EMERGENCY EVACUATION A. An evacuation can be classified as planned or unplanned. A planned

evacuation allows the crew to revise the procedures and to prepare the passengers during flight. An unplanned evacuation occurs suddenly with almost no time for briefing.

B. In case of a planned evacuation, like in a partial or gear up landing, the planning, communication, speed and the application of the procedures are essential for the success of the operation.

C. EMERGENCY EVACUATION PROCEDURE After the complete stop of the airplane, apply parking brakes,

depressurize the cabin, set thrust levers to idle, pull the Fire Extinguishing Handles, press the APU Fuel Shutoff Valve, turn off both fuel and hydraulic electric pumps 1 and 2, and discharge the Engines and APU Fire Extinguisher Bottle. At this moment, pilot should verify which side(s) is (are) clear for evacuation, notify the Flight Attendant, turn on the emergency lights and command the emergency evacuation through the P.A. system. In case the pilot is unable to do so, the command will be given by the next ranking and capable crewmember. After fire extinguishing agent discharge, in case of the fire alarm persistence, the fire should be visually confirmed by the crew or confirmed by requesting ground personnel's help.

D. Notify ATC. Before leaving the airplane the pilot must turn off the batteries and from this moment, the alert system, and the P.A. will be off. In case of ditching, after completing the QRH procedures, pilots must don the lifejackets and should go to the passenger cabin to assure the complete evacuation of the airplane and to supervise the after evacuation tasks. 1. The command to initiate emergency evacuation is given by the

Captain through the PA system. In case the Captain is unable to do so, the command will be given by the next ranking and capable crewmember.

2. Before initiating emergency evacuation, the captain should verify and clearly announce which side(s) is safe for evacuation.

3. If it is possible, both pilots should evacuate the airplane through the passenger cabin doors.

4. FO evacuates the airplane and assists passengers on the ground. 5. Captain should be the last crewmember to leave the airplane,

checking that all persons have already been evacuated. 6. If it is not possible to reach the passenger cabin, both pilots must

evacuate the airplane through the cockpit windows.

NOTE: See also guidelines and consideration in the GOM section 6.4

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SECTION 4.2: TAKEOFF AND CLIMB

Revision 1 01/05/18 4.2.1

SECTION 4.2 TAKEOFF AND CLIMB 4.2.1 TAKEOFF A. Takeoff briefing should be performed prior to engines start in order to

not interfere with takeoff preparation. The briefing shall cover all actions for both normal, such as the applicable takeoff flaps and non-normal takeoff procedures expected to be used during the takeoff phase. Additional briefing items may be required when different elements exist, such as adverse weather, runway in use, runway conditions, noise abatement requirements, dispatch using the MEL, terrain clearance, special engine failure departure procedure or any other situation or special consideration that differ from routine.

B. Some different techniques can be used in the takeoff phase, these are described below: 1. Normal Takeoff up to 10 kt. tailwind: After the airplane is lined up,

PF adjusts the Thrust Levers to THRUST SET detent. Equal thrust settings should be verified before releasing the brakes, especially on slippery runways.

2. Rolling Takeoff: Pilot lines up the airplane with the centerline and, if cleared for takeoff the PF shall proceed as the Normal Takeoff without braking when lined up. Lineup distance is 50 ft. Takeoff thrust must be set within the first 200 ft. of the runway.

NOTE: For normal and rolling takeoffs, performance data is valid from the point where takeoff thrust (N1 target) is achieved. During acceleration of the engines from idle to N1 target approximately 20 meters (66 ft.) of the runway will be used.

3. For a Static Takeoff: After the airplane is lined up, move TLs to THRUST SET detent, release brakes only after engines have reached the takeoff thrust (N1 Target).

4. The Flying Pilot is always responsible for aborting the takeoff and will always hold the Thrust Levers from the moment takeoff thrust has been reached until V1 is announced.

C. All abnormalities as foreseen in the SOP Emergency/Abnormal procedures will be called out in a loud and clear voice.

D. If the PF decides to abort the T/O he will call out "REJECT" applying Reverse Thrust as required and pushing the yoke forward to prevent the inadvertent rotation; if the PF decides to continue, he will call out "GO".

E. During takeoff run, the PF will use the pedals to steer the airplane. The use of the nose wheel steering handle during the takeoff roll is not recommended since it might lead to directional overcontrol as the groundspeed increases. Flight Director Guidance should be used in all takeoffs.

F. At 500’AGL the PF will command speed mode and yaw damper on. At Acceleration Height the PF will call “Climb Sequence.” After the Climb Sequence has been performed and the PM states “Flaps Zero” the PF will call for the After T/O Checklist.

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4.2.2 CLIMB A. GENERAL

1. The climb phase has a significant impact on fuel consumption when considering short and medium range flights since it represents from 20% to 40% of the trip time, registering fuel flows 40% greater than in cruise phase.

2. When considering trip fuel, the climb phase shall not be analyzed separately. The impact over the total trip fuel is the best way to check a climb schedule.

3. Embraer provides information in the AOM Flight Planning section for Maximum Climb Angle, Maximum Rate of Climb and recommended Standard Speed Schedule.

B. INITIAL CLIMB 1. Best fuel and time efficiency is obtained by retracting flaps as soon

as practicable, considering that a quick climb is important to maximize efficiency. After selection of a vertical mode, verify that climb thrust (CLB) is selected and displayed on the EICAS.

2. After flaps retraction, the initial climb speed should be chosen based on the operational requirements (obstacles, SID tracks and constraints, weather conditions, noise restrictions, etc.) and company policies, as well as local regulations.

C. CLIMB PROFILE AND CONSIDERATIONS 1. FLC mode is recommended in most cases. 2. In the VS mode the speed of the airplane during climb tends to

decrease, therefore increasing workload. 3. SPD mode will provide overspeed and under-speed protection,

however avoid using this mode in turbulence. 4. Maintain maximum speed of 240 KIAS up to 10,000’ and 300 KIAS

above. Use the VS mode with a rate of 2000 to 3000 ft/min until the CFL speed is reached, then: 1. 240 KIAS below 10,000’; 2. 270 KIAS or Mach 0.56 above 10,000’. Once the airplane levels at the cruise level, the PM must wait until the airplane reaches Mach 0.70 (or 300 KIAS at lower levels) to select CRZ THRUST rating.

D. ENROUTE CLIMB 1. The enroute climb speeds should be selected to match operational

practices and requirements. 2. In general, the enroute climb speeds should be attained as soon as

practical to improve the flight efficiency. 3. Usually a constant IAS is selected as enroute climb speed. This IAS

is maintained until FL 260 where this speed intercepts M0.7 that should be maintained until cruise altitude

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E. CABIN DIFFERENTIAL PRESSURE 1. The cabin may reach its maximum differential pressure when

climbing to FL270 or higher and can cause passenger discomfort. 2. To avoid this when the cabin differential pressure reaches 8.1 PSI

on the EICAS, select the autopilot VS mode and use a rate of climb of 1500 ft or less until reaching cruise level.

F. CLIMB IN ICING CONDITIONS 1. During climb monitor pitch attitude and airspeed continuously,

performance changes such as airspeed decrease, reduced climb rate and/or higher than normal pitch angle may be an indication that ice has already accreted on to the airframe. If ice related performance decreases are noted, ensure that all icing systems are selected ON. Make sure the required thrust and attitude are being properly maintained.

2. Operation in moderate to severe icing conditions may allow ice to build up on the fan spinner and/or blades. If allowed to accumulate, asymmetrical ice shedding may result in high fan vibration. If fan ice build-up is suspected (high indicated or perceived vibration), accomplish the following periodic engine run up (one engine at a time): Advance one thrust lever at a time to a minimum of 60% N1 for

5 seconds. Return the thrust lever to the position required for flight

conditions. 3. Monitor anti-ice systems for proper operation. Apply the associated

AFM abnormal procedure in case of system failure. If the failure persists, exit and avoid icing conditions. Make the air traffic controller know you are requesting a change due to icing conditions and keep him informed about it.


G. ONE ENGINE INOPERATIVE CLIMB 1. After flaps retraction, VFS and Maximum Continuous (CON) thrust

should be set or verified until all obstacles have been cleared. 2. After reaching a safe altitude, higher climb speeds can be employed

to improve airplane controllability. 3. Keeping the airplane trimmed at all times will minimize drag.

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SECTION 4.3: CRUISE

Revision 0 08/01/16 4.3.1

SECTION 4.3 CRUISE

4.3.1 OVERVIEW

This section presents information that is pertinent to the cruise phase of the flight. More in depth performance information is provided in UJC SOPs Chapter 6, Flight Planning.

4.3.2 SPEED MANAGEMENT A. MAXIMUM CRUISE SPEED Maximum Cruise Speed provides the maximum True Air Speed (TAS).

It is achieved when maximum cruise thrust is used. Using maximum cruise speed, the trip time is reduced and fuel burn increased.

B. LONG RANGE CRUISE SPEED In the Long Range Cruise Speed mode, the airplane is flown at a

speed corresponding to a specific range equal to 99% of maximum specific range. It is used when range is the main factor in a given route.

C. SPEED VARIATIONS Speed variations above the planned speeds may lead to increased trip

fuel burn as speed has a large impact on specific range. The crew should ensure, during walk around that the Pitot Tubes, TAT Probe and Static Ports delimited areas are clean and free of obstructions, so that it may provide correct speed, Mach number and TAT calculations.

4.3.3 ALTITUDE SELECTION

Tables of Altitude Capability, Flight Level, and the Wind Altitude Trade are presented on AOM Vol 1 Flight Planning section. These tables will be helpful in enabling to use the airplane more efficiently. A. ALTITUDE CAPABILITY For a given speed, weight and thrust, there is a maximum altitude at

which straight and level flight is possible. This “Maximum Altitude” is also called "Airplane Ceiling".

The altitude capability can be verified on AOM flight planning section for Maximum Speed Cruise based on initial cruise weight for various ISA conditions and all engines operating with a residual rate of climb of 300 ft / min.

The maximum altitude at which an airplane can fly is limited by three factors: 1. Engine thrust. 2. Capacity of the wing to generate enough buffet-free lift. 3. Operational envelope.

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SECTION 4.3: CRUISE

4.3.2 08/01/16 Revision 0

4.3.3 ALTITUDE SELECTION (Continued) B. FLIGHT LEVEL TABLE

1. The AOM 1 Flight Planning section present tables that permits quick determination of the cruise flight level for minimum fuel consumption, based on the trip distance and takeoff weight. For each takeoff weight two different flight levels are calculated (A or B) based on the following assumptions:

a. Condition (A): The flight level was calculated based only on minimum fuel consumption. It may result on reduced time in leveled flight for short trip distances.

b. Condition (B): The flight level was calculated based on a combination of minimum fuel consumption and at least 40% of the total flight time in cruise.

A. WIND ALTITUDE TRADE 1. In order to maintain the same ground specific range at another

altitude than the one planned initially, Embraer publishes on its AOM 1 Flight Planning section tables which allow the determination of the breakeven wind.

2. The optimum altitude is normally calculated for zero wind, but wind is a factor that may justify operations considerably above or below the optimum altitude.

3. If the optimum altitude headwind is stronger than lower altitude headwind, for example, it might be advantageous to fly at a lower altitude (and weaker headwind) in order to save fuel. This is called wind-altitude trade.

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SECTION 4.3: CRUISE

Revision 0 08/01/16 4.3.3

4.3.4 FLIGHT CONTROLS TRIMMING

If the airplane is not properly trimmed for roll and yaw, the autopilot applies primary control displacements to compensate for tendencies, which under some conditions, may significantly increase drag and consequently affect fuel performance. A. YAW TRIMMING TECHNIQUE

1. With the auto pilot engaged, ensure the fuel is properly balanced, engine thrust is symmetric, and HDG mode is selected.

2. Proper monitoring of the Slip/Skid Indicator is fundamental for a correct airplane trimming.

3. The yaw trim switch should be actuated in the direction that corresponds to the Slip/Skid Indicator position and in most cases, only small and brief actuations are sufficient.

4. To avoid over trimming, allow approximately three to five seconds between actuations and observe the results. As the Slip/Skid Indicator gets closer to the center (below the Roll Pointer) only sharp, brisk actuations are required.

B. ROLL TRIMMING TECHNIQUE: 1. Roll trimming should be performed after the airplane has been

trimmed for yaw. An exception to this rule would be a wing heavy condition in manual flight when the slip/skid indicator is centered.

2. In this case, Roll Trim should be actuated in the same direction where pilot’s inputs are needed or towards the down side of the control wheel if a deflection is noticeable. Both parts of the Roll Trim Switch should be pressed simultaneously and in most cases, only sharp, brisk movements are required.

4.3.5 FUEL IMBALANCE A. Fuel efficiency can be significantly affected as primary control surfaces

are deflected by the auto pilot in order to compensate for the imbalance condition.

B. A fuel imbalance for which no EICAS message is displayed and has not yet exceeded 360 kg (800 lb) may be regarded as a normal procedure and corrected without the use of the QRH. It is recommended however, to assure no fuel leak is in place.

NOTE: If the FUEL IMBALANCE caution message is not displayed on the EICAS and a crossfeed is performed, the advisory message FUEL EQ XFEED OPN will be displayed regardless of the imbalance value, which may lead to an additional imbalance condition.

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SECTION 4.3: CRUISE

4.3.4 08/01/16 Revision 0

4.3.6 THRUST LEVER TECHNIQUE A. Rapid and large thrust lever excursions should be avoided, as they

can be detrimental to various engines components and can accelerate engine deterioration.

B. When feasible, large speed changes should be planned in advance. Excessive speed adjustments may cause thrust levers to completely retard and accelerate, which also contributes to engine deterioration and fuel consumption.

4.3.7 TURBULENT AIR PENETRATION A. Flight through severe turbulence must be avoided. If not possible,

reduce altitude to increase buffet margin. B. AIRSPEED

1. Severe turbulence will cause large and often rapid variations in indicated airspeed. Do not chase the airspeed.

2. The maximum recommended turbulence air penetration speed can be obtained from the following: − At or Below 10,000 ft: 200 KIAS − Above 10,000 ft 250 KIAS/0.63 M,

(whichever is lower) C. MANUAL FLIGHT IN SEVERE TURBULENCE If manual flight in severe turbulence becomes necessary, trim the

airplane for penetration speed and do not change stabilizer position. Control the airplane pitch attitude with the elevators using the attitude indicator as the primary instrument. Do not make sudden large elevator control inputs. Corrective actions to regain the desired attitude should be smooth. Control the airplane attitude first, then make corrections for airspeed, altitude and heading.

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SECTION 4.3: CRUISE

Revision 0 08/01/16 4.3.5

4.3.7 DRIFTDOWN A. Following an engine failure or inflight engine shutdown, an airplane will

most likely not be able to maintain its cruise altitude. The driftdown profile assures the airplane altitude is kept as high as possible throughout the descent. The driftdown speed provides the lower descent gradient.

B. During a driftdown, the available thrust increases as the airplane descends. Eventually, at a certain altitude the available thrust will become equal to the airplane drag, and the airplane will level off. This altitude is called the gross level off altitude. The gross level off altitude, when corrected by the 1.1% (2 engines) gradient margin, is called the net level off altitude and will depend on the atmospheric temperature and the airplane weight.

C. Regulations require that the airplane be able to clear all terrain by a given margin when an engine fails. Two means of compliance for enroute obstacle clearance are allowed: 1. The net level-off altitude must clear all enroute obstacles by at least

1000 ft; or 2. The net flight path must clear all enroute obstacles between the

point where the engine is assumed to fail and an airport where a landing can be made by at least 2000 ft.

D. DRIFTDOWN PROCEDURE After an engine failure or inflight engine shutdown during cruise, if drift down procedure is required, pilots should place thrust lever of operational engine in THRUST SET position and select CON on the Thrust Rating Panel and verify thrust rating to “CON”, adjust altitude selector to appropriate altitude in accordance with route analysis and set driftdown speed. When reaching driftdown speed, pilots select SPD on FGC panel, perform applicable checklist, notify ATC and monitor descent. Recommended speed is VFC.

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SECTION 4.3: CRUISE

4.3.6 01/05/18 Revision 1

4.3.8 RVSM A. Before entering RVSM airspace (1000 foot vertical spacing between

FL 290 and FL 410) the flight crew should review the status of the required equipment. If any required equipment fails prior to entering RVSM airspace, a new ATC clearance should be obtained.

B. While flying in RVSM airspace: 1. Crew should increase the vigilance to prevent deviations from the

assigned flight level; 2. When changing flight levels, the airplane should not overshoot or

undershoot FL by more than 45 m (150 ft); 3. The autopilot should be operative and engaged during level cruise,

except for circumstances such as the need to re-trim the airplane or when it must be disengaged due to turbulence;

4. Crew should notify ATC of contingencies (equipment failures, weather conditions) which affect the ability to maintain the current flight level;

5. If unable to notify ATC and obtain a clearance prior to deviating from the cleared flight level, follow established contingency procedures and obtain ATC clearance as soon as possible.

4.3.9 EMERGENCY DESCENT A. This maneuver is designed to bring the airplane down to a safe

altitude in the minimum amount of time when experiencing a rapid depressurization or any other situation requiring immediate and rapid loss of altitude. This procedure should be accomplishing by the crew members from memory.

B. During an emergency descent, permanent communications in the cockpit should be maintained in order to identify a possible pilot incapacitation.

C. If structural damage is suspected, use flight controls with care, limit speed as appropriate and evaluate the use of landing gear to expedite the descent. When turbulence is encountered, reduce to turbulent air penetration speed (see turbulent air penetration paragraph 4.3.7).

D. LOSS OF ALTITUDE 1. If descending due to cabin depressurization the crew members

should don masks and establish communication immediately after, accurately, verifying cabin is depressurizing uncontrollably.

2. Opening the mask’s stowage box automatically initiates the oxygen flow. Pressing the harness inflation control valve will inflate the harness, enabling its quick donning. Releasing the button will deflate the harness firmly fitting it to the head. The mask is designed to be donned within 5 seconds.

3. To activate the mask’s microphone select MASK on the BOOM/MASK button of the Digital Audio Panel.

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SECTION 4.3: CRUISE

Revision 0 08/01/16 4.3.7

4. If required, the speakers must be activated on the Digital Audio Panel selecting Side Tone knob (ST) and adjusting the Speaker Master Volume control knob as required. Once activated the communication reception is possible through the speakers or the headsets.

5. Oxygen masks are operated in three selectable modes: a. The NORMAL mode is to be used as a supplemental, when a

regular amount of oxygen, diluted with cabin air is capable to maintain a safe physiological level.

b. The 100% mode is not diluted with cabin air, regardless of cabin altitude.

c. The EMER mode is designed to remove smoke and fumes, as it is 100% oxygen with a slightly positive pressure. If smoke and fumes are detected, or even suspected, immediately set the mask to the EMER mode. When the mask is on emergency mode, the air pressure and flow make communication more difficult.

6. Once mask usage is not necessary, pilots must close the oxygen mask stowage box doors and press the reset button, enabling hand/headset microphone booms. a. This maneuver is designed to bring the airplane down smoothly

to a safe altitude in the minimum amount of time when experiencing a rapid depressurization.

b. Use of autopilot is recommended to aid in situational awareness.

c. If structural damage is suspected, use flight controls with care and limit speed as appropriate.

d. Descend straight ahead or initiate turn with HDG selector, in accordance with local regulations.

e. If cabin altitude reaches 14000 ft or above, verify the oxygen ON indicator light illuminated on the Passenger Oxygen Control Panel. If the indicator light is not illuminated set the Passenger Oxygen Selector Knob to MANUAL position.

f. When turbulence is encountered, reduce to turbulent air penetration speed.

g. Altitude callouts are performed every 10000 ft (30000 ft/ 20000 ft/10000 ft) by the PM to check crew awareness.

h. Reevaluate the situation based on weather, oxygen, fuel remaining and available airports before defining the new course of action. The use of long-range cruise may be appropriate.

i. In RVSM the Pilot shall follow established emergency procedure, notify ATC and follow the appropriate RVSM contingency procedure for specific RVSM airspace. Use TCAS as a reference in this situation.

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SECTION 4.3: CRUISE

4.3.8 01/05/18 Revision 1

4.3.10 UNRELIABLE AIRSPEED A. Unreliable airspeed indications usually are associated with partial pitot

static system blocking, damage or frozen as well deterioration of system parts.

B. The flight crew can recognize an unusual indication monitoring airspeed indications and crosschecking PFD 1, 2 and Standby Airspeed Indicator or ISIS. IAS and ALT miscompare monitor annunciations can be also used to aid pilots to identify this condition.

C. When this scenario occurs the Autopilot must be disengaged The Flight Director may be also unreliable and should not be followed.

D. With the Autopilot disengaged the crew must maintain proper control of the airplane by means of pitch attitude and power settings.

E. SOP Chapter 6 and QRH - Emergency and Abnormal Procedures sections present Unreliable Airspeed procedures. Both sources have thrust and pitch settings to be used on each flight phase.

F. The use of Speedbrake should be avoided since the capacity of the flight crew to monitor the speed change might be compromised.

G. Under an Unreliable Airspeed scenario, Altitude and/or Vertical Speed indications may also be unreliable.

H. Ground Speed indication available on PFD and GPS altitude may also be used as reference if PFD indication is unreliable.

I. At pilot´s discretion, when the airplane is stabilized under correct pitch attitude and power setting, instruments should be crosschecked in order to help identify any possible reliable instrument. In case a reliable source is identified, ADC reversion should be attempted.

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SECTION 4.4: DESCENT

Revision 0 08/01/16 4.4.1

SECTION 4.4 DESCENT

4.4.1 OVERVIEW

Even though descent fuel consumption has a minor impact comparing with other flight phases, it is important to plan a correct descent profile. Good descent planning is also necessary to arrive at the desired altitude with correct speed and configuration.

4.4.2 DESCENT SPEEDS A. When leaving the cruise level with the Descent and In Range checklist

completed and speed bugs set, the PF request the descent check list and PM challenge and answer.

B. In order to choose the AP Modes during descent, consider the following to be performed by PF: 1. ASEL on FGC: select desired altitude and use the following modes

as necessary: a. FLC: press and wait start descent; b. VS: select desired rate of descent; or c. SPD: select desired speed and avoid to use in turbulence.

2. Thrust Levers: adjust as necessary. C. As a suggestion the following technique can be used:

1. ASEL on FGC: select desired altitude. 2. FLC: press and wait start descent, adjusting the Power to maintain

Cruise Mach or 310 kts until passing 11000 ft where Thrust Levers are reduced to Idle in order to pass 10000 ft with 250 KIAS or below.

D. Below 10000 ft: 1. Max Speed: 250 kts or 200 kts in turbulence.

E. If necessary, use speedbrakes to correct the descent profile. For small adjustments, allow the airspeed to vary initially, using the speed brakes at a lower altitude if further speed adjustments are required. The pilot should keep a hand on the speedbrakes lever anytime the speedbrakes are used. This will prevent the speedbrakes from being left extended when no longer required.

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SECTION 4.4: DESCENT

4.4.2 08/01/16 Revision 0

4.4.3 INITIAL DISTANCE TO DESCENT

Use this guidance as a reference to estimate the TOD by taking the difference between the cruise altitude and the initial approach altitude (in thousands of feet), multiply it by three and add 10 NM.

Example: Cruise altitude FL 350 Initial Approach Altitude=2000 ft TOD =(352) X 3 +10 = 109 nm

With a descent angle of 3o: TOD=3 X FL 10

NOTE: - Deceleration from normal descent speed to 250 kts was considered.

- Deceleration segment and wind effects were not considered.

Example: with a descent angle of 3o: Distance = 3X (350-70) = 84 nautical miles

10

4.4.4 ICE CONDITION A. Observe normal procedures contained in the approved AFM. B. When using the autopilot, monitor pitch attitude and speed

continuously.


CAUTION: EVEN SMALL ACCUMULATIONS OF ICE ON THE WING LEADING EDGE MAY CHANGE THE STALL CHARACTERISTICS OR THE STALL PROTECTION SYSTEM WARNING MARGIN.

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SECTION 4.5: APPROACH

Revision 0 08/01/16 4.5.1

SECTION 4.5 APPROACH

4.5.1 OVERVIEW A. This chapter outlines recommended normal and abnormal operating

practices and techniques for precision, non-precision, circling and visual approaches, as well as missed approach and go-around maneuvers.

4.5.2 FUEL CONSUMPTION B. The fuel consumption during the approach phase is influenced by two

main factors: 1. ATC requirements; 2. Pilot’s flying techniques.

C. ATC requirements, such as accomplishing of the entire range of IFR approach procedures and holdings are external factors that are a function of airspace capacity and traffic flow management. They are beyond flight crew control.

D. THRUST USE As the airplane enters the final approach proper thrust should be established to guarantee a stable approach. Approaching the touch down point, reduce the rate of descent and thrust levers to idle.

E. FLAPS AND GEAR EXTENSION The table below shows the flap maneuvering speeds during a visual approach or during an instrument approach:

FLAP MANEUVERING SPEED (KIAS) BELOW MSLW ABOVE MSLW

FLAPS GEAR NO ICING CONDITIONS

IN ICING CONDITIONS

NO ICING CONDITIONS

IN ICING CONDITIONS

0o UP 180 200 180 200 9o Up / Dn 160

18/22o Up / Dn 140 150 45o Dn 140

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4.5.2 08/01/16 Revision 0

4.5.3 FLAP MANEUVERING SPEEDS

NOTE: These speeds allow an inadvertent 15° overshoot beyond the normal 30° bank and provide 1.3 g margin over stick shaker speed. They are valid for all weights up to the maximum structural landing weight.

A. FLAPS CHOICE The use of Flaps 22 provides lower fuel consumption and reduced approach noise levels. An assessment should be performed in order to evaluate the best option between Flap 22 and 45 to achieve best values of fuel consumption and noise considering available runway landing length.

NOTE: As long as the stabilized approach criteria are met, the moment of flap and gear extension may be delayed. This instruction is also mentioned in the flight patterns of the precision, low visibility, and non-precision approach and also in the actions and callouts tables.

4.5.4 INSTRUMENT APPROACHES

During the Descent and In Range checklist or approximately 50 NM before descent, pilots should perform the approach briefing. A. Set instruments before the briefing so that settings may be checked

during the briefing. B. Items to be covered by the briefing are:

1. Weather and NOTAM’s at destination and alternate airports; 2. Runway length, width and best taxiway to vacate; 3. Landing flaps and deceleration devices (brakes, spoilers and thrust

reversers; 4. Assessment of the landing distance for current conditions and

comparison with the runway length available; 5. Check MORA/MEA; 6. Instrument Approach plates, checking MSA, frequencies, courses,

MDA/DA, selecting raw data sources (CDIs/needles VOR / FMS /ADF) and use of FMA modes during approach;

7. FMS/MCDU settings, checking on each leg that the altitude constraints during descent are assigned as DES on FPL page. Check HOLDING patterns at HOLD page;

8. Missed approach procedures – check if it’s set on FMS according to the plate;

9. After landing turn off runway direction and route to parking facilities . C. Pilots must pay close attention to the altitude and speed restrictions

according to the charts. Some airports are provided with contingency and special procedures

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Revision 0 08/01/16 4.5.3

D. Set speeds according to the weight and flap selection, considering weather status.

E. Based on the information available, such as NOTAMs, weather reports and forecast, ATC reports or PIREPs, the crew should evaluate the landing distance for the current conditions and compare the calculated distance with the runway distance available. If conditions change during descent and approach the crew should consider the impacts of that change on the required landing distance. At pilot’s discretion a reassessment of the conditions should be done and a maximum performance landing should be considered.

F. Set speeds according to the weight and flap selection, considering weather status.

G. If installed, brief the use of thrust Reversers in order to decide which taxiway is to be used to vacate the runway. Pilots must evaluate runway conditions i.e. slippery and contaminated. Discuss the expected landing distance during the approach briefing. This detail, together with wind gusts on surface will affect the landing distance in case of the crew planning to use additional speed for the approach

H. Discuss airplane status and operational restrictions during the briefing. If any failure that affects the required landing distance occurs on final approach, consider a missed approach in order to better evaluate the situation.

I. Failures that affect the landing distance are commonly associated with brakes, ground spoilers and/or thrust reversers.

J. It’s recommended to perform an instrument crosscheck as soon as cleared by ATC to intercept the final approach course. At that time pilots crosscheck radios and minimums for that specific approach. For far ILS captures, verify if intercepted course is in accordance with the MARKERS indications and the PFD MAP display. If any discrepancy is found disengage the AP and take the appropriate corrective action.

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4.5.4 08/01/16 Revision 0

4.5.4 INSTRUMENT APPROACHES (Continued) K. DEVIATION CALLS

The PM is responsible for monitoring all phases of the approach. The following deviation calls are required when observed: 1. Any deviation from the flight director guidance – “GUIDANCE”. 2. Rate of descent in excess of 900 ft/min – “SINK RATE”. 3. Airspeed above Target Speed + 10 kts – “SPEED”. 4. Airspeed below Target Speed 5 kts or below VRF, whichever is

higher – “SPEED”. 5. Localizer deviation in absence of flight director - “LOC”. 6. Glide Slope or FMS vertical deviation in absence of the flight

director “GLIDE”. 7. Any Autopilot malfunction – calls the failure. 8. Flight director failure to arm or to engage the next expected mode –

calls the failure. 9. Perform the callouts in case the EGPWS fails to do so automatically

– calls the crossing altitude. L. DECISION ALTITUDE/HEIGHT

The ILS CAT I decision altitude is based on barometric altimeter (BARO)

M. STABILIZED APPROACH The airplane should be stabilized by 1000 ft AFE if in IMC conditions and no lower than 500 ft AFE if in VMC conditions. An approach is considered stabilized when all of the following criteria are met: 1. The airplane is on the correct flight path; 2. Only small changes in heading/pitch are required to maintain the

correct flight path; 3. The airplane speed is not more than VREF + 20 kts indicated

airspeed and not less than VREF; 4. The airplane is in the correct landing configuration; 5. Sink rate is no greater than 1000 ft/min; if an approach requires a

sink rate greater than 1000 ft/min, a special briefing should be conducted;

6. Power setting is appropriated for the airplane configuration; 7. All briefings and checklists have been conducted; 8. ILS approaches should be flown within one dot of the glide slope

and localizer.

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4.5.5 INITIAL APPROACH

Both pilots should avoid “heads-down” during the approach, especially in high density traffic. A. The initial approach procedure may be flown using LNAV (preferred)

or HDG mode for lateral tracking, and FLC or VS mode for altitude changes.

B. FMS AS PRIMARY SOURCE 1. The FMS supports the following non-precision approach types:

GPS only, RNAV, VOR, VOR/DME, NDB and NDB/DME. 2. Final approach segment of ILS, LOC, LOC-BC, LDA, SDF, GLS,

MLS, Visual, and Radar final approaches using the FMS as the navigation source for guidance are prohibited.

3. The FMS must be operated as at least a single system, with a minimum of one PFD and one MFD operational prior to commencing the approach. The signal of the station(s) that defines the approach and on board equipment must be verified operational prior to commencing the approach.

4. If required by local regulations to maintain a raw data crosscheck throughout the procedure both pilots must select the bearing pointer and radio frequency to the station where the procedure is based.

5. The DGRAD annunciator must be off throughout the approach. If the DGRAD turns on, the FMS as the navigation source must not be used, for the remainder of the approach. The flight crew continues the approach using raw data or performs the missed approach procedure.

NOTE: FMA should be observed after changing a flight mode to ensure that the correct mode has been selected and is being reflected by the airplane behavior.

C. FMS DATABASE The procedure to be flown must be retrieved from the FMS database and a thorough verification of all waypoints, tracks, distances, glide path angles, altitude constraints and threshold crossing altitudes must be enforced and should be addressed on approach briefings.

D. DATABASE INTERVENTION 1. LATERAL: No changes in the lateral flight plan are allowed beyond

the IAF. 2. VERTICAL: The altitude constraints can only be modified to higher

altitudes but the altitude over FAF must not be changed since it changes the final path descent angle.

3. GPS APPROACHES If the flight is being dispatched for a GPS approach, the predictive RAIM for the destination should be checked before takeoff.

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4.5.6 08/01/16 Revision 0

4.5.5 INITIAL APPROACH (Continued) 4. LOC ONLY APPROACHES: When cleared to intercept the

localizer, the transition from FD modes LNAV, VNAV must be as follows: a. Select an appropriate FD vertical mode; b. Select FD HDG mode; c. Arm FD LOC mode pressing APR button on the Guidance

panel.

4.5.6 PROCEDURE TURN A. Procedure turns are used to reverse course during an approach. A

procedure turn is only available from approaches in the navigation database or via raw data.

B. If a full procedure turn is required, plan to have flaps 9 on the outbound track. On inbound track, or 1 dot to glide slope, select flaps 22 and gear down.

C. A normal outbound track is 45 seconds to 1 minute. Some procedures turns are specified by a procedure track in the NAV charts. The turns must be flown as depicted and monitor in the PFD. The ground speed and the airplane position relative to the procedure turn should be monitored.

4.5.7 MALFUNCTIONS A. Any airplane malfunction requiring crew action below 1000 ft AFE

under IMC should lead to a go around. B. Malfunctions above 1000 ft AFE are to be evaluated by the crew and

should lead to a go around if necessary procedures cannot be completed before reaching 1000 ft.

NOTE: - In case of any failure that affects the flight director approach mode capability or the ability to continue on the same approach category above 1000 ft AFE, the decision to continue on a downgraded approach category must be made if the missed approach considerations and the new approach minimums have been set at or above 500 ft AFE, and no other checklists or procedures are required below 1000 ft.

- In case of go-around follow the normal go-around procedure and a new approach may only be performed when the appropriate action is accomplished and malfunction consequences properly evaluated.

C. ENGINE FAILURE DURING FINAL APPROACH If an engine failure occurs during final approach it will be the captain’s

responsibility to decide to continue the approach or initiate a go around. In case of any doubt that the landing can be conducted safely, a go around must be accomplished. See also guidelines in section 2.9.

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4.5.8 PRECISION APPROACH PROCEDURES A. If a complete arrival procedure to the localizer and glide slope capture

point is intended, the initial approach phase may be completed using LNAV and appropriate vertical mode. Ensure the FLIGHT PLAN (FPL) pages sequence, altitude restrictions and the MAP DISPLAY reflects the air traffic clearance.

B. Last minute air traffic changes or constraints may be managed by appropriate use of the HDG mode, ALT mode and FLC or VS for vertical mode. Updating the FMS sequencing should be accomplished only as time permits.

C. Both pilots must avoid “heads-down” during the approach. D. When performing an ILS CAT I, pilots should use the autopilot to

minimize crew workload. E. When starting the deceleration segment, approaching the airport while

either being radar vectored or using own navigation, slow the airplane to 180 KIAS, at base leg select flap 9 reducing to flap 9 maneuvering speed.

F. When cleared for the approach and airplane is established on an intercept heading of less than 90° of the inbound track, select the APP mode on the guidance panel to arm the LOC and GS and set vertical speed using SPD, VS, FLC as required to capture the glide slope.

G. Once captured, the glide slope will become active and the go-around altitude may now be set on the Guidance Panel. When one dot to intercept the glide slope, extend landing gear, select flap 22 reducing to flap 22 maneuvering speed. At outer marker capture, select landing flaps, reducing to the VAPP. For far ILS capture, the gear extension and landing flaps can be delayed, however the airplane must be configured with gear down and landing flaps prior to FAF or 5 NM from the threshold, whichever comes first.

H. If the airplane cannot meet the stabilized approach criteria, execute a missed approach.

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4.5.9 INTERCEPTING GLIDESLOPE FROM ABOVE A. Several different situations, such as ATC restriction, may lead to a

glideslope interception from above. Pilots should avoid situations that could lead to intercepting the glideslope from above. If that happens, the pilots must take the appropriate actions to guarantee a stabilized approach. If the stabilized approach criteria are not met, the PF must initiate a Go Around. The approach must be stable before reaching 1000 ft AGL (IMC), 500 ft (VMC), or other altitude in accordance with UJC policies.

B. When flying to intercept the glideslope the pilots should: 1. Monitor all the parameters of a stabilized approach and callout any

deviation. At pilot’s discretion, lower the landing gear to avoid an excessive increase in speed;

2. Confirm that the glideslope vertical mode is armed, GS white on the FMA;

3. Use Vertical Speed (VS) vertical modes to intercept the glideslope; 4. Monitor the glideslope deviation and the engagement of GS mode

(GS green of FMA) when the glideslope is captured. 5. Once the airplane captures the glideslope, the crew must

crosscheck if the airplane captured the correct glideslope signal. Due to the design of the ILS, it may generate false glideslope signals above the actual glideslope signal.

6. Pilots will use the information on the published approach procedure to crosscheck the vertical speed and the distance to the runway with altitude of the airplane during approach.

7. The capture of a false glideslope signal may result in any of the following abnormalities: a. Glide path angles steeper than the glide path angle of the

published approach procedure; b. Abnormal rate of descent; c. Abnormal altitude – distance relationship; and d. Abnormal behavior of the autopilot if autopilot is in use during

the approach. 8. If a false glideslope capture is suspected, initiate a Go Around.

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4.5.10 LOW VISIBILITY APPROACH A. The knowledge of approach lighting systems and regulations, and how

they apply to the required visual references is essential to perform safe and successful approaches during low visibility conditions.

B. A review of the approach and runway lighting systems available during the approach briefing is recommended as the pilot has only a few seconds to identify the lights required to continue the approach.

C. For all low visibility approaches, a review of the airport diagram, expected runway exit, runway remaining lighting and expected taxi route during the approach briefing is recommended.

D. BASIC PRINCIPLES 1. Successful low visibility approach requires crew coordination. 2. Any doubt about the approach’s success must lead to a go around. 3. Observe strict adherence to standard call-out procedures since they

are vital to a successful approach. 4. The pilot should guard the controls and the TLs throughout all

phases of the automatic approach, landing and rollout and be prepared to manually land or initiate a go around any time it is considered necessary.

5. Use of the external lights while in IMC: a. Strobe lights may cause disorientation; b. Landing lights and side taxi lights at night and/or during

precipitation could reduce the capability to acquire visual references.

6. The external lights may be turned off and as soon as visual contact is assured, the pilot turns ON the external lights.

7. It is recommended to adjust the cockpit overall illumination to the minimum necessary.

8. Adjust seat according to the visual reference located at the central column of the windshield.

E. GO AROUND 1. The PF must immediately initiate a Go Around at minimums if:

a. Not enough visual guidance is available. b. Visual guidance is obtained but the airplane’s position is

inadequate for a safe landing. F. MALFUNCTIONS

1. Any airplane malfunction requiring crew action below 1000 ft AFE under IMC should lead to a go around.

2. Malfunctions above 1000 ft AFE are to be evaluated by the crew and should lead to a go around if necessary procedures cannot be completed before reaching 1000 ft.

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4.5.10 LOW VISIBILITY APPROACH (Continued)

NOTE: In case of any failure that affects the flight director approach mode capability or the ability to continue on the same approach category above 1000 ft AFE, the decision to continue on a downgraded approach category must be made if the missed approach considerations and the new approach minimums have been set at or above 500 ft AFE, and no other checklists or procedures are required below 1000 ft.

In case of go-around follow the normal go-around procedure and a new approach may only be performed when the appropriate action is accomplished and malfunction consequences properly evaluated.

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SECTION 4.6: LANDING

Revision 1 01/05/18 4.6.1

SECTION 4.6 LANDING

4.6.1 STABILIZED APPROACH A. A stable approach is a contributing factor to a successful flare and

touchdown and is a key component of UJC’s operational philosophy. Unstable approaches may result in difficult landings with unexpected sink rates, side loads or bounce backs. The airplane must be fully stabilized by 1000 ft from touchdown under IMC and by 500 ft under VMC. An approach is considered stabilized when all of the following criteria are met: 1. The airplane is on the correct flight path; 2. Only small changes in heading/pitch are required to maintain the

correct flight path; 3. The airplane is at the correct approach speed and is not more than

VREF+20 KT indicated airspeed and not less than VREF 4. The airplane is in the correct landing configuration; 5. Sink rate is not greater than 1000 ft per minute; if an approach

requires a sink rate greater than 1000 ft per minute, a special briefing should be conducted;

6. Thrust setting is appropriate for the airplane configuration; 7. All briefings and checklists have been conducted. 8. Specific types of approaches are stabilized if they also fulfill the

following: a. ILS approaches must be flown within one dot of the glideslope

and localizer. b. During a circling approach, wings should be level on final when

the aircraft reaches 300' above airport elevation. c. Unique approach procedures or abnormal conditions requiring

a deviation from the above elements of a stabilized approach require a special briefing.

9. An approach that becomes unstabilized below 1,000' AFE in IMC or 500' AFE in VMC requires an immediate missed approach or go-around.

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4.6.2 LANDING PROCEDURE A. For a normal landing procedure, the landing configuration, gear down

and flaps should be established early on the final approach or at the outer marker on an ILS or at the FAF on a non-precision approach. Airspeed, thrust and descent rate also should be stabilized early. Changes in airspeed require changes in thrust and attitude. An airspeed deviation is considered significant if it is 10 kts above target approach speed. Indicated airspeed may not be less than the VREF or VAPP.

B. A significant vertical speed deviation occurs when it is greater than 1000 ft/min (precision approaches) or 1500 ft/min (non-precision approaches) when below 1000 ft AGL. If the stabilized approach parameters are not met before reaching the stabilized approach height, a go-around should be initiated.

C. Make sure that the airplane is properly trimmed during the approach. This maximizes elevator authority for the flare or in the event of a missed approach.

D. Plan to touchdown at the runway touchdown zone, which is typically located 1000 ft ahead from the runway threshold. Monitor the final approach path using all reference available. Do not allow the airplane to float in ground effect, which unnecessarily increases the landing distance and risk of a tail strike.

E. Due to airplane geometry care should be taken while easing the nosewheel onto the runway. Pull thrust levers to reverse, (if applicable) and verify spoilers actuation. If installed, reverse thrust should be selected consistent with runway conditions and applied as required. Apply thrust reversers cautiously and observe how the airplane responds before full reverse is used. Apply braking as reverse thrust is reduced/returned to forward idle.

F. Full reverse thrust should be used when landing over wet, slippery and contaminated runways. Maintain maximum reverse thrust until the airspeed is approximately 80 kt. Then smoothly reduce thrust reverse to MIN REV at 60 kts and idle thrust at 30 kt. Thrust reverser is more effective at high speeds; the use of reverse below 60 kts increases the chances of foreign object ingestion by the engine. If necessary the thrust reversers can be used until the airplane come to a complete stop.

G. Rudder control is effective to approximately 60 kt. Rudder pedal steering is sufficient for maintaining directional control during the rollout. Do not use the nosewheel steering tiller until reaching taxi speed.

H. As soon as the airplane leaves the runway, turn the strobe lights off; in addition turn the LDG 1, LDG 2 and NOSE lights off. The TAXI light remains on throughout the taxi back regardless of the time of the day.

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NOTE: AFM performance values consider the threshold is crossed at the screen height and at VREF according to the reference speed input.

4.6.3 BRAKES USAGE A. The following actions will give the optimum manual braking for all

runway conditions: 1. Pilot seat and rudder pedals should be adjusted so it is possible to

apply maximum braking with full rudder deflection; 2. Upon touchdown apply reverse thrust 3. Apply braking as reverse thrust is reduced/returned to forward idle.

Move directly to a single firm and steady brake application and hold pedal pressure until decelerated to taxi speed;

4. Do not pump the brakes; 5. Carbon brake life is improved when operated in higher

temperatures; 6. If the landing weight is limited by runway length, full reverse and

brakes should be used simultaneously to stop the airplane. B. EMERGENCY/PARKING BRAKE

Some Emergency and Abnormal procedures require the pilot to use the Emergency/Parking Brake to stop the airplane during landing. When the E/P brake is in use the following protections are not available: 1. Locked Wheel Protection; 2. Antiskid Protection; and 3. Touchdown Protection.

C. At high speeds, apply the Emergency/Parking Brake handle to stop the airplane monitoring the Emergency/Parking Brake light and maintain steady pressure. The brake system provides sufficient pressure to start braking. As speed decreases the required handle deflection increases to maintain continuous braking.

D. If a tire burst occurs while applying the Emergency/Parking Brake, do not release the Emergency/Parking Brake handle until the airplane stops.

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4.6.4 CROSSWIND LANDING A. Four methods for crosswind landing can be used:

1. Sideslip: In the sideslip condition, the airplane's longitudinal axis remains parallel to the runway course, but the airplane no longer flies straight along its original track. Downwind rudder combined with aileron applied into the wind. The upwind wheels touchdown before downwind wheels.

2. Crab: Proper rudder and upwind aileron. On very slippery runways the crab may be maintained to touchdown, reducing the drift toward the downwind when touchdown.

3. De-Crab: On final approach the crab is accomplished, just prior to touchdown while flaring, downwind rudder is applied to align the airplane with the runway centerline simultaneously with aileron control (to keep wings level) into the wind. Both main landing gear touchdown simultaneously.

4. Crab and Sideslip: The crab method is applied until the touchdown. When the upwind wheels touchdown, a slight increase in downwind rudder simultaneously with aileron will align the airplane with the runway centerline while keeping the wings level. This combined method may be used during strong crosswind.

B. Especially when landing on slippery runways, during landing rollout in a crosswind with reverse thrust applied the airplane may start to weathervane into the wind; a reverse thrust side force component will be added to the crosswind component and may result in a drift to the downwind side of the runway. In this condition the landing gear tire cornering forces available may not be sufficient to counteract the drift.

C. To realign the airplane with the runway centerline momentarily set thrust reverse to IDLE and release the brakes. This minimizes the reverse thrust side force component and improves the landing gear tire cornering forces available to realign the airplane with the runway centerline.

D. Apply rudder and differential braking as required to realign the airplane with the centerline. Once the airplane is back on the centerline reapply braking and symmetrical reverse thrust as required to decelerate the airplane.

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4.6.5 FACTORS AFFECTING LANDING DISTANCE A. The required landing distance for dispatch is calculated considering

that the landing will be performed with the airplane crossing the runway threshold at the screen height of 50 ft at VREF and using maximum manual braking after touchdown.

B. In order to stay within the operational margins of the required landing distance the crew must conduct a stabilized approach and landing using the correct landing techniques. If the approach and landing is performed with deviations from the standard procedures, the operational margin available will be reduced or even exceeded.

C. Several environment factors, such as airport elevation, runway slope, runway conditions and winds affect the landing distance.

D. The following operational factors, among others, have effect over the airplane actual landing distance: 1. Crossing runway threshold with airspeed above VREF; 2. Crossing runway threshold above the screen height; 3. Extended Flare; 4. Unstabilized approach.

E. If the airplane crosses the threshold with 10 kts above the VREF, the landing distance increases by approximately 16%. Crossing the threshold at 70 ft instead of the normal screen height increases the landing distance by approximately 20%.

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4.6.5 FACTORS AFFECTING LANDING DISTANCE (Continued) F. Extending the flare during landing increases the landing distance

because the airplane will touchdown the runway in a point ahead of the runway touchdown zone, usually located at 1000 ft from the runway threshold. Extending the flare by 3 seconds increases the landing distance by approximately 35%.

G. Considering an unstabilized approach, with the airplane crossing the threshold at 100 ft, above VREF and with 3 seconds of extended flare, the landing distance increases by approximately 70%. In this situation the distance necessary to stop the airplane exceeds the operational margins provided by the dispatch required landing distance.

H To maximize braking effectiveness it is important to remember to get the full weight of the airplane firmly on the runway. This requires a concerted effort to spoil all of the lift factors affecting the wings.

4.6.6 RECOVERY FROM OFFSET POSITION A. According to ICAO, required visual references means the section of

the visual aids or of the approach area which should have been in view for sufficient time for the pilot who made the assessment of the airplane position and rate of position change, in relation to the desired flight path.

B. Lateral and vertical offset may occur during any approach, when pilot cannot assess horizontal and/or vertical flight path, which requires major corrections on the final visual section of flight.

C. Upon recognizing an offset position, the pilot determines whether a correction can be safely performed.

NOTE: In case of any doubt about a safe approach and landing, an immediate go-around should be done.

D. On lateral and/or vertical offset approach, adequate monitoring of pitch attitude, bank angle and power settings is required, together with cockpit raw data instruments available in order to prevent crew disorientation.

E. Lateral Offset For lateral offset recovering, pilot shall select a reference point on the

extension of the runway centerline which is about half the distance to the touchdown point, and establish airplane toward this point. Maintain proper thrust, airspeed and flight path. Shortly before crossing the aiming point, pilot shall start turning to get established start a turn aiming for the extended inner edge line.

F. Vertical Offset High sink rates at low thrust settings are unsafe and may result in a

touchdown short of the runway or a high landing. A flat approach at high thrust settings, if too low, may lead to an extended flare and long floating landing.

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To correct a vertical offset, apply the following procedures, considering that pilot must adjust the airplane to stabilize on the correct flight path as soon as practicable, taking immediate and precise action: 1. For a low offset position, establish level flight and maneuver to the

glideslope; 2. For a high offset position use maximum permissible sink rate until

stabilized on the correct flight path.

4.6.7 LOW VISIBILITY LANDING A. When flying in conditions of haze, smoke, dust, glare or darkness,

aircraft height may appear higher than it actually is. Shadows are one of the key factors in depth perception.

B. This effect is also encountered during night landings, or when smoke or dust appears lying low across the threshold. The effect varies with individuals and is modified by the intensity and clarity of runway lighting. Situational awareness must be emphasized on precision approaches, since pilots tend to reduce power and drop below glide path as soon as the runway is in sight.

C. Moisture on windshield interferes with visibility and may cause any type of glide path illusion. Light rays will refract (bend) as they pass through the layer of moisture of the windshield. You can appear to be above or below the glide path or left or right of centerline. This can be as much as 200 ft error at one mile from the runway which, when combine with effect mentioned above, could result in risk of landing short of runway threshold or in a long landing.

D. Crosscheck VSI for rate of descent and fly to the touchdown aim point.

4.6.8 REJECTED LANDING A. The rejected landing procedure is similar to the go-around procedure. B. Auto spoilers will retract as thrust levers are advanced for a rejected

landing initiated after touchdown. Attention must be given to the intended flight path as the published missed approach procedure may not be valid after passing the published missed approach point.

C. If thrust reverse is used, after reverse thrust is initiated, a full stop landing must be made due to the time the reverser requires to transition from reverse to forward thrust and the possibility that it does not stow back in the forward thrust position.

NOTE: Vref should be used as a guidance to initiate the rotation of the airplane.

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4.6.9 BOUNCED LANDING A. Bouncing occurs more frequently during landings when one or more of

the following factors are present: 1. Windshear; 2. Low-level turbulence; 3. High flare initiation; 4. Excessive rate of descent; 5. Late flare initiation; 6. Incorrect flare technique; 7. Excessive airspeed; 8. Power on touchdown.

B. The key factor for a successful landing is a stabilized approach and proper thrust/flare coordination. Do not extend the flare at idle thrust as it will significantly increase landing distance. Reducing to idle before the flare will also require an increase in pitch. Flaring high and quickly reducing thrust to idle can cause the airplane to settle abruptly.

C. Do not apply stabilizer trim during the flare. D. Recovery from Light Bounce When a light bounce occurs, maintain or re-establish a normal landing

attitude. Increasing pitch can lead to a tail strike. Beware of the increased landing distance and use power as required to soften the second touchdown. It is very difficult to evaluate landing distance remaining and the airplane energy.

E. Recovery from a Severe Bounce 1. When a more severe bounce occurs, initiate a go-around and do

not attempt to land. Press go-around button and advance thrust levers to MAX. Hold the flare attitude until the engines spool up and reset stabilizer trim, then follow normal go-around procedures.

2. If the airspeed has dropped below VREF initiate the go-around procedure and retract the flaps to go around flaps setting only when the airspeed becomes greater than VREF.

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4.6.10 TAIL STRIKE A. Tail strikes are more frequent during landings than takeoffs. Based

upon information gathered from tail strike occurrences, deviation from the normal landing maneuver, below, is the main cause of tail strikes. The mistakes most commonly made are: 1. Approach at improper pitch, speed, thrust and glide path; 2. Prolonged flare, hold-off for a smooth touchdown; 3. Starting to flare the aircraft too high above the runway; 4. Improper crosswind correction during flare; 5. Over-rotation during a touch and go.

B. Of these commonly made mistakes, flaring the aircraft too high above the runway has the greatest potential for a tail strike and resulting damage. When the flare is started too high above the runway, airspeed will decrease below VREF. When placed in this situation, the tendency is to continue to increase pitch in an effort to arrest the excessive sink rate. The correct action to take is to immediately lower the pitch attitude and fly the airplane to the runway before the airspeed dissipates any further. This corrective action will prevent a tail strike.

C. Poor handling could lead to a destabilized approach thus increasing the tail strike exposure.

4.6.11 OVERWEIGHT LANDING A. Overweight landing may safely be accomplished by using normal

landing procedures and techniques. There are no adverse handling characteristics associated with heavier than normal landing weights.

B. Select the longest available runway, when feasible. Slope and wind effects should also be considered. Where possible avoid landing in tailwinds, on runways with negative slope or runways with less than normal braking conditions.

C. Reduce the landing weight as much as possible. To save time and at pilot discretion this can be done using high drag configuration (landing gear and/or speed brake) and flying at a lower altitude (respect MORA and MSA).

D. Wind additives may be impacted by flap placard speeds (VFE). E. At weights above the maximum landing weight, the final approach

maximum wind correction may be limited by the maximum flap extended speed (VFE). F. Configure the airplane early so you will have more time to get used to the higher approach speeds.

F. Do not carry excess airspeed on final. G. It is recommended to land under VMC. You will have more time to

focus on the handling of the airplane rather than on the instrument panel.

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4.6.11 OVERWEIGHT LANDING (Continued) H. Brake energy will not be exceeded for flaps 22 or 45 landing at all

gross weights. Although, give special attention to wet or slippery runways. The brake energy limits may be exceeded when landing at high gross weights at speeds associated with non-normal procedures requiring flaps set at 45 or less.

I. Try a smooth landing. In the other hand, do not allow the aircraft to float above the runway. Consider a go-around if a long landing is likely to occur.

J. The maximum rate of descend is 300 ft/min at touchdown. Use maximum reverse thrust down to 60 kts if applicable. If stop capability is in doubt use it until certain that the airplane will stop within limitations. Use brakes consistent with runway length.

K. Maintenance inspection is required after landing (report actual weight and rate of descent on the AMFL).

NOTE: Alert ground crew if brake temperature is excessive.

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SECTION 4.7: MANEUVERS

Revision 0 08/01/16 4.7.1

SECTION 4.7 MANEUVERS DESCRIPTION

4.7.1 OVERVIEW A. The flight profiles show some normal and emergency operating

procedures. They are designed as a general guide for standardization purposes. Actual in-flight procedures may differ due to aircraft configuration, weight, weather, traffic, ATC instructions, etc. Procedures outlined are consistent with the Aircraft Flight Manual (AFM). The AFM procedures and/or FAA mandated procedures are provided as a guideline for line operations.

4.7.2 STALL RECOGNITION AND RECOVERY A. The primary key to all stall recoveries is to reduce the Angle of Attack

(AOA). Of equal importance is the ability to recognize the first indications of an impending stall with the autopilot on or off, such as decaying airspeed or stall protection system activation, in sufficient time to prevent a full aerodynamic stall, and to understand the negative effects that bank angle and G-loading have on being able to recover from stall conditions. Another key is to determine that the pilot recovers to a reference airspeed, altitude, and heading with minimal loss of airspeed, altitude, and heading deviation. Pilots will become familiar with all stall protection systems installed on the aircraft during this training. This includes stall warning horns, stick shakers, stick pushers, etc. as applicable to the actual aircraft model being trained.

B. Training will include three main types of approach-to-stall configurations: Takeoff (Maneuvering), Clean (at high altitude), and Landing. The maneuvers may be accomplished with the autopilot on or off; in wings level flight conditions and in turns using bank angles of 15 to 30 degrees; during level flight, climbs, and descents. Recovery techniques will include those accomplished with power and demonstrations of recoveries using idle thrust. When training is conducted in a flight simulator, the instructor will use realistic scenarios and altitudes to better simulate the operational conditions where each of these stall conditions is likely to occur. In each case, pilots must accept that reducing the airplane's AOA may result in altitude loss. The amount of altitude loss will be affected by the airplane's operational environment (entry altitude, aircraft weight, bank angle, configuration, etc.) Stall recovery training will emphasize minimum loss of altitude.

NOTE: When stall training and checking is accomplished in an approved flight simulator, the ATP PTS does not provide altitude parameters for the approach to stall events.

NOTE: When training is conducted in an actual aircraft, the manufacturer's stall recovery procedures take precedence over the recommendations in this book and in AC 120-109.

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SECTION 4.7: MANEUVERS

4.7.2 08/01/16 Revision 0


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Revision 1 01/05/18 5.0.1

Title Page

CHAPTER 5: FLIGHT PROFILES Normal Takeoff and Approaches .............................................. Section 5.1

1. Normal Takeoff ...................................................................... 5.1.1 2. Precision Approach ................................................................ 5.1.2 3. Non Precision Straight In Approach ...................................... 5.1.3 4. Non Precision Circling Approach ........................................... 5.1.4 5. Visual Approach ..................................................................... 5.1.5

Emergency and Abnormal ........................................................ Section 5.2 1. Takeoff Engine Failure After V1 ............................................. 5.2.1 2. One Eng Inop Precision Approach ........................................ 5.2.2 3. One Engine Inop Non Precision Approach ............................ 5.2.3 4. One Engine Inoperative Circling Approach ........................... 5.2.4 5. One Engine Inop Visual Approach ........................................ 5.2.5 6. Landing with Flap Malfunction ............................................... 5.2.6

Rejected Takeoff and Landing.................................................. Section 5.3 1. Rejected Takeoff .................................................................... 5.3.1 2. Rejected Landing/Go Around/Missed Approach ................... 5.3.2

Approach To Stall ..................................................................... Section 5.4 1. Approach To Stall Takeoff Configuration ............................... 5.4.1 2. Approach To Stall Enroute Configuration .............................. 5.4.2 3. Approach To Stall Landing Configuration .............................. 5.4.3

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FLIGHT PROFILES

SECTION 5.1: NORMAL TAKEOFF AND APPROACHES

Revision 1 01/05/18 5.1.1

ACCELERATION ALTITUDE

400 FT. AGL

FLAP 9o RETRACTION SPEED SCHEDULE:

SELECT FLAPS 0o WITH IAS>V2+15

knots

FLAP 18o RETRACTION SPEED SCHEDULE: SELECT FLAPS 9o WITH IASV2+10 knots SELECT FLAPS 0o WITH IASV2+30 knots

NOTES: MAXIMUM ANGLE OF BANK ALL TURNS IS 30o ACCELERATION ALTITUDE IS 1,000 FT. AGL UNLESS GREATER IAW APG RUNWAY ANALYSIS. EXCEPT IN AN EMERGENCY MINIMUM ALTITUDE FOR ALL TURNS IS 400 FEET.

TAKEOFF TECHNIQUE: 1. RELEASE BRAKES, SMOOTHLY

ADVANCE TLs TO DETENT 2. VERIFY THRUST, CHECK ATTCS

ARMED.

TAKEOFF: PF: “Set Thrust” PM: “Thrust Set,

ATTCS Armed” PM “Airspeed Alive,

Both sides”

AT 80 KIAS: PM: “80 Knots,

Crosschecked”

5 KTS PRIOR TO V1: PM: “V1.” PF Removes Hand From

Thrust Levers

CLOSE IN TURN (ABOVE 400 FEET):

Maintain Takeoff Flaps Maintain V2+10

Maximum Bank 25o

500 FEET AGL: PM: “500 feet” PF: “SPD Mode, Yaw

Damp On” (A/P on if desired) PM: “Selected”

(If speed VFS)

POSITIVE RATE OF CLIMB: PM: “Positive Rate” PF: “Gear Up” PM “Selected”

ROTATION SPEED VR: PM: “Rotate” PF: Rotates to 14

o For Flap

9 T/O; or Rotates to 13

o For Flap

18 T/O.

AT OR ABOVE ACCELERATION ALTITUDE:

PM: “Acceleration Altitude” (>V2+15) PF: “Climb Sequence” PM: “Flaps Zero” PF: “After T/O Checklist” PM: “After T/O Checklist Complete” CLIMB SEQUENCE EXPANDED ITEMS: Flaps Up On Schedule Select Climb Thrust Set Speed As Called For By PF Based

On Airspace or DP Limitations.

NORMAL TAKEOFF

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5.1.2 01/05/18 Revision 1

INITIAL MOVEMENT OF LOCALIZER:

PM: “LOC Alive.” PF; “Checks.” PM: “LOC Captured.” PF: “Checks.”

ONE DOT & 145 KIAS: PM: “One Dot.” PF: “Flaps 45 Before

Landing Checklist.” or if landing flaps 22: PF: “Before Landing

Checklist.” PM: “Before Landing

Checklist Complete.”

AT FAF OR OM: PM: Confirm Altitude

NOTES: MAX BANK FOR ALL

MANEUVERS IS 30o. COMPLY WITH

STABILIZED APPROACH CRITERIA.

PM CALLS R/W IN SIGHT WHEN VISUAL CONTACT IS ESTABLISHED.

EITHER PILOT MAY CALL FOR A MISSED APPROACH WHICH THEN BECOMES MANDATORY.

INITIAL MOVEMENT OF G/S:

PF: “Gear Down.” PF: “Flaps 22, Bug VAC.” PM: “Selected, Set.”

AT G/S CAPTURE: PM: “G/S Capture.” PF: “Set Missed Approach

Altitude” PM: “Missed Approach

Altitude Set.”

DESCENT TO DA: PM: “1000 Feet to DA.” “500 Feet to DA.” “100 Feet to DA.” PF: “Checks.” (at each call)

AT DECISION ALTITUDE: PM: “R/W In Sight,

___O’clock PF: “R/W In Sight, Landing.”

or PM: “Lights in Sight,

Continue.” PF: “Continuing.”

or PM: “Decision Altitude, No

Contact.” PF: “Missed Approach, Set

Thrust, Flaps 9.”

MISSED APPROACH: (if req’d)

See procedure page 5.3.2

BASE LEG / OUTBOUND TRACK:

PF: “Flaps 9.” (200 Kts in Icing)

PM: ”Selected, Set.”

PRECISION APPROACH

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NON PRECISION STRAIGHT IN APPROACH

OUTBOUND TRACK / PROCEDURE TURN:

PF: “Flaps 9.” (Min Airspeed 200 Kts in

icing) PM: “Selected.”

1–2 NM FROM FAF: PF: “Flaps 45, “Before

Landing Checklist.” or if landing flaps 22:

PF: “Before Landing Checklist.”

PM: “Selected, Before Ldg Checklist Complete.”

PASSING FAF: PM: “Final Approach Fix.” PF: “Select FLC, Start Time,.” PM: “Selected.”

AT MDA: PM: “MDA, Altitude Captured.” PF: “Set Missed Approach

Altitude.” PM: “Missed Approach

Altitude Set.” PM Looks For Runway PM Calls “R/W in sight”

When Visual Contact Established.

INITIAL MVMT OF CDI: PM: “Course Alive.” PF: “Checks.” PM: “Course Captured.” PF: “Checks.”

AT MISSED APPROACH POINT: PM: “R/W In Sight, ___O’clock.” PF: R/W In Sight, Landing.”

or PM: “Lights in Sight, Continue.” PF: “Continuing.”

or PM: “No Contact, Missed

Approach.” PF: “Missed Approach, Set

Thrust, Flaps 9.”

MISSED APPROACH (If req’d):

See procedure page 5.3.2

CLEARED FOR APPCH: PF: “Set Next Altitude.” PM: “Altitude Set.”

3 NM FROM FAF: PF: “Gear DOWN, Flaps 22,

Bug VAC .” PM: “Selected, Set.”

DESCENT TO MDA: PM: 1000 Ft To MDA

500 Ft To MDA 100 Ft To MDA

PF: “Checks.” (At each call)

NOTE: FOR RNAV AND FMS OVERLAY APPROACHES APPROACH MODE "APP" MUST BE ANNUNCIATED FROM THE FAF TO THE MAP.

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NON PRECISION CIRCLING APPROACH

START OF APPROACH: PF: “Flaps 9.” (Min Airspeed 200 Kts in icing) PM: “Selected.”

AT FINAL APPROACH FIX: PM: “Final Approach Fix.” PF: “Select FLC ,Start Time.” Maintain 140 KIAS PM: “Selected.” Descend to Circling Altitude

CIRCLING APPROACH NOTES: BE AWARE OF MINIMUM FLAP MANEUVERING SPEEDS IN ICING

CONDITIONS. (150 KTS WITH FLAPS 22). MAINTAIN CIRCLING MDA UNTIL AT A POINT WHERE A

“NORMAL” DESCENT TO TOUCHDOWN IS REACHED. MAINTAIN VISUAL CONTACT WITH THE RUNWAY ENVIRONMENT

THROUGHOUT THE ENTIRE MANEUVER. IF A MISSED APPROACH IS REQUIRED INITIAL TURN IS TO THE

AIRPORT, THEN FLY MISSED APPROACH FOR THE INSTRUMENT APPROACH RUNWAY (See page 5.3.2).

START TURN TO FINAL PF: (A/P Off) “Leaving MDA.”

If Flaps 45 Landing: PF: “Flaps 45, Before Landing

Checklist.” PM: “Selected.” PM: “Before Landing

Checklist Complete.” ON FINAL Slow to target

3 NM FROM FAF: PF: “Gear DOWN, Flaps 22

Bug VAC.” PM: “Selected, Set” Slow Aircraft to and

maintain 140 Kts or, If Landing Flaps 22:

PF: “Before Landing Checklist.” PM: “Before Landing Checklist

Complete.”

WHEN RUNWAY IN SIGHT: Start Circling Maneuver MAINTAIN:

− Circling MDA − Runway Environment In

Sight − 140 KIAS − Gear Down, Flaps 22

CLEARED FOR APPROACH: PF: “Set next Altitude.” PM: “Altitude Set.”

INITIAL MOVEMENT OF CDI: PM: “Course Alive.” PF: “Checks.” PM: “Course Captured.” PF: “Checks.”

1 NM FROM FAF: Maintain 140 Kts

DESCENT TO MDA: 1000 Ft to MDA 500 Ft to MDA 100 Ft to MDA

PF: “Checks.” (At each call) AT MDA: PM: “MDA, Altitude Captured.” PF: “Set Missed Approach

Altitude.” PM: “Missed Approach Altitude

Set.”

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FLIGHT PROFILES


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PATTERN ENTRY: 200 KIAS MAXIMUM MAINTAIN AWARENESS OF MINIMUM

FLAP MANUEVERING SPEED.

BASE LEG If Landing Flaps 22:

PF: “Before Landing Checklist.” PM: “Before Landing Checklist Complete.”

ON FINAL: If Landing Flaps 45 and Airspeed 145 KIAS:

PF: “Flaps 45, Before Landing Checklist.” PM: “Selected, Set, Before Landing Checklist

Complete.” Maintain Stabilized Approach.

MISSED APPROACH SEE Procedure page 5.3.2

DOWNWIND ABEAM RUNWAY MIDPOINT: PF: “FLAPS 9.” PM” “Selected.”

DOWNWIND ABEAM RUNWAY THRESHOLD:

PF: “Gear Down, Flaps 22, Bug VAC.” PM” “Selected, Set.”

VISUAL APPROACH

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FLIGHT PROFILES

SECTION 5.2: EMERGENCY AND ABNORMAL

Revision 1 01/05/18 5.2.1

CLEARED ON TO ACTIVE RUNWAY: Complete Before Takeoff Checklist TAKEOFF TECHNIQUE:

1. SMOOTHLY ADVANCE THRUST LEVERS TO DETENT 2. VERIFY THRUST, CHECK ATTCS ARMED.

ACCELERATION ALTITUDE 1000 Ft AGL or as noted on APG runway analysis

ENGINE FAILURE AFTER V1: PF: “Check Thrust.” PM: “Thrust Checked.” Maintain Directional Control PM: (At VR) “Rotate.” PM: “Positive Rate.” PF: “Gear Up. SPD Mode, Bug V2.” PM: “Selected, Set.” Maintain V2 To Acceleration Altitude

AFTER PASSING 1,500’ AGL: ADVISE ATC OF INTENTIONS NOTIFY FLIGHT ATTENDANT

5 KNOTS PRIOR TO V1: PM: “V1” PF Removes Hand From Thrust Levers

AT ACCELERATION ALTITUDE: For FLAPS 9 TAKEOFF:

PM: “Acceleration Altitude.” PF: “Select Altitude Hold, Bug VFS.” PM: “Selected, Set.” PM: “V2+15” PF: “Flaps Zero.” PM: “Selected.” PM: “VFS.” PF: “Select Speed Mode, Continuous Thrust, QRC/QRH.”

For FLAPS 18 TAKEOFF: PM: “Acceleration Altitude.” PF: “Select Altitude Hold, Bug VFS.” PM: “Selected, Set.” PM: “V2+10.” PF: Flaps 9.” PM: “Selected.” PM: “V2+30.” PF: “Flaps Zero.” PM: “Selected.” PM: “VFS.” PF: “Select Speed Mode, Continuous Thrust, QRC/QRH.” NOTE:

Call for QRC if Engine Fire, Severe Damage or Separation.

Call for QRH if Engine Failure (i.e. [Engine Out] CAS.

At VR: PM: “Rotate”

PF Rotates to 14oNU For Flap 9 T/O.

PF Rotates to 13o NU for Flap 18 T/O.

TAKEOFF ENGINE FIRE, SEVERE DAMAGE, SEPARATION OR FAILURE AFTER V1

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5.2.2 01/05/18 Revision 1

1 DOT BELOW GS: PM: “One Dot.” PF: “Gear Down, “FLAPS 22,

Bug VAC Before Landing Checklist.”

PM: “Selected, Set; Before Landing Checklist Complete.”

GLIDESLOPE INTERCEPT: PM: “G/S Captured.” PF: “Set Missed Approach

Altitude.” PM: “Missed Approach Altitude

Set.”

AT FAF OR O/M: Confirm Altitude At FAF

MISSED APPROACH: See Procedure page 5.3.2

NOTES: MAX BANK FOR ALL MANEUVERS:

30o. PM CALLS R/W IN SIGHT AS SOON

AS VISUAL CONTACT IS ESTABLISHED.

EITHER PILOT MAY CALL FOR A MISSED APPROACH WHICH THEN BECOMES MANDATORY.

BASE LEG/FINAL VECTOR: PF: “Flaps 9, Bug .” PM: “Selected.”

INITIAL MVMNT OF CDI: PM: “LOC Alive.” PF: “Checks.” PM: “LOC Captured.” PF: “Checks.”

DESCENT TO DA: PM: “1000 Feet to DA” “500 Feet to DA” “100 Feet to DA” PF: “Checks.” (at each call)

AT DECISION ALTITUDE: PM: “R/W In Sight, ___O’clock PF: “R/W In Sight, Landing.”

or PM: “Lights in Sight, Continue.” PF: “Continuing.”

or PM: “Decision Altitude, No

Contact.” PF: “Missed Approach, Set

Thrust, Flaps 9.”

ONE ENGINE INOPERATIVE PRECISION APPROACH

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Revision 1 01/05/18 5.2.3

ONE ENGINE INOPERATIVE NON PRECISION APPROACH

CLEARED FOR APPROACH

PF: “Set Next Altitude PM: “Altitude Set.”

OUTBOUND TRACK / PROCEDURE TURN:

PF: “Flaps 9.” (Min Airspeed 200 KIAS

in icing) PM: “Selected.”

PASSING FAF: PM: “Final Approach Fix.” PF: “Select FLC, Start

Time.” PM: “Selected.”

AT MDA: PM: “MDA, Altitude

Captured.” PF: “Set Missed Approach

Altitude.” PM: “ Missed Approach

Altitude Set.” PM Looks For Runway

1–2 NM FROM FAF: PF: “Gear Down, Flaps 22,

Bug VAC, Before Landing Checklist.”

PM: “Selected, Before Landing Checklist Complete.”

MISSED APPROACH (If required):

See Procedure page 5.3.2

INITIAL MOVEMENT OF CDI:

PM: “Course Alive.” PF: “Checks.” PM: “Course Captured.”

DESCENT TO MDA: PM: “1000 FT to MDA”

“500 FT to MDA” “100 FT to MDA”

PF: “Checks.” (at each altitude call)

AT MISSED APPROACH POINT:

PM: “R/W In Sight, ___O’clock.”

PF: R/W In Sight, Landing.” or

PM: “Lights in Sight, Continue.”

PF: “Continuing.” or

PM: “No Contact, Missed Approach.”

PF: “Missed Approach, Set Thrust, Flaps 9.”

NOTE: FOR RNAV AND FMS OVERLAY APPROACHES APPROACH MODE "APP" MUST BE ANNUNCIATED FROM THE FAF TO THE MAP.

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5.2.4 01/05/18 Revision 1

ONE ENGINE INOPERATIVE NON PRECISION CIRCLING APPROACH

CLEARED FOR APPROACH: PF: “Set Next Altitude.” PM: “Altitude Set.”

AT FINAL APPROACH FIX PM: “FAF.” PF: “Select FLC, Start Time.” PM: “Selected.”

CIRCLING APPROACH NOTES: MAINTAIN CIRCLING MDA UNTIL AT A POINT WHERE A “NORMAL”

DESCENT TO TOUCHDOWN IS REACHED MAINTAIN VISUAL CONTACT WITH THE RUNWAY ENVIRONMENT

THROUGHOUT THE ENTIRE MANEUVER. IF A MISSED APPROACH IS REQUIRED INITIAL TURN IS TO THE

AIRPORT, THEN FLY MISSED APPROACH FOR THE INSTRUMENT APPROACH RUNWAY.

EMBRAER RECOMMENDS MAX 10 KT CROSSWIND WITH NO GUSTS.

START TURN TO FINAL PF: “A/P Off, Leaving MDA.” Descend on “normal”

descent angle

ON FINAL: Slow to Target

1–2 NM FROM FAF PM: “1 NM to FAF.” PF: “Checks.” DURING CIRCLING

MANEUVER MAINTAIN: CIRCLING MDA RUNWAY

ENVIRONMENT IN SIGHT

160 KIAS MISSED APPROACH: See procedure page 5.3.2

START OF APPROACH PROCEDURE:

Confirm Approach Clearance PF: “Flaps 9, Bug 160.” PM: “Selected, Set.”

INITIAL MOVEMENT OF CDI PM: “Course Alive.” PF: “Checks.” PM: “Course Captured.” PF: “Checks.”

DESCENT TO CIRCLING MDA:

PM CALLS PASSING: 1000 FT TO MDA 500 FT TO MDA 100 FT TO MDA

PF: “Checks.” (at each call)

AT CIRCLING MDA: PM: “MDA, Altitude Captured.” PF: “Set Missed Approach

Altitude.” PM: “Altitude Set.”

ABEAM AIRPORT: PF: “Gear Down, Flaps 22, Bug

VAC, Before Landing Checklist.”

PM: “Selected, Set, Before Landing Checklist Complete.”

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Revision 1 01/05/18 5.2.5

ONE ENGINE INOPERATIVE VISUAL APPROACH

PATTERN ENTRY 200 KIAS MAXIMUM MAINTAIN AWARENESS OF MINIMUM

FLAP MANEUVERING SPEED

DOWNWIND ABEAM RUNWAY MIDPOINT PF “Flaps 9, Bug 160.” PM: “Selected, Set.”

DOWNWIND ABEAM RUNWAY THRESHOLD PF: “Gear Down, Flaps 22, Bug VAC,

Before Landing Checklist.” PM: “Selected, Set, Before Landing Checklist

Complete.”

ON FINAL Slow to Final Approach Airspeed

MISSED APPROACH: See Procedure page 5.3.2

NOTE: Embraer recommends max 10 Knot crosswind with no gusts.

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5.2.6 01/05/18 Revision 1

PRIOR TO PATTERN ENTRY: 1. COMPLETE FLAP SYSTEM FAILURE CHECKLIST

PATTERN ENTRY: 1. CLEAN OR AS INDICATED 2. AIRSPEED ............................................... 200 KIAS

ABEAM NUMBERS: PF: “Gear Down, Before Landing Checklist” PM: “Selected, Before Landing Checklist

Complete”

FINAL, LINED UP WITH RUNWAY: 1. AIRSPEED TARGET ................... VREF45+ADDITIVE

OVER THRESHOLD: 1. ALTITUDE .................................................. 50’ AGL 2. AIRSPEED .................................. VREF45+ADDITIVE 3. THRUST LEVERS ........................................... IDLE

TOUCHDOWN AND ROLLOUT: 1. MINIMUM FLARE 2. THRUST LEVERS ........................................... IDLE 3. MAINTAIN DIRECTIONAL CONTROL 4. BRAKES ..................................................... APPLY 5. THRUST REVERSERS .................. AS REQUIRED

LANDING WITH FLAP MALFUNCTION

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SECTION 5.3: REJECTED TAKEOFF AND LANDING

Revision 1 01/05/18 5.3.1

REJECTED TAKEOFF

CLEARED ON TO ACTIVE RUNWAY: Before Takeoff Checklist .............................. COMPLETE Start Takeoff Roll

ABORT DECISION:

PF: “REJECT, REJECT, REJECT!” 1. MAXIMUM BRAKES .......................................... APPLY 2. THRUST LEVERS ........... IDLE, THEN MAX REVERSE 3. DIRECTIONAL CONTROL ........................... MAINTAIN 4. AIRCRAFT ........................................................... STOP 5. PARKING BRAKE ................................................... SET 6. P/A ANNOUNCEMENT ................................. AS REQ’D 7. ATC .................................................................... NOTIFY 8. QRH PROCEDURE............... ACCOMPLISH, IF REQ’D

EVALUATE THE SITUATION: 1. QRH PROCEDURE ...................... ACCOMPLISH 2. ADVISE ATC OF INTENTIONS 3. ADVISE FLIGHT ATTENDANT OF INTENTIONS 4. CLEAR RUNWAY, IF APPROPRIATE

SECURING AIRCRAFT: 1. AFTER LANDING CHECKLIST ....... COMPLETE

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SECTION 5.3: REJECTED TAKEOFF AND LANDING

5.3.2 01/05/18 Revision 1

ONE ENGINE INOPERATIVE MISSED APPROACH: PM: “Positive Rate.” PF: “Gear Up, FMS/NAV or HDG/Bank SPD Mode, Bug VAC.” Climb At Approach Climb Speed (VAC) PM: “Selected, Set.” PM: “Acceleration Altitude.” PF: “Bug VFS” PM: “Set” PM: “VFS–5.” PF: “Flaps Zero.” PM: “VFS.” PF: “Continuous Thrust, After Takeoff Checklist” PM: “Selected, After Takeoff Checklist Complete”.

TWO ENGINE MISSED APPROACH: PM: “Positive Rate.” PF: “ Gear Up, FMS/NAV or HDG, SPD Mode, Bug 170.” PM: “Selected, Set.” PM: “Acceleration Altitude.” PF: “Climb Sequence.” PM: “Flaps Zero.” PF: “After T/O Checklist.” PM: “After T/O Checklist Complete.”

ACCELERATION ALTITUDE

WHEN THE NEED TO GO AROUND IS RECOGNIZED: Either Pilot may call for a missed approach. When a missed approach is announced the PF must execute a missed approach

ALL GO AROUNDS START THE SAME: PF: “Missed Approach, Max Thrust, Flaps 9.” "PF Rotates to Go Around Attitude (10o Pitch Up) PM: “Set, Selected.” THE PROCEDURE CHANGES FROM THIS POINT.

REJECTED LANDING / GO AROUND / MISSED APPROACH

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SECTION 5.4: APPROACH TO STALL

Revision 1 01/05/18 5.4.1

1. PF: BRING THRUST LEVERS TO IDLE AND MAINTAIN ALTITUDE AND HEADING.

2. PF: INITITIATE TURN AT 150 KTS & 20

o BANK

3. PF: CONTINUE HOLDING ALTITUDE INCREASING AOA TO INDUCE STICK SHAKER

AT THE FIRST INDICATION OF STALL OR AT STICK SHAKER:

4. PF: REDUCE PITCH ATTITUDE SUFFICIENTLY TO STOP STICK SHAKER - TRIM AS REQUIRED AND SIMULTANEOUSLY LEVEL WINGS

TRAINING: SET UP FOR MANEUVER APPROACH AND RECOVERY MANEUVER COMPLETION

1. BRIEF MANUEVER PRIOR TO ENTRY

2. ESTABLISH WINGS LEVEL ON DESIRED HEADING AND 200 KIAS.

1 RETURN AIRCRAFT TO LEVEL FLIGHT AT ENTRY ALTITUDE AND 200 KIAS.

PF: “Flaps 9” PM: “Selected”

PF: “Stall, Max Thrust” PM: “Thrust Set”

PM: “V2+15” PF: “Flaps Zero”

AT STALL INDICATION AT OR ABOVE VFS

APPROACH TO STALL TAKEOFF CONFIGURATION

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5.4.2 01/05/18 Revision 1

1. PF: BRING THRUST LEVERS

TO IDLE AND MAINTAIN HEADING AND ALTITUDE.

2. PF: REDUCE AIRSPEED TO SHAKER

3. PF: TRIM AS NECCESSARY UNTIL 130 KIAS

AT THE FIRST INDICATION OF STALL OR AT STICK SHAKER:

4. PF: REDUCE PITCH ATTITUDE SUFFICIENTLY TO STOP STICK SHAKER AND TRIM IF


1. AIRSPEED = 200 KIAS 2. BRIEF MANUEVER 3. CONFIGURE FLIGHT

GUIDANCE CONTROLLER, AS NECESSARY

4. SELECT T/O THRUST ON THRUST SET BUTTONS

1. RETURN AIRCRAFT TO LEVEL FLIGHT AT ENTRY ALTITUDE AND 200 KIAS

PF: “Stall, Max Thrust” PM: “Thrust Set”


APPROACH TO STALL ENROUTE CONFIGURATION

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Revision 1 01/05/18 5.4.3

1. PF: REDUCE THRUST TO 55% N1 2. PF: MAINTAIN ALTITUDE,-TRIM

AS REQUIRED − On Flap Speed Schedule:

PF: “Flaps 9” PM: “Selected” PF: “Gear Down, Flaps 22” PM: “Selected, Selected” PF: “Flaps 45” PM: “Selected”

AT THE FIRST INDICATION OF STALL OR AT STICK SHAKER: PF: “Stall, Max Thrust, Flaps 9” PM: “Set, Selected.”

3. PF: REDUCE PITCH ATTITUDE SUFFICIENTLY TO STOP STICK SHAKER - TRIM AS REQUIRED.

PM: “Positive Rate.” PF: “Gear Up.” PM: “Selected.” PM: “VFS-5.” PF: “Flaps Zero.” PM: “Selected.”


1. BRIEF MANEUVER PRIOR TO ENTRY

2. ESTABLISH WINGS LEVEL ON DESIRED HEADING AND 200 KTS

3. SET LANDING DATA SPEEDS

1. RETURN AIRCRAFT TO LEVEL FLIGHT AT ENTRY ALTITUDE AND 200 KTS.


APPROACH TO STALL LANDING CONFIGURATION

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5.4.4 01/05/18 Revision 1


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SECTION 6.0: TOC

Revision 0 08/01/16 6.0.1

Title Page CHAPTER SIX: PERFORMANCE

Introduction ............................................................................... Section 6.1 1. Speeds Definitions ................................................................. 6.1.1 2. Crosswind Reference Diagram .............................................. 6.1.2

Takeoff ..................................................................................... Section 6.2 1. Balanced Field Length T/O Speeds, TO-1 Mode .................. 6.2.1 2. Balanced Field Length T/O Speeds, ALT TO-1 Mode ........... 6.2.2 3. Unbalanced Field Length T/O Speeds, Std CG ..................... 6.2.3 4. Unbalanced Field Length T/O Speeds, 21.1% CG ................ 6.2.4 5. Final Segment Speed ............................................................ 6.2.5 6. Other Speeds ......................................................................... 6.2.5 7. Pitch Trim Units...................................................................... 6.2.6 8. Flap Retraction Schedule ...................................................... 6.2.6 9. Flap Maneuvering Speed ....................................................... 6.2.6

Simplified Takeoff Analysis Tables ........................................... Section 6.3 1. Weights and Speeds Determination Method ......................... 6.3.1 2. Sample Takeoff Analysis Table ............................................. 6.3.2

Enroute ..................................................................................... Section 6.4 1. Holding Charts ....................................................................... 6.4.1 2. Driftdown Tables .................................................................... 6.4.3

Approach & Landing ................................................................. Section 6.5 1. Approach Climb Speed .......................................................... 6.5.1 2. Landing Climb and Reference Speeds .................................. 6.5.2 3. Flap Maneuvering Speed ....................................................... 6.5.3 4. Final Approach Speed ........................................................... 6.5.3 5. Landing .................................................................................. 6.5.4 6. Unfactored Landing Distance Tables Flaps 22 ...................... 6.5.4 7. Unfactored Landing Distance Tables Flaps 45 ...................... 6.5.6 8. Contaminated Runways Unfactored Landing Distance ......... 6.5.8 9. Advisory Info Standing Water Slush/Wet/Dry Snow .6” ....... 6.5.10 10. Advisory Info Standing Water Slush/Wet/Dry Snow1.25” .... 6.5.11 11. Advisory Info Standing Water/Slush/Wet/Dry Snow 2.5” ..... 6.5.12 12. Advisory Info Compacted Snow........................................... 6.5.13 13. Advisory Info Ice .................................................................. 6.5.14 14. Landing Distance Correction Factors .................................. 6.5.15

Quick Turnaround Weight ......................................................... Section 6.6 1. Quick Turnaround Weight Usage .......................................... 6.6.1 2. Sample Quick Turnaround Chart ........................................... 6.6.2

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SECTION 6.0: TOC

6.0.2 01/05/18 Revision 1

Title Page Simplified Flight Planning .......................................................... Section 6.7

1. Fuel Required, Long Range Cruise ....................................... 6.7.1 2. Fuel Required Max Speed Cruise ......................................... 6.7.2 3. Flight Time Long Range Cruise ............................................. 6.7.3 4. Flight Time Max Speed Cruise .............................................. 6.7.4 5. Cruise – Wind Altitude Trade ................................................. 6.7.5

Unreliable Airspeed Tables ....................................................... Section 6.8 1. Anti-Ice OFF .......................................................................... 6.8.1 2. Anti-Ice ON ............................................................................ 6.8.3

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SECTION 6.1: INTRODUCTION

Revision 1 01/05/18 6.1.1

SECTION 6.1 INTRODUCTION

6.1.1 SPEEDS DEFINITIONS A. The following are definitions of V Speeds.

VAC Approach Climb Speed: the speed to be used in case of a single engine go-around with Go-around Flaps and Landing Gear retracted.

VAPP Approach Speed: the speed on the final approach, in landing configuration.

V1 Decision Speed: the speed in the takeoff which the pilot must take the first action to stop the airplane within the accelerate-stop distance, V1 also means the minimum speed in the takeoff, following a failure of the critical engine, at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance.

VREF Landing Reference Speeds is a reference for VAPP calculation. It is the minimum recommended speed at 50 ft over the threshold; and is the speed used in the landing distance calculations.

VFS Final Segment Speed is the max lift over drag speed which is to be achieved during the final takeoff segment, with landing gear up and flaps retracted.

VR Rotation Speed is the speed at which the pilot initiates action to raise the nose gear off the ground.

V2 Takeoff Safety Speed is the speed attained at the screen height (e.g. 35 ft), assuming one engine inoperative and rotation initiated at VR. Aerodynamically it is the speed at which the max angle of climb is achieved for a specified configuration.

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6.1.2 08/01/16 Revision 0

6.1.2 CROSSWIND REFERENCE DIAGRAM

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SECTION 6.2: TAKEOFF

Revision 0 08/01/16 6.2.1

6.2.1 BALANCED FIELD LENGTH TAKEOFF SPEEDS T/O 1 MODE

Balanced Field length takeoff speeds are generally accurate without referring to the simplified takeoff tables (see page 6.3.1).The simplified T/O tables give the limitation codes (R,W,B and S) associated with each weight.

BALANCED FIELD LENGTH TAKEOFF SPEEDS V1/VR/V2 SPEEDS

T/O-1 MODE NORMAL V2, FLAPS 9o, ANTI-ICE ON or OFF

PRESSURE ALTITUDE

(FT.) STATIC AIR TEMPERATURE (oC)

SL 40 to 48 49 to 50 1000 40 to 44 45 to 48 2000 40 to 41 42 to 44 45 to 46 3000 40 to 37 38 to 41 42 to 44 4000 40 to 32 33 to 36 37 to 42 5000 40 to 28 29 to 33 34 to 38 39 to 40 6000 40 to 24 25 to 29 30 to 34 35 to 38 7000 40 to24 25 to 29 39 to 32 33 to 36 8000 40 to 20 21 to 25 28 to 29 30 to 34 WEIGHT (lb) V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2

28000 101 109 116 96 108 115 97 108 114 97 107 113 98 107 112 29000 100 110 118 98 110 116 99 109 115 100 109 114 100 109 113 30000 100 112 119 100 111 117 101 111 116 101 111 116 102 109 113 31000 102 115 120 102 113 119 103 113 118 103 112 117 104 112 116 32000 104 115 121 104 115 120 105 114 119 106 114 118 106 114 117 33000 106 117 122 107 116 121 107 116 120 108 116 119 108 116 119 34000 108 118 124 109 118 122 109 117 121 110 117 121 111 118 121 35000 110 120 125 111 119 124 111 119 123 112 119 122 113 120 122 36000 112 122 126 113 121 125 113 121 124 114 121 124 116 122 124 37000 114 123 127 115 123 126 115 123 126 117 123 126 118 123 126 38000 116 124 128 116 124 127 118 124 127 119 125 127 120 125 127 39000 118 126 129 118 126 129 120 126 129 121 127 129 123 127 129 40000 120 127 130 121 128 130 122 128 130 123 128 130 125 129 130 41000 122 129 130 123 129 130 124 130 132 125 130 132 127 131 132 42000 124 130 133 125 131 133 126 131 133 128 132 133 129 132 133 43000 126 132 135 127 133 135 128 133 135 129 134 135 131 134 135 44000 128 134 135 129 134 136 130 135 136 131 135 136 133 136 136 45000 130 135 137 131 136 137 132 136 137 133 137 137 135 137 137

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6.2.2 08/01/16 Revision 0

6.2.2 BALANCED FIELD LENTH TAKEOFF SPEEDS ALT T/O 1 MODE

BALANCED FIELD LENGTH TAKEOFF SPEEDS V1/VR/V2 SPEEDS ALT T/O-1 MODE

NORMAL V2 , FLAPS 9o PRESSURE ALTITUDE

(ft.) STATIC AIR TEMPERATURE (oC)

SL 40 to 48 49 to 50 1000 40 to 44 45 to 48 2000 40 to 41 42 to 44 45 to 46 3000 40 to 37 38 to 41 42 to 44 4000 40 to 32 33 to 36 37 to 42 5000 40 to 28 29 to 33 34 to 38 39 to 40 6000 40 to 24 25 to 29 30 to 34 35 to 38 7000 40 to24 25 to 29 39 to 32 33 to 36 8000 40 to 20 21 to 25 28 to 29 30 to 34 WEIGHT (lb) V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2

28000 98 108 115 96 108 114 97 107 113 97 107 112 98 107 111 29000 99 110 116 98 109 115 99 109 114 100 109 113 101 108 113 30000 101 111 117 101 111 116 101 110 116 102 110 115 103 110 114 31000 102 113 119 103 112 118 103 112 117 104 112 116 105 112 115 32000 104 115 120 105 114 119 105 114 118 106 113 117 107 114 117 33000 106 116 121 107 116 120 107 116 119 108 116 119 110 116 119 34000 108 118 122 109 118 121 110 117 124 111 118 121 112 118 121 35000 110 119 124 111 119 123 112 119 122 114 120 122 115 120 122 36000 112 121 125 113 121 124 115 121 124 116 122 124 117 122 124 37000 114 123 126 115 123 126 117 123 126 118 124 126 120 124 126 38000 116 124 127 117 124 127 119 125 127 120 125 127 122 126 127 39000 118 126 129 120 126 129 121 127 129 123 127 129 124 128 129 40000 120 127 130 122 128 130 124 129 130 125 129 130 126 129 130 41000 123 129 132 124 130 132 126 130 132 127 131 132 128 131 132 42000 125 131 133 127 132 133 128 132 133 129 132 133 130 133 133 43000 127 133 134 129 133 135 130 134 135 131 134 135 132 134 135 44000 130 134 136 131 135 136 132 135 136 133 136 136 134 136 136 45000 131 136 137 133 137 137 134 137 137 135 137 137 136 138 138

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Revision 0 08/01/16 6.2.3

6.2.3 UNBALANCED FIELD LENGTH TAKEOFF SPEEDS, STD CG

UNBALANCED FIELD LENGTH TAKEOFF SPEEDS

VR/V2 SPEEDS T/O-1 MODE, NORMAL V2 , FLAPS 18°

STANDARD CG

PRESSURE ALTITUDE (ft) STATIC AIR TEMPERATURE (°C)

SL -40 to 48 49 to 50 - - 1000 -40 to 45 46 to 48 - - 2000 -40 to 41 42 to 46 - - 3000 -40 to 37 38 to 43 44 to 44 - 4000 -40 to 33 34 to 39 40 to 42 - 5000 -40 to 29 30 to 35 36 to 40 - 6000 -40 to 25 26 to 31 32 to 37 38 to 38 7000 - -40 to 26 27 to 32 33 to 36 8000 - -40 to 22 23 to 28 29 to 34 WEIGHT (lb) VR V2 VR V2 VR V2 VR V2

27500 108 116 107 115 106 113 105 111 28500 109 117 108 115 107 114 106 112 29500 110 118 109 116 108 114 107 113 30500 112 119 111 117 110 115 109 114 31500 113 120 112 118 111 116 110 115 32500 114 120 113 119 112 117 111 115 33500 114 120 114 119 113 118 112 116 34500 115 121 114 119 113 118 113 117 35500 116 121 115 120 114 119 114 118 36500 116 122 116 121 116 120 116 119 37500 117 122 117 121 117 121 117 120 38500 118 123 118 122 118 122 119 121 39500 119 124 120 123 120 123 120 123 40500 121 125 121 125 121 124 122 124 41500 122 126 122 126 123 126 123 125 42500 123 127 124 127 124 127 125 127 43500 125 128 125 128 126 128 126 128 44500 126 129 127 129 127 129 128 129 45500 128 131 128 131 129 131 129 131

NOTE: For determining V1, enter the appropriate takeoff analysis with the Static Air Temperature and wind and read V1 for the Maximum Takeoff Weight. Use the lower between this V1 and the VR obtained from the above table as the V1 for the actual Takeoff Weight

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6.2.4 08/01/16 Revision 0

6.2.4 UNBALANCED FIELD LENGTH TAKEOFF SPEEDS, 21.1% CG

UNBALANCED FIELD LENGTH TAKEOFF SPEEDS VR/V2 SPEEDS

T/O-1 MODE, NORMAL V2, FLAPS 18° CG 21.1%

PRESSURE ALTITUDE

(ft) STATIC AIR TEMPERATURE (°C)

SL -40 to 47 48 to 50 - - 1000 -40 to 44 45 to 48 - - 2000 -40 to 41 42 to 45 46 to 46 - 3000 -40 to 37 38 to 41 42 to 44 - 4000 -40 to 32 33 to 38 39 to 42 - 5000 -40 to 28 29 to 33 34 to 39 40 to 40 6000 -40 to 24 25 to 29 30 to 34 35 to 38 7000 - -40 to 25 26 to 30 31 to 35 8000 - -40 to 20 21 to 25 26 to 31 WEIGHT (lb) VR V2 VR V2 VR V2 VR V2

27500 102 111 99 108 98 107 98 106 28500 101 110 100 108 100 107 100 107 29500 102 110 102 109 102 109 101 108 30500 104 111 103 111 103 110 103 109 31500 105 112 105 112 105 111 104 110 32500 107 114 106 113 106 112 106 111 33500 108 115 108 114 108 113 108 113 34500 110 116 109 115 109 114 110 114 35500 111 117 111 116 111 116 112 116 36500 112 118 112 117 113 117 114 118 37500 114 119 114 119 115 119 115 119 38500 116 121 116 121 117 121 117 121 39500 118 122 118 122 119 122 119 122 40500 119 124 120 124 120 124 121 124 41500 121 125 122 125 122 125 123 125 42500 123 127 123 127 124 127 124 127 43500 125 128 125 128 126 128 126 128 44500 126 129 127 129 127 129 128 129 45500 128 131 128 131 129 131 129 131

NOTE: For determining V1, enter the appropriate takeoff analysis with the Static Air Temperature and wind and read V1 for the Maximum Takeoff Weight. Use the lower between this V1 and the VR

obtained from the above table as the V1 for the actual Takeoff Weight

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Revision 0 08/01/16 6.2.5

6.2.5 FINAL SEGMENT SPEED FINAL SEGMENT SPEED (VFS)

WEIGHT (lb) VFS (KIAS) WEIGHT

(lb) VFS (KIAS) WEIGHT (lb) VFS (KIAS)

26000 133 33000 148 40000 163

27000 125 34000 151 41000 164

28000 137 35000 153 42000 166

29000 140 36000 155 43000 168

30000 141 37000 157 44000 170

31000 143 38000 159 45000 171

32000 146 39000 161

6.2.6 OTHER SPEEDS

APPROACH CLIMB SPEED (VAC), LANDING CLIMB REFERENCE SPEEDS (VREF) and FINAL SEGMENT SPEED (VFS)

WEIGHT (lb)

Approach Climb Speed (KIAS)

Landing Climb Ref Speeds (KIAS) VFS

(KIAS) Flaps 9° Flaps 22° Flaps 45°

26000 125 108 103 133 27000 126 110 104 135 28000 128 112 106 137 29000 131 114 108 140 30000 133 116 110 141 31000 135 118 112 143 32000 137 119 113 146 33000 139 121 115 148 34000 142 123 117 151 35000 144 125 119 153 36000 145 126 120 155 37000 147 128 121 157 38000 149 130 122 159 39000 151 131 124 161 40000 153 133 126 163 41000 155 134 127 164 42000 157 136 128 166 43000 158 138 130 168 44000 159 139 131 170 45000 161 141 133 171 46000 163 142 134 173

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6.2.6 08/01/16 Revision 0

NOTE: VAPP = VREF+ ½ headwind + full gust.

6.2.7 PITCH TRIM UNITS

PITCH TRIM UNITS

CG POSITION (%) 26.5 26.6 TO

30.0 30.1 TO

33.0 33.1 TO

36.5 36.6


6.2.8 FLAP RETRACTION SCHEDULE

FLAP RETRACTION SCHEDULE

ALL ENGINES For a flaps 9° takeoff:

Flaps 9° to UP V2 + 15 KIAS

A1P and A1/3 ENGINES For a flaps 18° takeoff:

Flaps 18° to 9°

Flaps 9° to UP

V2 + 10 KIAS V2 + 30 KIAS

6.2.9 FLAP MANEUVERING SPEEDS

FLAP MANEUVERING SPEED GEAR-FLAP No Icing Conditions Icing Conditions

UP-0° 180 KIAS 200 KIAS

UP/DN-9° 160 KIAS 160 KIAS

UP/DN-18°/22° 140 KIAS 150 KIAS

DN-45° 140 KIAS 140 KIAS

EMB-135 SOP

PERFORMANCE

SECTION 6.3: TAKEOFF ANALYSIS TABLES

Revision 0 08/01/16 6.3.1

SECTION 6.3: SIMPLIFIED TAKEOFF ANALYSIS TABLES

6.3.1 WEIGHTS AND SPEEDS DETERMINATION METHOD

Simplified Takeoff Analysis Tables can be found in the AOM section 1-04-15. These tables are to be used if APG Runway analysis data are not available. A. Using the Simplified Takeoff Analysis Tables enter Airport Pressure

Altitude, Runway Length and Temperature, according to aircraft configuration (Thrust Setting and Anti-Ice On or Off), and obtain the Maximum Takeoff Weight and associated V1.

B. Determine Actual Takeoff Weight. 1. If Actual Takeoff Weight is equal to the Maximum Takeoff

Weight, use VR and V2 from Simplified Takeoff Analysis Tables. 2. If Actual Takeoff Weight is lower than the Maximum Takeoff

Weight, get VR and V2 associated to Actual Weight and Thrust Setting from VR / V2 Speeds Tables (AOM): a. If V1 is lower than VR, use this V1. b. If V1 is greater than VR, set V1 = VR.

NOTE: The Simplified Takeoff Analysis Tables do not take obstacles into account.

6.3.2 SIMPLIFIED TAKEOFF ANALYSIS TABLES A. Simplified Takeoff Analysis tables are presented for a set of pressure

altitudes, temperatures and runway lengths for the conditions below: − Dry runway; − Zero wind; − Zero slope; − No clearway; − No stopway; − Obstacles are not considered; − Anti-ice on or off

B. The following limitation factors were considered in the calculation of these tables: − Field length; − Climb; − Brake energy

C. Limitation codes: R - Runway Length; W - Climb: WAT; (Weight, Altitude, Temperature) B - Brake; S - Structural

EMB-135 SOP

PERFORMANCE

SECTION 6.4: ENROUTE

6.3.2 08/01/16 Revision 0

SAMPLE TAKEOFF ANALYSIS TABLE

T/O MODE - FLAPS 9° - DRY RUNWAY - ANTI-ICE OFF

Airport Pressure Altitude: SEA LEVEL

Temp OC

RUNWAY LENGTH (ft) 4600 5300 6000 6700 7400 8100 8800

MAXIMUM TAKEOFF WEIGHT (lb) - LIMITATION CODE V1/VR/V2 (KIAS)

0 38729 R 42271 R 44092 S 44092 S 44092 S 44092 S 44092 S

118/126/130 124/131/134 123/134/137 110/134/137 101/134/137 101/134/137 101/134/137

4 38464 R 41983 R 44092 S 44092 S 44092 S 44092 S 44092 S

117/126/129 124/131/134 125/134/137 112/134/137 101/134/137 101/134/137 101/134/137

8 38125 R 41685 R 44092 S 44092 S 44092 S 44092 S 44092 S

116/125/129 123/130/133 126/134/137 114/134/137 101/134/137 101/134/137 101/134/137

12 37805 R 41379 R 44092 S 44092 S 44092 S 44092 S 44092 S

116/125/129 122/130/133 127/134/137 115/134/137 102/134/137 101/134/137 101/134/137

16 37496 R 40995 R 43916 R 44092 S 44092 S 44092 S 44092 S

115/124/128 121/129/132 127/134/136 117/134/137 103/134/137 101/134/137 101/134/137

20 37183 R 40789 R 43607 R 44092 S 44092 S 44092 S 44092 S

114/124/128 121/129/132 127/134/136 118/134/137 105/134/137 101/134/137 101/134/137

24 36884 R 40442 R 43310 R 44092 S 44092 S 44092 S 44092 S

114/123/128 120/128/132 126/133/135 120/134/137 107/134/137 101/134/137 101/134/137

28 36524 R 40124 R 43049 R 44092 S 44092 S 44092 S 44092 S

113/123/127 119/128/131 125/133/135 121/134/137 109/134/137 101/134/137 101/134/137

32 36323 R 39790 R 42756 R 44092 S 44092 S 44092 S 44092 S

113/123/127 119/127/131 125/132/135 123/134/137 111/134/137 101/134/137 101/134/137

36 36024 R 39527 R 42464 R 44092 S 44092 S 44092 S 44092 S

112/122/127 118/127/131 124/132/134 124/134/137 112/134/137 101/134/137 101/134/137

40 35757 R 39225 R 42165 R 44092 S 44092 S 44092 S 44092 S

111/122/126 118/127/130 124/131/134 125/134/137 114/134/137 101/134/137 100/134/137

44 35284 R 38654 R 41630 R 44052 R 44092 S 44092 S 44092 S

111/121/126 117/126/129 122/130/133 128/134/137 117/134/137 104/134/137 100/134/137

48 34361 R 37660 R 40458 R 42752 R 44092 S 44092 S 44092 S

109/119/124 116/124/128 121/129/131 126/133/135 126/135/137 116/135/137 104/135/137

NOTE: The values above do not take into account obstacles.

EMB-135 SOP

PERFORMANCE


Revision 0 08/01/16 6.4.1

SECTION 6.4 ENROUTE HOLDING - (All Engines)

CRUISE CONFIGURATION, BLEED OPEN ANTI; ICE: OFF MINIMUM FUEL CONSUMPTION SPEED, STANDARD ATMOSPHERE

WEIGHT (lb)

ALTITUDE ( feet x one thousand) 0 5 10 15 20 250 30 35 37

47000

IAS kt 176 172 168 166 166 168 172 179 183

N1 % 56.0 59.7 64.0 68.1 71.9 76.7 80.9 85.1 88.2 FF lb/h/Eng 1036 990 958 938 930 930 937 960 978

45000

IAS kt 174 169 165 163 162 164 167 174 178

N1 % 55.1 58.8 62.9 67.2 70.8 75.6 79.8 83.8 86.6 FF lb/h/Eng 1000 953 919 898 888 887 892 910 926

43000

IAS kt 172 166 162 160 159 160 163 169 172

N1 % 53.9 57.6 61.7 65.9 69.7 74.3 78.6 82.7 84.9 FF lb/h/Eng 965 917 881 858 846 844 846 861 875

41000

IAS kt 169 164 159 156 155 156 158 163 166

N1 % 52.8 56.3 60.3 64.7 68.5 72.9 77.5 81.6 83.5

FF lb/h/Eng 931 880 844 819 805 802 802 814 826

39000

IAS kt 167 161 156 153 152 152 154 158 161

N1 % 51.6 55.0 59.0 63.3 67.3 71.4 76.2 80.4 82.3

FF lb/h/Eng 897 845 807 780 764 759 759 767 777

37000

IAS kt 164 158 154 150 148 147 149 153 155

N1 % 50.4 53.7 57.5 61.9 66.2 70.0 74.9 79.0 81.1

FF lb/h/Eng 863 810 770 742 724 717 716 721 730

35000

IAS kt 162 156 151 147 144 143 144 148 150

N1 % 49.2 52.3 56.1 60.4 64.8 68.6 73.3 77.6 79.8

FF lb/h/Eng 831 776 734 704 685 675 674 677 684

33000

IAS kt 160 153 148 143 141 139 140 142 144

N1 % 47.9 50.9 54.6 58.8 63.2 67.1 71.7 76.2 78.2

FF lb/h/Eng 798 742 699 668 647 635 632 633 638

31000

IAS kt 157 150 145 140 137 135 135 137 139

N1 % 46.6 49.5 53.1 57.1 61.5 65.7 69.9 74.7 76.6

FF lb/h/Eng 767 709 664 632 609 595 590 590 594

29000

IAS kt 155 148 142 137 133 131 131 132 133

N1 % 45.3 48.1 51.5 55.3 59.8 64.2 68.1 73.1 75.1 FF lb/h/Eng 736 677 631 596 572 556 549 549 552

27000

IAS kt 152 145 139 134 130 127 126 127 128

N1 % 43.9 46.6 49.8 53.6 57.9 62.4 66.4 71.1 73.4

FF lb/h/Eng 706 645 598 561 535 518 509 508 510

EMB-135 SOP

PERFORMANCE


6.4.2 08/01/16 Revision 0

HOLDING - (All Engines)

CRUISE CONFIGURATION, BLEED OPEN AIRSPEED: 1.3 VS OR 200 KIAS WHICHEVER IS HIGHER ANTI-ICE: ON (NO ICE ACCRETION) STANDARD ATMOSPHERE

WEIGHT (lb)


47000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 57.3 61.2 65.3 69.1 73.0 77.8 82.0 86.4 90.1 FF lb/h/Eng 1197 1141 1096 1066 1051 1047 1052 1076 1095

45000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 56.7 60.5 64.6 68.5 72.1 76.9 81.0 85.2 88.5 FF lb/h/Eng 1170 1112 1067 1035 1017 1013 1015 1035 1051

43000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 55.9 59.6 63.7 67.8 71.2 76.0 80.1 84.3 86.7 FF lb/h/Eng 1142 1084 1038 1004 984 981 980 995 1010

41000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 55.1 58.8 62.8 66.9 70.3 74.9 79.3 83.4 85.3 FF lb/h/Eng 1116 1057 1010 975 953 947 946 958 971

39000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 54.3 57.9 62.0 66.1 69.5 73.9 78.6 82.5 84.4 FF lb/h/Eng 1091 1032 983 947 924 915 915 923 934

37000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 53.5 57.1 61.1 65.2 68.8 72.9 77.7 81.6 83.5 FF lb/h/Eng 1068 1007 958 921 895 885 885 890 900

35000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 52.7 56.3 60.2 64.4 68.0 71.9 76.9 80.7 82.7 FF lb/h/Eng 1045 984 934 896 869 856 858 860 868

33000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 52.0 55.5 59.3 63.5 67.4 71.0 75.9 79.9 81.9 FF lb/h/Eng 1024 962 912 872 844 828 829 832 838

31000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 51.2 54.7 58.5 62.7 66.7 70.2 74.9 79.1 81.0 FF lb/h/Eng 1004 942 890 850 820 803 800 805 811

29000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 50.6 54.0 57.8 61.9 66.0 69.4 73.8 78.4 80.2 FF lb/h/Eng 985 922 870 829 798 778 773 781 785

27000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 49.9 53.3 57.0 61.1 65.2 68.6 72.8 77.7 79.4 FF lb/h/Eng 967 904 851 809 776 756 748 757 762

EMB-135 SOP

PERFORMANCE


Revision 0 08/01/16 6.4.3

HOLDING - (All Engines)

CRUISE CONFIGURATION, BLEED OPEN AIRSPEED: 1.3 VS OR 200 KIAS WHICHEVER IS HIGHER ANTI-ICE: ON (WITH ICE ACCRETION) STANDARD ATMOSPHERE

WEIGHT (lb)


47000 IAS kt 200 200 - 200 - 200 200 - 200 N1 % 57.3 61.2 - 71.1 - 79.6 83.4 - 91.3 FF lb/h/Eng 1329 1256 - 1152 - 1109 1107 - 1145

45000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 56.7 60.5 64.6 68.5 72.1 76.9 81.0 85.2 88.5 FF lb/h/Eng 1302 1228 1167 1120 1090 1075 1070 1085 1101

43000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 55.9 59.6 63.7 67.8 71.2 76.0 80.1 84.3 86.7 FF lb/h/Eng 1275 1200 1138 1090 1057 1042 1033 1044 1057

41000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 55.1 58.8 62.8 66.9 70.3 74.9 79.3 83.4 85.3 FF lb/h/Eng 1250 1174 1111 1061 1026 1009 999 1005 1017

39000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 54.3 57.9 62.0 66.1 69.5 73.9 78.6 82.5 84.4 FF lb/h/Eng 1225 1148 1084 1033 996 976 967 969 979

37000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 53.5 57.1 61.1 65.2 68.8 72.9 77.7 81.6 83.5 FF lb/h/Eng 1202 1125 1060 1007 968 946 937 935 943

35000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 52.7 56.3 60.2 64.4 68.0 71.9 76.9 80.7 82.7 FF lb/h/Eng 1180 1102 1036 983 942 917 909 904 910

33000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 52.0 55.5 59.3 63.5 67.4 71.0 75.9 79.9 81.9 FF lb/h/Eng 1159 1080 1014 959 917 889 880 875 880

31000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 51.2 54.7 58.5 62.7 66.7 70.2 74.9 79.1 81.0 FF lb/h/Eng 1139 1060 993 937 894 864 851 848 851

29000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 50.6 54.0 57.8 61.9 66.0 69.4 73.8 78.4 80.2 FF lb/h/Eng 1120 1041 973 917 872 840 824 823 825

27000 IAS kt 200 200 200 200 200 200 200 200 200 N1 % 49.9 53.3 57.0 61.1 65.2 68.6 72.8 77.7 79.4 FF lb/h/Eng 1102 1022 954 897 851 817 799 799 801

EMB-135 SOP

PERFORMANCE


6.4.4 08/01/16 Revision 0

DRIFTDOWN TABLE ANTI-ICE OFF

WEIGHT (lb) INITIAL DRIFTDOWN

GROSS LEVEL OFF ALTITUDE – FT (NET LEVEL OFF ALTITUDE - FT)

START DRIFTDOWN

LEVEL OFF

SPEED (KIAS)

ISA & BELOW ISA + 10 ISA + 15 ISA + 20

42000 40400 166 23940 (19710)

23890 (19610)

23580 (19450)

22790 (19040)

40000 38520 163 25310 (21300)

25260 (21220)

24920 (21080)

24100 (20470)

38000 36670 159 26560 (22780)

26440 (22710)

26070 (22490)

25290 (21790)

36000 34850 155 27910 (24270)

27770 (24230)

27240 (23910)

26440 (23110)

34000 32980 150 29630 (25740)

29210 (25690)

28620 (25340)

27910 (24530)

32000 31130 146 31790 (27540)

31630 (27290)

30690 (26810)

29540 (26120)

30000 29200 141 33470 (29560)

33510 (29130)

32350 (28580)

31340 (27870)

DRIFTDOWN TABLE ANTI-ICE ON WEIGHT

INITIAL SPEED (KIAS)

GROSS AND (NET) LEVEL OFF ALTITUDE - FT

START DRIFTDOWN

LEVEL OFF

ISA –10 ISA - 5 ISA ISA + 5 ISA + 10

42000 40100 166 23290 (19060)

22560 (18920)

21650 (17580)

20360 (15670)

18240 (13900)

40000 38100 163 24480 (20700)

23670 (20470)

22730 (19380)

21540 (17520)

19650 (15390)

38000 36200 159 25570 (22140)

24730 (21630)

23820 (20700)

22570 (19110)

20890 (17000)

36000 34500 155 26710 (23550)

25820 (22810)

24920 (21890)

23780 (20610)

22080 (18570)

34000 32700 150 27940 (24860)

27050 (24050)

26180 (23110)

25010 (21920)

23410 (20150)

32000 30800 146 29470 (26390)

28590 (25520)

27730 (24630)

26700 (23450)

25080 (21800)

30000 28800 141 30910 (27900)

30000 (27020)

29240 (26150)

28300 (24970)

26870 (23360)

EMB-135 SOP

PERFORMANCE

SECTION 6.5: APPROACH & LANDING

Revision 0 08/01/16 6.5.1

SECTION 6.5 APPROACH and LANDING

6.5.1 APPROACH CLIMB SPEED – FLAPS 9o

WEIGHT (lbs) VAC (KIAS) 26000 125 27000 126 28000 128 29000 131 30000 133 31000 135 32000 137 33000 139 34000 142 35000 144 36000 145 37000 147 38000 149 39000 151 40000 153 41000 155 42000 157 43000 158 44000 159 45000 161 46000 163 48000 165

EMB-135 SOP

PERFORMANCE


6.5.2 08/01/16 Revision 0

6.5.2 LANDING CLIMB AND REFERENCE SPEEDS

WEIGHT (lbs)

VREF - KIAS

FLAPS 45o FLAPS 22

o

26000 103 108 27000 104 110 28000 106 112 29000 108 114 30000 110 116 31000 112 118 32000 113 119 33000 115 121 34000 117 123 35000 119 125 36000 120 126 37000 121 128 38000 122 130 39000 124 131 40000 126 133 41000 127 134 42000 128 136 43000 130 138 44000 131 139 45000 133 141 46000 134 142

EMB-135 SOP

PERFORMANCE


Revision 0 08/01/16 6.5.3

6.5.3 FLAP MANEUVERING SPEED

These speeds allow for an inadvertent 15° overshoot beyond the normal 30° bank over stick shaker actuation.

FLAP MANEUVERING SPEED (KIAS) BELOW MSLW* ABOVE MSLW* CONDITIONS CONDITIONS

FLAPS GEAR NO ICING ICING NO ICING ICING 0o UP 180 200 180 200 9o UP/DN 160

18o/22o UP/DN 140 150

45o DN 140

*Maximum Structural Landing Weight as specified in Limitations Section.

6.5.4 FINAL APPROACH SPEED

VAPP = VREF + wind correction.

Wind correction = ½ steady headwind component + gust increment above steady wind.

For Flaps 45° landing, the minimum wind correction is 5 KIAS and the maximum is 15 KIAS.

For Flaps 22° landing performing CAT I approaches, the minimum wind correction is 5 KIAS and the maximum is 20 KIAS.

For Emergency and Abnormal procedures using Flaps 0°, 9° and 18°, the minimum wind correction is 0 KIAS and the maximum is 20 KIAS. For Flaps 22°, the minimum wind correction is 0 KIAS and the maximum is 15 KIAS. When there is wind and abnormal operation speed additives, use the sum of both corrections.

EMB-135 SOP

PERFORMANCE


6.5.4 08/01/16 Revision 0

6.5.5 LANDING A. UNFACTORED LANDING DISTANCES

1. Unfactored landing distance is the actual distance to land the airplane on a zero slope, ISA temperature, dry runway from a point 50 ft above runway threshold at Vref, using only the brakes and spoilers as deceleration device (i.e., no engine reverse thrust is used).

2. The required landing distance for dispatch is the unfactored landing distance increased by the 66.7% for dry runway or 91.7% for wet runway.

3. For obtaining the DRY runway factored distance, multiply unfactored landing distance by 1.667.

4. For obtaining the WET runway factored distance, multiply unfactored landing distance by 1.917.

NOTE: The landing distance correction factors mentioned in some emergency or abnormal procedures must be applied to the flap 45 unfactored landing distance

6.5.6 UNFACTORED LANDING DISTANCE TABLES FLAPS 22o

Weight (lb)

ALTITUDE 0 ft 1000 ft

WIND - (kt) -10 Kt 0 Kt 10 Kt 20 Kt -10 Kt 0 Kt 10 Kt 20 Kt

43000 4206 3638 3458 3284 4304 3726 3544 3366 41000 4047 3493 3319 3148 4139 3577 3399 3227 39000 3889 3350 3180 3014 3976 3429 3257 3088 37000 3737 3213 3047 2885 3819 3287 3119 2955 35000 3587 3076 2914 2757 3664 3146 2982 2823 33000 3432 2935 2777 2623 3504 3000 2841 2685 31000 3288 2802 2649 2499 3356 2864 2709 2557 29000 3147 2673 2523 2377 3210 2731 2579 2432 27000 3000 2538 2392 2249 3059 2592 2444 2301

Weight (lb)


WIND - (kt) -10 Kt 0 Kt 10 Kt 20 Kt

WND-10

-10 Kt Kt

0 Kt 10 Kt 20 Kt 43000 4406 3818 3632 3452 4513 3914 3725 3542 41000 4235 3664 3483 3308 4336 3755 3571 3393 39000 4066 3511 3336 3165 4161 3597 3419 3245 37000 3904 3364 3194 3027 3993 3445 3272 3103 35000 3744 3219 3053 2891 3828 3295 3127 2962 33000 3579 3068 2907 2749 3657 3140 2976 2817 31000 3425 2928 2771 2617 3499 2995 2836 2681 29000 3275 2791 2638 2488 3344 2854 2699 2547 27000 3120 2648 2499 2353 3184 2707 2556 2409

EMB-135 SOP

PERFORMANCE


Revision 0 08/01/16 6.5.5


(Continued)

Weight (lb)



43000 4625 4015 3822 3635 4741 4120 3925 3734 41000 4441 3849 3663 3481 4552 3949 3758 3574 39000 4260 3686 3505 3329 4364 3780 3595 3416 37000 4086 3529 3353 3182 4184 3617 3439 3265 35000 3915 3374 3203 3037 4007 3457 3284 3115 33000 3739 3214 3048 2886 3825 3292 3124 2960 31000 3575 3065 2903 2746 3655 3138 2974 2815 29000 3415 2919 2762 2609 3490 2988 2829 2673 27000 3250 2768 2615 2466 3320 2832 2677 2527

Weight (lb)



43000 4861 4230 4031 3838 4986 4344 4142 3945 41000 4665 4052 3859 3671 4783 4160 3963 3772 39000 4472 3877 3689 3507 4585 3978 3787 3601 37000 4285 3709 3527 3350 4391 3804 3619 3439 35000 4102 3544 3367 3195 4201 3633 3454 3279 33000 3914 3373 3202 3036 4006 3457 3283 3114 31000 3739 3214 3048 2886 3825 3293 3124 2960 29000 3568 3059 2898 2740 3649 3133 2969 2810 27000 3393 2899 2742 2589 3468 2967 2809 2654

Weight (lb)



43000 5117 4463 4257 4057 5253 4588 4378 4175 41000 4905 4272 4072 3878 5033 4389 4186 3988 39000 4700 4083 3889 3700 4820 4193 3996 3804 37000 4501 3903 3715 3531 4616 4007 3814 3627 35000 4304 3726 3544 3366 4412 3823 3637 3456 33000 4102 3544 3368 3196 4203 3634 3455 3281 31000 3915 3374 3204 3037 4009 3459 3286 3116 29000 3733 3209 3043 2882 3821 3289 3120 2956 27000 3546 3038 2878 2721 3627 3112 2949 2791

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PERFORMANCE


6.5.6 08/01/16 Revision 0


Weight (lb)



43000 3246 2781 2634 2493 3317 2845 2697 2553 41000 3139 2684 2542 2409 3207 2745 2600 2462 39000 3032 2591 2455 2323 3097 2647 2508 2375 37000 2924 2500 2366 2236 2989 2554 2419 2288 35000 2823 2408 2276 2148 2879 2459 2326 2197 33000 2720 2311 2181 2056 2772 2360 2229 2103 31000 2611 2209 2082 1959 2661 2256 2128 2003 29000 2501 2107 1982 1861 2549 2151 2025 1903 27000 2391 2003 1881 1762 2435 2045 1921 1802

Weight (lb)



43000 3391 2912 2762 2616 3469 2983 2830 2682 41000 3277 2809 2661 2519 3351 2876 2726 2581 39000 3165 2707 2565 2429 3235 2770 2625 2484 37000 3054 2610 2473 2341 3121 2669 2528 2394 35000 2939 2513 2379 2248 3006 2569 2433 2302 33000 2827 2411 2279 2151 2884 2464 2331 2202 31000 2713 2304 2175 2049 2766 2355 2224 2097 29000 2597 2196 2069 1946 2648 2244 2116 1992 27000 2481 2087 1963 1842 2529 2132 2007 1885

Weight (lb)



43000 3550 3056 2900 2750 3635 3132 2974 2821 41000 3428 2945 2794 2647 3508 3018 2864 2715 39000 3307 2836 2687 2544 3382 2904 2754 2608 37000 3189 2729 2585 2448 3259 2793 2646 2504 35000 3073 2626 2488 2356 3143 2687 2545 2411 33000 2947 2519 2385 2254 3015 2577 2441 2310 31000 2822 2407 2275 2147 2881 2461 2328 2199 29000 2701 2293 2164 2039 2756 2345 2214 2088 27000 2578 2179 2052 1929 2630 2227 2099 1976

EMB-135 SOP

PERFORMANCE


Revision 0 08/01/16 6.5.7


(Continued)

Weight (lb)



43000 3723 3211 3050 2894 3812 3294 3131 2973 41000 3592 3094 2937 2785 3679 3172 3012 2858 39000 3462 2976 2823 2675 3544 3051 2895 2745 37000 3334 2860 2711 2567 3411 2930 2779 2632 35000 3211 2749 2604 2466 3282 2814 2666 2523 33000 3084 2636 2497 2365 3154 2698 2555 2420 31000 2945 2518 2383 2253 3014 2576 2441 2309 29000 2813 2398 2267 2139 2873 2453 2320 2192 27000 2684 2278 2149 2024 2740 2330 2199 2073

Weight (lb)



43000 3905 3379 3214 3053 4002 3468 3300 3137 41000 3768 3253 3091 2934 3861 3338 3173 3014 39000 3630 3128 2970 2817 3719 3208 3047 2891 37000 3492 3003 2849 2700 3576 3079 2923 2771 35000 3356 2880 2730 2586 3434 2951 2799 2652 33000 3224 2761 2615 2476 3297 2827 2679 2536 31000 3084 2636 2497 2364 3155 2698 2556 2421 29000 2936 2510 2376 2246 3006 2569 2434 2302 27000 2797 2383 2252 2124 2857 2439 2306 2177

EMB-135 SOP

PERFORMANCE


6.5.8 08/01/16 Revision 0

6.5.8 CONTAMINATED RUNWAYS UNFACTORED LANDING DISTANCE

ADVISORY INFORMATION A. A runway is considered to be contaminated when more than 25% of the

runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following: Surface water more than 3 mm (0.125 in) deep, or by slush, or dry

snow, equivalent to more than 3 mm (0.125 in) of water; Snow which has been compressed into a solid mass which resists

further compression and will hold together or break into lumps if picked up (compacted snow); or

Ice, including wet ice. B. Contaminants can be classified as being: drag producing, for example

by contaminant displacement or impingement; braking friction reducing; or a combination of both. Runways contaminated with compacted snow, ice and wet ice are considered slippery, once there is no impingent drag and the braking friction coefficient reduces. Other contaminants, such as, standing water, slush or dry snow, combine both effects.

C. The contaminated unfactored landing distance is the actual distance to land the airplane after a stabilized approach, crossing a point at 50 ft above the runway threshold at VREF, on a zero slope runway, ISA temperature, using maximum manual braking effort.

D. The following tables present guidance information for obtaining the airplane landing distance on contaminated runways. The result is the worst value between wet and contaminated landing distance. It is the operator’s responsibility to evaluate the application of the factor above.

E. In order to find the contaminated landing distance, enter the table with the current contaminant, flaps configuration and actual landing weight and obtain a reference contaminated unfactored landing distance (CULDREF). 1. Apply corrections to the reference contaminated unfactored

landing distance according to the formula below: 2. Final altitude correction (%) = Altitude correction from the table

(paragraph 6.5.14) (Current Altitude in ft/1000 ft) 3. Final tailwind correction (%) = Wind correction from the table

(paragraph 6.5.14) (Current tailwind component in kt/5 kt) 4. Final overspeed correction (%) = Overspeed correction from the

table (paragraph 6.5.14) (Current overspeed in kt/5 kt)

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Revision 0 08/01/16 6.5.9

F. The unfactored landing distance on contaminated runways (CULD) becomes: Additional Distance = CULDREF x (Final Altitude Correction + Final Tailwind Correction + Final overspeed Correction) CULD = CULDREF + Additional distance

− Suppose: 1) Airport pressure altitude: 4000 ft 2) Wind: 10 kt headwind 3) Overspeed: VREF + 5 kt 4) CULDREF: 2000 ft 5) Altitude correction: 3% 6) Wind correction: 11% 7) Overspeed correction: 9%

− Calculations: 1) Final Altitude Correction = 3% x (4000 ft/1000 ft) =

12% 2) Final Tailwind Correction = 11% x (0 kt/5 kt) = 0% 3) Final Overspeed Correction = 9% x (5 kt/5 kt) = 9% 4) Unfactored landing distance on contaminated

runway: 5) Additional Distance = 2000 ft x (12% +0%+9%) =

2000 ft x 21% = 420 ft − CULD = 2000 ft + 420 ft = 2420 ft

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6.5.10 08/01/16 Revision 0

6.5.9 ADVISORY INFORMATION UNFACTORED LANDING DISTANCE TABLE (ft) CONTAMINATED RUNWAYS STANDING WATER 0.125”/SLUSH 0.15” WET SNOW 0.25 “ / DRY SNOW 0.625 in

WEIGHT (ft) FLAP 22° FLAP 45° 29000 6323 4930 30000 6501 5059 31000 6682 5190 32000 6874 5330 33000 7065 5469 34000 7257 5609 35000 7449 5748 36000 7658 5890 37000 7873 6033 38000 8088 6175 39000 8303 6318 40000 8517 6457 41000 8725 6596 42000 8933 6735 43000 9141 6874 44000 9349 7013

CORRECTIONS

ALTITUDE LANDING DISTANCE + 4% per 1000 ft above sea level.

WIND LANDING DISTANCE + 12% per 5 kt tailwind.

OVERSPEED LANDING DISTANCE + 8% per 5 kt above VREF.

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PERFORMANCE

SECTION 6.5: APPROACH &LANDING

Revision 0 08/01/16 6.5.11

6.5.10 ADVISORY INFORMATION UNFACTORED LANDING DISTANCE TABLE (ft) CONTAMINATED RUNWAYS STANDING WATER 0.25 in/SLUSH 0.29 in WET SNOW 0.50 “ / DRY SNOW 1.25“


CORRECTIONS




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6.5.12 08/01/16 Revision 0

6.5.11 ADVISORY INFORMATION UNFACTORED LANDING DISTANCE TABLE (ft) CONTAMINATED RUNWAYS STANDING WATER 0.50“/SLUSH 0.59” WET SNOW 1.00”/ DRY SNOW 2.50”


CORRECTIONS




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Revision 0 08/01/16 6.5.13

6.5.12 ADVISORY INFORMATION UNFACTORED LANDING DISTANCE TABLE (ft) CONTAMINATED RUNWAYS COMPACTED SNOW


CORRECTIONS




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PERFORMANCE


6.5.14 08/01/16 Revision 0

6.5.13 ADVISORY INFORMATION UNFACTORED LANDING DISTANCE TABLE (ft) CONTAMINATED RUNWAYS ICE


CORRECTIONS




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Revision 0 08/01/16 6.5.15

6.5.14 LANDING DISTANCE CORRECTION FACTOR

Emergency/Abnormal Procedure

Flaps - Speed Factor Advanced Stall Protection Flaps 45- VREF 45 + 5 kt 1.15 Aileron System Inop Flaps 22- VREF 45 + 30 kt 1.48 Both Hydraulic Systems Failure Flaps 22- VREF 45 + 30 kt 2.86 Brakes Degraded Flaps 45- VREF 45 1.24 Brakes Inoperative Flaps 45- VREF 45 1.40 Flap System Failure (1) Flaps 0- 8- VREF 45 +30 kt 1.65 Flap System Failure (2) Flaps 9-21- VREF 45 +10

kt 1.40

Flap System Failure (3) Flaps 22-44-VREF 45 + 5 kt 1.40 Hydraulic System 1 Failure Flaps 45- VREF 45 1.60 Hydraulic System 2 Failure Flaps 45- VREF 45 1.53 Inadvertent Spoiler Opening in Flight (spoilers closed or floating)

Flaps 22- VREF 45 + 10 kt 1.35

Inadvertent Spoiler Opening in Flight (spoilers open)

Flaps 22- VREF 45 + 10 kt 1.27

Inadvertent Stall Protect. Actuation

Flaps 45- VREF 45 + 5 kt 1.15

Jammed Aileron Flaps 45- VREF 45 + 5 kt 1.15 Jammed Elevator Flaps 22- VREF 45 + 10 kt 1.27 Jammed Rudder Flaps 22- VREF 45 1.13 Landing Gear Air/Ground Failure Flaps 22- VREF 45 + 30 kt 1.45 One Engine Inoperative Approach and Landing

Flaps 22- VREF 45 + 10 kt 1.48

Pitch Trim Inoperative (Pitch up tendency)

Flaps 22- VREF 45 + 10 kt 1.27

Pitch Trim Inoperative (Pitch down tendency)

Flaps 22- VREF 45 + 25 kt 1.44

Stabilizer Anti-Icing Failure Flaps 22- VREF 45 + 15 kt 1.32 Stabilizer + Wing Anti-Icing Failure

Flaps 22- VREF 45 + 30 kt 1.48

Stall Protection Inoperative Flaps 45- VREF 45 + 5 kt 1.15 Wing Anti-Icing Asymmetry Flaps 22- VREF 45 + 30 kt 1.48 Wing Anti-Icing Failure Flaps 22- VREF 45 + 30 kt 1.48

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6.5.16 08/01/16 Revision 0


EMB-135 SOP

PERFORMANCE

SECTION 6.6: QUICK TURN AROUND WEIGHT TABLES

Revision 0 08/01/16 6.6.1

SECTION 6.6 QUICK TURN AROUND WEIGHT

For normal operation, the brake temperature can be monitored through the brake temperature indication in the MFD. A. The Quick Turn Around Weight Table is used only when the brake

temperature indication is not working properly (according to the MMEL). In this case, if the landing weight exceeds the Quick Turn Around Weight, a subsequent takeoff must not be performed before 36 minutes after chocks on. At the end of this time interval, check that the wheel thermal plugs have not melted.

Parameters are provided for landing flaps 22 and flaps 45 at 1000 foot intervals from sea level.

NOTE: If the tires are not flat after 36 minutes this is a positive indication that the wheel thermal plugs have not melted.

NOTE All Quick Turn Around Weights in lb.

NOTE: All data in this section refer to EMB-135, all engine types and LR brakes.

NOTE Quick Turn Around tables can be found in AOM volume 1, performance section.

B. Quick Turn Around Tables are found in the AOM section 1-04-30; tables are for use if brake temperature indicators are inoperative; therefore are not required for normal operations.

C. Sample table appears on the next page.

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PERFORMANCE

SECTION 6.6: QUICK TURNAROUND WEIGHT TABLES

6.6.2 08/01/16 Revision 0

SAMPLE QUICK TURNAROUND TABLE: FLAPS 22o - SEA LEVEL

Temp. (oC)

WIND -10 Kt 0 Kt

SLOPE -2% -1% 0 1% 2% -2% -1% 0 1% 2%

-20 41842 42435 43083 43769 44362 46257 46907 47607 48358 49006 -15 41420 42008 42651 43331 43919 45765 46409 47103 47847 48489 -10 41019 41602 42240 42914 43497 45298 45936 46624 47361 47997 -5 40628 41206 41840 42507 43086 44842 45474 46158 46888 47518 0 40246 40818 41448 42110 42683 44397 45023 45701 46425 47049 4 39944 40513 41139 41796 42366 44045 44667 45341 46059 46679 8 39647 40211 40834 41487 42053 43698 44315 44985 45698 46314

12 39355 39916 40536 41184 41747 43359 43971 44637 45346 45957 16 39072 39629 40245 40889 41448 43028 43636 44299 45002 45609 20 38794 39347 39960 40600 41156 42704 43308 43967 44665 45269 24 38521 39071 39681 40317 40869 42386 42987 43641 44335 44935 28 38255 38801 39408 40040 40589 42076 42672 43323 44012 44608 32 37995 38538 39142 39770 40316 41773 42366 43013 43698 44290 36 37741 38280 38881 39505 40048 41477 42065 42709 43389 43978 40 37492 38028 38626 39247 39786 41186 41771 42412 43088 43673 44 37248 37782 38376 38994 39530 40903 41484 42121 42793 43374 48 37010 37540 38132 38746 39280 40625 41203 41837 42504 43082

-20 47887 48559 49277 50053 50721 49510 50203 50941 51652 52264 -15 47372 48037 48750 49518 50179 48968 49654 50385 51177 51858 -10 46882 47540 48248 49008 49663 48453 49132 49857 50641 51316 -5 46405 47057 47758 48512 49161 47951 48623 49343 50119 50788 0 45937 46584 47280 48026 48670 47459 48125 48839 49608 50271 4 45569 46210 46902 47643 48282 47071 47732 48442 49205 49863 8 45205 45842 46530 47265 47900 46689 47345 48050 48808 49460

12 44849 45481 46165 46895 47526 46315 46966 47666 48419 49067 16 44503 45130 45810 46535 47161 45950 46596 47293 48039 48683 20 44163 44786 45462 46182 46804 45593 46235 46927 47668 48308 24 43830 44449 45121 45836 46454 45243 45880 46568 47304 47939 28 43505 44120 44788 45498 46112 44901 45533 46217 46948 47579 32 43188 43798 44462 45168 45778 44567 45195 45875 46601 47228 36 42877 43483 44144 44845 45451 44240 44864 45540 46261 46884 40 42573 43175 43832 44529 45131 43920 44540 45212 45929 46547 44 42275 42874 43527 44219 44818 43607 44223 44892 45604 46219 48 41984 42579 43229 43917 44512 43301 43913 44578 45285 45897

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PERFORMANCE

SECTION 6.7: SIMPLIFIED FLIGHT PLANNING

Revision 1 01/05/18 6.7.1

SECTION 6.7 SIMPLIFIED FLIGHT PLANNING

6.7.1 FUEL REQUIRED LONG RANGE CRUISE

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6.7.2 01/05/18 Revision 1

6.7.2 FUEL REQUIRED MAX SPEED CRUISE

EMB-135 SOP

PERFORMANCE


Revision 1 01/05/18 6.7.3

6.7.3 FLIGHT TIME LONG RANGE CRUISE

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PERFORMANCE


6.7.4 01/05/18 Revision 1

6.7.4 FLIGHT TIME MAX SPEED CRUISE

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PERFORMANCE


Revision 1 01/05/18 6.7.5

6.7.5 CRUISE – WIND ALTITUDE TRADE The following tables allow the determination of the break-even wind in order to maintain the same ground specific range at another altitude than the one planned initially. Long Range Cruise or Maximum Speed Cruise tables are provided. The tables are based upon the performance of AE3007A1/3 engines, all engines operating.

A. These tables are based on the comparison between ground specific range at the new and actual altitudes. They do not consider climb/descent time, fuel and distances. The tables may be used in-flight, where the wind information is available and more accurate.

B. Evaluation Method 1. Check the wind factors for actual and new altitudes. 2. Calculate the difference between new and actual wind factors.

This number may be negative or positive. 3. The BREAK-EVEN WIND at the new altitude is the wind

component at actual altitude plus the difference calculated on step (2).

C. Example: 39000 lb of actual cruise weight, LRC: Actual Flight Level: FL 280, -10 kt (headwind) New Flight Level: FL 350, -20 kt (headwind) Wind factor FL 280 = 52, Wind factor FL 350 = 11 Difference = 11 (new FL) - 52 (actual FL) = -41 Break Even Wind = -10 (Wind actual FL) + (-41) (difference) = -51 kt Wind on FL 350. (20 kt headwind) is more favorable than Break-Even Wind (51 kt headwind). Therefore, climb to FL 350.

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6.7.6 01/05/18 Revision 1

D. CRUISE WIND ALTITUDE TRADE LONG RANGE CRUISE SPEED

WEIGHT (LB)

PRESSURE ALTITUDE (x 1000 FT) 37 36 35 34 33 32 31 30 29 28 27

27000 0 6 12 17 22 27 33 38 44 50 56 29000 0 6 12 18 23 28 34 39 44 50 56 31000 0 6 12 18 24 30 35 40 45 50 56 33000 0 6 12 18 24 30 36 41 46 51 56 35000 0 6 12 18 24 29 35 41 47 52 57 37000 0 6 12 17 23 29 35 41 47 53 58 39000 0 6 11 17 23 29 35 41 46 52 58 41000 0 6 12 17 23 29 34 40 46 52 58 43000 0 6 12 17 23 29 35 40 46 52 57 45000 0 7 13 19 24 30 36 41 47 53 58 47000 0 9 18 21 27 32 38 44 49 55 60

E. CRUISE WIND ALTITUDE TRADE MAXIMUM SPEED CRUISE

WEIGHT (LB)

PRESSURE ALTITUDE (x 1000 FT) 37 36 35 34 33 32 31 30 29 28 27

27000 0 18 35 52 69 87 106 126 147 169 192 29000 0 18 36 56 73 91 109 129 149 171 192 31000 0 17 35 54 75 94 112 126 145 164 185 33000 0 16 34 52 72 93 107 120 138 157 178 35000 0 15 32 50 69 86 100 114 132 150 169 37000 0 15 31 48 66 77 91 106 125 142 161 39000 0 14 29 45 60 71 83 97 115 134 152 41000 0 14 29 43 53 65 78 91 108 127 145 43000 0 17 29 41 50 62 74 87 104 122 140 45000 0 13 24 36 46 56 68 81 96 114 132 47000 0 9 18 29 38 49 60 71 87 102 119

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PERFORMANCE

SECTION 6.8: UNRELIABLE AIRSPEED TABLES

Revision 1 01/05/18 6.8.1

SECTION 6.8 UNRELIABLE AIRSPEED TABLES

6.8.1 UNRELIABLE AIRSPEED TABLES-ANTI-ICE OFF

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice OFF CLIMB THRUST

Pressure Altitude (Ft.) Weight (lb.) 30,000 35,000 40,000 45,000

0 (240 KIAS)

Pitch (degrees)

V/S fpm 13

4800 11

4000 10

3400 9

2900 10000

(240 KIAS) Pitch (degrees)

V/S fpm 9

3800 8

3100 8

2700 7

2200 20000

(0.56 M) Pitch (degrees)

V/S fpm 7

3500 6

2800 6

2300 5

1800 30000


V/S fpm 7

2700 6

2000 6

1600 6

1200 37000


V/S fpm 7

1800 7

1300 7

900 7

400

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice OFF CRUISE


15000 (250 KIAS)

Pitch (degrees)

N1 (%) 1

68.9 2

70.0 2

71.2 2

72.5 20000


N1 (%) 1

72.1 2

73.5 2

74.9 2

76.5 25000


N1 (%) 1

76.3 2

77.8 2

79.4 2

80.9 30000


N1 (%) 2

78.5 2

80.0 2

81.2 3

82.5 37000


N1 (%) 2

79.8 3

81.7 4

83.8 4

86.2

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice OFF FLIGHT IDLE DESCENT


0 (240 KIAS)

Pitch (degrees)

V/S fpm 3

1800 2

1700 2

1600 1

1600 10000


V/S fpm 3

2100 2

1900 2

1800 1

1800 20000


V/S fpm 2

2200 2

2100 1

2000 1

1900 30000


V/S fpm 2

2500 2

2400 1

2200 0

2100 37000


V/S fpm 2

2400 1

2200 0

2100 0

2100

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PERFORMANCE


6.8.2 01/05/18 Revision 1

6.8.1 UNRELIABLE AIRSPEED TABLES-ANTI-ICE OFF (Continued)

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice OFF HOLDING


5000 (200 KIAS)

Pitch (degrees)

%N1 3

54.1 3

55.9 4

57.9 5

59.9 10000


%N1 3

57.6 3

59.6 4

61.8 5

63.9

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice OFF TERMINAL AREA (5000 ft) - %N1 for level flight

FLAP POSITION (VREF + INCREMENT)

Weight (lb.) 30,000 35,000 40,000 45,000

0 (VREF45 +30)

Pitch (degrees)

%N1 7

48.9 7

52.5 7

55.7 7

58.8 9

(VREF45 +15) Pitch (degrees)

%N1 7

51.4 8

55.1 8

58.2 8

61.3

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice OFF FINAL APPROACH (1500 ft) - %N1 for 3o Glideslope


Weight (lb.) 30,000 35,000 40,000 45,000

22 (VREF22 + 10)

Pitch (degrees) %N1

3 47.5

3 50.8

4 53.5

4 56.0

45 (VREF45 +10)

Pitch (degrees) %N1

0 59.5

0 63.4

0 66.7

0 69.6

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PERFORMANCE


Revision 1 01/05/18 6.8.3

6.8.2 UNRELIABLE AIRSPEED TABLES ANTI-ICE ON

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice ON CLIMB THRUST


0 (240 KIAS)

Pitch (degrees)

V/S fpm 12

4700 11

3900 10

3400 9

2800 10000


V/S fpm 8

3500 8

2800 7

2400 7

1900 20000


V/S fpm 6

3000 5

2300 5

1900 5

1500 30000


V/S fpm 6

2000 5

1400 5

1100 5

700 37000


V/S fpm 6

1200 6

700 6

400 6 0

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice ON CRUISE


15000 (250 KIAS)

Pitch (degrees)

%N1 1

68.9 2

70.0 2

71.2 2

72.5 20000


%N1 1

72.1 2

73.5 2

74.9 2

76.5 25000


%N1 1

76.3 2

77.8 2

79.4 2

80.9 30000


%N1 2

78.5 2

80.0 2

81.2 3

82.5 37000


%N1 2

79.8 3

81.7 4

83.8 4

86.3

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice ON FLIGHT IDLE DESCENT


0 (240 KIAS)

Pitch (degrees)

V/S fpm 1

900 0

900 0

900 0

900 10000


V/S fpm 1

1200 1

1200 0

1200 0

1200 20000


V/S fpm 1

1300 0

1300 0

1300 1

1300 30000


V/S fpm 1

1400 0

1400 0

1400 1

1400 37000


V/S fpm 1

1700 0

1600 0

1600 1

1500

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6.8.4 01/05/18 Revision 1

6.8.2 UNRELIABLE AIRSPEED TABLES ANTI-ICE ON (Continued)

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice ON HOLDING


5000 (200 KIAS)

Pitch (degrees)

%N1 3

54.1 3

55.9 4

57.9 6

61.8 10000


%N1 3

57.5 3

59.6 4

61.8 6

65.8

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice ON TERMINAL AREA (5000 ft) - %N1 for level flight


Weight (lb.) 30,000 35,000 40,000 45,000

0 (VREF45 +30)

Pitch (degrees)

%N1 7

48.9 7

52.5 7

55.7 7

61.3 9


%N1 7

51.5 8

55.1 8

58.3 8

63.9

Airplane: EMB 135; Engine: AE3007A1/3; Anti–Ice ON FINAL APPROACH (1500 ft) - %N1 for 3o Glideslope


Weight (lb.) 30,000 35,000 40,000 45,000

22 (VREF22 + 10)

Pitch (degrees)

%N1 3

47.6 3

50.7 4

53.5 4

58.0 45


%N1 0

59.5 0

63.4 0

66.7 0

72.0

EMB-135 SOP

WEIGHT & BALANCE


Revision 1 01/05/18 7.0.1

Title Page

CHAPTER SEVEN: WEIGHT AND BALANCE Introduction ............................................................................... Section 7.1

1. Standard Terms and Definitions ............................................ 7.1.1 General Data ............................................................................ Section 7.2

1. Balance Reference System ................................................... 7.2.1 2. Fuel Data ............................................................................... 7.2.2 3. Miscellaneous Fluids ............................................................. 7.2.2 4. Pitch Trim Setting .................................................................. 7.2.3 5. Passengers ............................................................................ 7.2.3 6. Flight Crew Items ................................................................... 7.2.4 7. Summer/Winter Changeover Dates ....................................... 7.2.4

Index System ............................................................................ Section 7.3 1. Introduction ............................................................................ 7.3.1 2. Index Influence....................................................................... 7.3.2 3. Fuel Index Variation ............................................................... 7.3.3 4. OEW/OEI Determination ........................................................ 7.3.5 5. Center Of Gravity Curtailments.............................................. 7.3.6

Operational Procedures ............................................................ Section 7.4 1. Purpose .................................................................................. 7.4.1 2. Loading Analysis .................................................................... 7.4.1 3. Curtailments ........................................................................... 7.4.4 4. Summary ................................................................................ 7.4.7 5. Sample Maximum Loading Chart .......................................... 7.4.8

W&B Program for iPad ............................................................. Section 7.5 1. iFly Program for iPad ............................................................. 7.5.1 2. iFly Data Entry ....................................................................... 7.5.2 3. Sample Entries....................................................................... 7.5.4 4. Preferences Tab .................................................................. 7.5.10

EMB-135 SOP

WEIGHT & BALANCE


7.0.2 08/01/16 Revision 0


EMB-135 SOP

WEIGHT & BALANCE


Revision 0 08/01/16 7.1.1

Section 7.1: INTRODUCTION

This Section contains information equivalent to the Weight and Balance manual and is intended to assist the operator in defining the weight and balance system and constrained CG limits.

7.1.1 STANDARD TERMS AND DEFINITIONS A. EQUIPPED EMPTY WEIGHT (EEW) OR MANUFACTURER EMPTY

WEIGHT (MEW): EEW/MEW is the weight of structure, power plant, instruments, interior furnishings, systems, optional, portable, and emergency equipment and other items of equipment that are an integral part of the airplane configuration. It is essentially a dry weight, including only those fluids contained in closed systems such as oxygen, fire extinguisher agent, landing gear shock absorber fluid, etc.

B. BASIC EMPTY WEIGHT (BEW): BEW is the MEW plus the weight of the following items: − APU oil − Engine oil − Hydraulic fluid − Unusable fuel

C. OPERATIONAL EMPTY WEIGHT (OEW) OR DRY OPERATING WEIGHT (DOW) OEW is the BEW plus the weight of the operational items. Operational items are those necessary for airplane operation and not included in the BEW. The operational items are: − Crew and crew baggage − Navigation kit (manuals, charts, etc.) − Catering (beverages and foods) and removable service equipment

for galley (such as standard units, etc.) − Lavatory rinse water − Lavatory chemical fluid

D. ACTUAL ZERO FUEL WEIGHT (AZFW) The OEW plus actual payload.

E. PAYLOAD OR TOTAL TRAFFIC LOAD The weight of passengers, baggage and cargo.

F. MAXIMUM ALLOWABLE PAYLOAD The maximum approved weight that can be loaded into the airplane. Maximum payload is the Maximum Zero Fuel Weight (MZFW) less Operational Empty Weight (OEW).

G. MAXIMUM DESIGN ZERO FUEL WEIGHT (MZFW) The maximum authorized weight before usable fuel be loaded. The MZFW is related to airplane structural limitations.

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WEIGHT & BALANCE


7.1.2 08/01/16 Revision 0

H. MAXIMUM DESIGN RAMP WEIGHT (MRW) The maximum authorized ramp weight.

I. MAXIMUM DESIGN TAKEOFF WEIGHT (MTOW) The maximum authorized weight for takeoff.

J. MAXIMUM DESIGN LANDING WEIGHT (MLW) The maximum authorized weight for landing.

K. MINIMUM OPERATING WEIGHT (MOW) The minimum authorized weight to operate the airplane.

L. CENTER OF GRAVITY (CG) The position where the mass of the aircraft is considered concentrated for balance purposes. It is normally referred to in terms of %MAC.

M. AIRPLANE DATUM A plane perpendicular to the fuselage centerline from where all arm measurements are taken.

N. MEAN AERODYNAMIC CHORD (MAC) The chord of an imaginary rectangular airfoil with the same area of the actual wing and which produces the same resulting force vectors of the actual wing. The aircraft forward and aft CG limits are referred to in terms of %MAC.

O. INDEX SYSTEM A convention for presenting aircraft or body moments. It is the moment of the body converted to a different measuring system.

EMB-135 SOP

WEIGHT & BALANCE

SECTION 7.2: GENERAL DATA

Revision 1 mm/dd/yy 7.2.1

SECTION 7.2 GENERAL DATA

The general data presented in this section is intended to be used for specific weight and balance calculations and is equivalent to the information contained in the Weight & Balance Manual.

For maximum gross weights and center of gravity limits refer to chapter 3, Limitations, of this manual.

7.2.1 BALANCE REFERENCE SYSTEM A. BALANCE ARMS/BODY STATION

1. Longitudinal location of the Centers of Gravity (CG) identified throughout this Manual regarding airplane and components will be referred to as Balance Arms. Balance Arms are the distance in inches from the Airplane Datum which is located at the zero station of the fuselage.

2. Balance Arms (BA) are equivalent to Body Station (BS) on the EMB-135LR models.

B. AIRPLANE DATUM 1. The Airplane Datum is a plane, perpendicular to the fuselage

centerline, located at 456.50 in ahead of the wing stub front spar. For external reference, the Datum is located at 570.63 in ahead of the wing jack points.

C. WING MEAN AERODYNAMIC CHORD (MAC) 1. The length of the MAC is 112.80 in. The leading edge of the MAC

(LEMAC) is Balance Arm 495.83 in. Percentage of MAC is obtained using the following formula: %MAC= (X-495.83) x 100112.80 where X=Balance Arm of airplane CG measured in inches.

Figure 6.2-1 CG of EMB 135.

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WEIGHT & BALANCE


7.2.2 08/01/16 Revision 0

7.2.2 FUEL DATA A. FUEL DEFINITIONS

USABLE FUEL - Is the fuel to be effectively consumed by the engines.

UNUSABLE FUEL - Is the fuel remaining after total usable fuel has been consumed.

DRAINABLE FUEL - Is that portion of fuel which can be drawn off through fuel drains with the airplane leveled.

UNDRAINABLE FUEL - Is that portion of fuel which cannot be drawn off by standard draining procedures.

B. FUEL QUANTITIES (EMB-135 LRMODELS)

FUEL CATEGORY VOLUME (US GAL)

WEIGHT (LBS)

CG BALANCE ARM (IN)

UNUSABLE UNDRAINABLE 2.6 17.6 501.34 UNUSABLE DRAINABLE 9.0 60.8 501.34

TOTAL UNUSABLE 11.6 78.4 501.34 USABLE 1689.8 11434.8 518.0

7.2.3 MISCELLANEOUS FLUIDS

FLUID WEIGHT

(LBS) CG BALANCE

ARM (IN) ENGINE OIL (1) 53.0 739.65 APU OIL (1) 9.0 930.71 HYDRAULIC WITH THRUST REVERSER 75.0 608.27 LAVATORY CHEMICAL FLUID 15.4 670.47 LAVATORY RINSE WATER 44.1 673.62

NOTE: 1) Engine oil density (ref. MIL-L-7808): 8.17 lb/US Gal.

2) Hydraulic fluid density (ref. SAE AS 1241A TYPE IV): 8.26 lb/US Gal.

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7.2.4 PITCH TRIM SETTING

NOTE: For takeoff when setting pitch trim to 8, first select 7 and stop trimming immediately when the value 8 is displayed. When setting pitch trim to 4, first select 5 and stop trimming immediately when the value 4 is displayed.

PITCH TRIM TAKEOFF SETTING CG POSITION

(%) < 25% <28 <32 <35 <38


7.2.5 PASSENGERS

The passenger location and respective balance arm are shown in the applicable Interior Arrangement (AFMS STC ST03158CH-D). A. PASSENGER WEIGHT

1. Actual or average passenger weights may be used to compute passenger loads.

2. Actual passenger weights should be used in case of flights carrying large groups of passengers whose average weight obviously does not conform with the normal standard weight such as athletic squads or other groups which are smaller or larger than the local average. The actual passenger weight may be either determined by scale weighing of each passenger, or by asking each passenger their weight and adding there to a predetermined constant to compensate the hand-carried articles and clothing.

3. According to AC 120-27E, the following standard average weights may be adopted: Summer Operation (May 1 to Sep 30): − Adult passenger (*) ................................................ 190 lb − Male ........................................................................ 200 lb − Female ................................................................... 179 lb − Children (age 2-12) .................................................. 82 lb Winter Operation (Oct 1 to Apr 30): − Adult passenger (*) .............................................. 195 lb − Male ...................................................................... 205 lb − Female .................................................................. 184 lb − Children (age 2-12) ................................................. 87 lb

(*) Adult passenger weights are applicable only where the mix of male and female passengers is 60% / 40% respectively.

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NOTE: All passengers weights, except children, include 16 lb of carry-on baggage. Children under age 2 are considered "babies-in-arms" and children over age 12 should be treated as adult passengers for purposes of standard average weights.

7.2.6 FLIGHT CREW ITEMS

ITEM WEIGHT

(LBS) CG BALANCE

ARM (IN) PILOT 190 145.08 COPILOT 190 930.71 OBSERVER 190 167.64 FWD ATTENDANT 170 185.00 AFT ATTENDANT 170 646.46 PILOT FLIGHT BAG 20 152.87

NOTES: The adopted flight crew items are in accordance with the approved average weight, not including the respective carryon baggage.

The crewmembers and attendants weights presented herein refer to male. (FAA AC120-27E). Female FA’s average weight is 160 lbs.

- The balance arm of the Crewmember Roller Bag and the Flight Attendant Kit is the same as the balance arm of the Wardrobe or Galley in which they are located (refer to section AFMS STC ST03158CH-D for more information).

7.2.7 SUMMER/WINTER CHANGEOVER DATES A. Summer weights are used from May 1 through September 30. B. Winter weights are used from October 1 through April 30.

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SECTION 7.3: INDEX SYSTEM

Revision 0 08/01/16 7.3.1


7.3.1 INTRODUCTION A. When determining the aircraft center of gravity position it is necessary to

make calculations adding and/or subtracting the moment caused by each individual item loaded in the aircraft.

B. Moment, per definition, is weight multiplied by the distance to a reference point. If the moment of the aircraft and of the items loaded on it are computed in reference to the aircraft datum, very long numeric expressions would result.

C. As the operational usage of long numeric expressions may result in safety problems (since personnel may get confused with the long numbers), airlines usually adopt an Index System for weight and balance purposes.

D. The Index System is just a convention for presenting aircraft or body moments on a different measuring system. When using the Index System, short numeric expressions result.

E. The Index System formula is presented below: I = W x (ArmA) +C B Where: I = Index W = Aircraft or body weight Arm = Aircraft or body center of gravity A= Reference arm. Selected arm around which all index values are

calculated. On the balance chart CG envelope, the Reference Arm CG% line is the only vertical CG% line. (*)

B= Constant used as a denominator to convert moment values into index values. On the balance chart CG envelope, B controls the CG% lines splay (splay decreases with increasing B). (*)

C = Constant used as a plus value to avoid negative index figures. It is only used when computing the aircraft Operating Empty Weight Index (OEI), and is not used when computing individual bodies index influence. On the balance chart CG envelope, the Reference Arm CG% vertical line is at C index units. (*)

(*) - Values for A, B and C may be chosen at the operator discretion.

The Embraer recommended Index System formulas are: I = W x (Arm515) +C B

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7.3.2 INDEX INFLUENCE

Index influence is the variation of index when a body is loaded or unloaded from the aircraft. It is usually referred in index units per kilogram for variable weight bodies (cargo, catering, etc.), index units per passenger when computing passenger influence or index units for fixed weight bodies (flight attendant, cockpit observer, etc.).

Item Arm (in.) Reference Weight (lb)

Index Influence

Cargo/Baggage 750.00 1 +0.14 IU/lb Forward Galley 190.55 1 0.19 IU/lb Aft Galley 216.54 1 0.17 IU/lb Wardrobe 216.54 1 0.17 IU/lb Cockpit Observer 165.35 190 3.82 IU Pax Cabin A 330.71 190 2.01IU/Pax Pax Cabin B 462.99 190 0.57 IU/pax Pax Cabin C 593.70 190 +0.86 IU/Pax

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7.3.3 FUEL INDEX VARIATION

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7.3.4 OEW/OEI DETERMINATION A. The OEW (Operational Empty Weight) is the BEW plus the weight of

the operational items (crew, catering, lavatory fluid, etc.). The OEI (Operational Empty Index) is the index for the OEW.

B. In order to determine the OEW and OEI, it is necessary to add to the BEW all the weight and moment variations referent to the operational items. The BEW is obtained from the airplane weighting record.

7.3.5 CENTER OF GRAVITY CURTAILMENTS A. The airplane weight and balance calculations are normally performed

assuming that passengers are evenly distributed along the airplane cabin and that the crew, passengers and movable items are fixed in a pre-determined position.

B. For all practical purposes, however, it is known that passengers may not be evenly seated, flight attendants move along the cabin, the landing gear retracts, etc. All these movements, not previously expected in the weight and balance calculations, may result in deviations from the assumed load distribution.

C. For these reasons, some aeronautical authorities (including FAA AC120-27E) require that airlines use an Operational CG envelope, which is the AFM certified CG envelope reduced by a CG margin to account for the possible deviations from the assumed load distribution. This process is known as Center of Gravity Curtailment.

D. There are 3 basic types of CG curtailments: 1. Takeoff and landing allowances: These are the deviations that

affect the CG position for takeoff and landing. Uneven distribution of passengers, flap and landing gear movement and cargo/baggage shift are considered takeoff and landing allowances.

2. Flight allowances: These are the deviations that affect the CG position in flight. All takeoff and landing allowances plus flight attendant and catering service movement are considered in-flight allowances.

3. Fuel allowances: If the airline does not wish to check the CG position at the landing weight, it is necessary to consider a fuel allowance due to CG shift caused by the reduction of fuel quantity during the flight. In addition, it may be necessary to consider an allowance due to variations in the fuel density.

E. The CG curtailment process is a critical procedure because the amount of CG margin (curtailment) depends on the possible deviations considered by the airline. If excessive deviations (allowances) are considered by the airline, a very thin Operational CG envelope may be obtained, resulting in huge difficulties to balance the airplane during airline operations. On the other hand, if few deviations (allowances) are considered, a large Operational CG envelope is obtained, but safety

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may be jeopardized by CG deviations from the assumed load distribution.

F. Allowances: 1. Negligible allowances are flap movement and fuel density

variations. 2. There is a reduction of 10155.15 lb.in of the moment in respect the

airplane datum when the landing gear is retracted. 3. When a 170 lb Flight attendant moves to the cockpit there is a

4017 lb.in change in the moment. G. AFT FLIGHT ALLOWANCES

A reasonable aft flight allowance is to consider the movement of the forward flight attendant and a trolley to the aftermost row combined with the movement of a mid-cabin passenger to the lavatory. Therefore, the aft flight allowance will be +109637 lb.in, adopting the most restrictive situation.

H. SEATING ALLOWANCES 1. Seating allowance is a result of uneven passenger distribution

along the cabin. If the mass of all passengers is assumed to be equally distributed along the cabin, a margin (called seating allowance) must be considered to compensate for the variation in passenger seating locations. Manual load sheets usually use the Cabin Area Trim method, where passengers are considered evenly distributed along the passenger cabin, thus requiring seating allowance consideration.

2. The typical passenger loading sequence is based on the window and aisle seating concept, according to which, for forward seating allowances, window seats are filled from forward to aft and, after all windows are occupied, the aisle seats are filled from the most forward to the most aft. For aft seating allowances, the same concept is used but with an aft-to-front filling sequence.

3. In order to determine the total seating allowance of the aircraft the operator may divide the passenger cabin into zones. Each zone has its own centroid where the total weight of the related passengers may be concentrated. The centroid is determined by the weight average arms of each passenger position considered inside each zone.

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7.3.5 CENTER OF GRAVITY CURTAILMENTS (Continued) 4. The seating allowance applied to the CG envelope is the sum of the

largest moment variation of each cabin zone. The moment variation is defined by the difference between the actual pax distribution moment and the moment of the same amount of passengers concentrated in the centroid of the cabin zone considered.

NOTE: Seating allowance does not need to be considered if passenger index influence is calculated by seat row, i.e., if the individual moment variation for each passenger is considered. Seat Row Trim is normally used on computerized weight and balance systems, like Departure Control Systems (DCS).

I. FUEL ALLOWANCES 1. There are some conditions under which it is possible to have both

ZFW-CG and TOW-CG located inside the CG envelope and the LW-CG outside of the CG envelope. This behavior is caused by the particular fuel loading characteristics of the aircraft, where the initial fuel loaded causes a forward moment and then higher fuel loading causes an aft moment (see the fuel index tables, where light fuel loads result in negative indexes and high fuel loads results in positive indexes).

2. In order to prevent the LW CG from being located outside of the CG envelope, the idea is to determine a constrained ZFW envelope, in which the fuel loading curve is always located inside the CG envelope.

J. CONSTRAINED CENTER OF GRAVITY LIMITS 1. In order to determine the constrained CG envelope, the allowances

must be added to the certified CG envelope. K. CONSTRAINED ZFW LIMITS

1. In order to determine the constrained ZFW CG envelope, it is necessary to convert the constrained CG envelope to the index system and then apply the fuel allowances.

2. When the fuel quantity is equal to or less than the one specified in the table below, the ZFW envelope without constraint may be used, because fuel burn always makes the CG move backward. In this case, it must be checked if ZFW-CG, TOW-CG and LW-CG are located inside the CG envelope. − EMB-135 LR ....................................................... 6349 lbs

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SECTION 7.4: OPERATIONAL PROCEDURES

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7.4.1 PURPOSE A. The weight and balance calculation system described herein meets

all the requirements of the AFM and Advisory Circular AC120--27E (herein after called the “AC”) and Operations Specification A098. The objectives of the computation systems are twofold: 1. To positively ensure that the aircraft is never outside of its

approved center of gravity (cg) limits from engine start, through taxi, takeoff, flight, landing, taxi, and parking. Furthermore, that the aircraft never exceeds any design structural weight limitation, including maximum ramp (taxi) weight, maximum takeoff weight, maximum landing weight, and maximum zero fuel weight. Finally, that the aircraft never exceeds maximum takeoff or landing weight set by performance criteria.

2. To provide a rapid and accurate calculation system that yields an aircraft weight and center of gravity within reasonable error limits. Reasonable, in this case, means that the calculation system adds no more error to the resulting aircraft weight and center of gravity than is unavoidably inherent in such calculations due to errors intrinsic to the input data. The error budget is described in a later section. In addition, the known errors are handled by curtailing the cg envelope to avoid any accidental violation of the cg – weight envelope. The weight and balance calculation system described herein is software which runs on an iPad and calculates the weight and cg by summing the weight and moment of each payload item and displaying them on the screen with the cg envelope superimposed. If a violation occurs, it displays the payload item(s) that have caused the cg violation. Additionally, the software checks for maximum structural capacity for each payload location e.g. forward cargo, forward closet, cabin floor loading, etc.

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7.4.2 LOADING ANALYSIS A. The center of gravity limits are published in the Aircraft Flight Manual

(AFM). Two sets of cg limits are displayed; the solid lines are for takeoff and landing operations and the dashed lines for inflight (cruise) operations. The forward inflight cg limit is wider than the takeoff or landing limit, since nose wheel loading, low speed controllability, and second segment climb limits, which primarily determine the forward takeoff and landing limit, are not a factor during cruise. The AC divides turbine aircraft into three categories based upon maximum certificated seating capacity: large cabin aircraft with 71 seats or more, medium cabin aircraft with 30 to 70 seats, and small cabin aircraft with 5 to 29 seats. This aircraft is certified for 37 passenger seats, which places it in the medium cabin category. The AC states that in order for medium cabin aircraft to be treated like large cabin aircraft and use the standard passenger weights listed for large cabin aircraft, the aircraft must meet two loading criteria: one, that the aircraft’s BOW (Basic Operating Weight) is located within the zero fuel envelope, and two, that when full passengers and full baggage are loaded on the aircraft the resultant zero fuel weight is located within the zero fuel envelope. Figure 2 shows that this aircraft meets the two loading criteria. The BOW shown includes two flight crew, a flight attendant, and normal stores and fluids for passenger legs. The aircraft has overhead bins and a carry-on baggage program (See UJC GOM Chapter 7).

B. To avoid curtailments based on male/female/child ratios, the standard summer and winter weights from table 2.1 of the AC (190 and 195 pounds) are used;; which includes a personal item and a carry-on bag, which is stowed in the overhead bin or under the seat for takeoff and landing. The passenger loading method is random seating utilizing the W.A.R. method (window seats are filled first, then the aisle seats then any remaining seats (not available in this aircraft)). It is the crews responsibility to assure that the passengers are evenly distributed throughout the cabin. In order to minimize the error due to random seating, the cabin is divided into two sections: forward, rows 1 through 5, and aft, rows 6 through 10. In the case of non--standard passengers (e.g. athletic squads or children) the loading will be corrected for the weight deviation from standard (the instructions in section 13.4.2 explain the procedure). The standard baggage weights from the AC will be used, 30 pounds for checked bags and 60 pounds for heavy bags. Non--standard baggage (e.g. golf clubs, trunks, etc.) will be weighed, and the actual weight used. For cargo, gross weight should be used.

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C. The aircraft has an STC for 30 passengers (ten rows of 3 abreast seating with a 36 inch pitch). The airplane is limited to a maximum allowable payload (passengers and baggage) of 7500 pounds to qualify for part 135 operations. The cargo area is subdivided into 3 areas, A, B, and C with a maximum capacity of 735 pounds each.

D. EXAMPLE OF CENTER OF GRAVITY LIMITS

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E. In order to minimize the curtailment of the cg envelope due to crew and movement, the following procedures should be observed: the crew shall insure that during cruise, passengers are more or less evenly distributed throughout the cabin, i.e. no large groups are located near the rear or forward section of the cabin compartment. Grouping, if necessary, should be done in the center of the cabin, which will minimize the cg shift, since the centroid of the passengers will remain approximately the same. The aircraft is equipped with an aft lavatory and forward galley. No lines shall form for the lavatory; only one passenger at a time may use the lavatory. Only one passenger at a time may move forward and may not move forward of row 1. These procedures dictate that the most detrimental cg shifts during cruise will be: 1) an average aft passenger moving to row 1 (forward cg shift) and 2) a flight crewmember moving to the lavatory, or the flight attendant and galley cart moving to the aft cabin (aft cg shift);; since the flight crewmember cannot move past the galley cart, only one of the aft cg shifts can occur at once.

7.4.3 CURTAILMENTS: A. Note all curtailments will be computed as moments, and for the

purposes of this report the effective cg shift, in percent mean aerodynamic chord (%MAC), of that moment will be depicted at a reference weight of 32,000 pounds. The magnitude of the curtailments in %MAC is inversely proportional to aircraft weight, since the effect of a fixed moment error shrinks proportionately as aircraft weight increases. Moment losses shift the cg forward and moment gains shift the cg aft.

B. FUEL: The exact moment arms are used for fuel computations;; therefore no error is possible in fuel center of gravity computations. Also, the entire cg--weight trajectory from takeoff to landing is displayed, so no curtailment is required for fuel consumption. The only error is in the weight of fuel on board. Capacitance fuel gauges, properly calibrated, are accurate to +/--2% of the fuel load. The aircraft has a usable fuel load of 1690 gallons or 11,400 pounds. Thus with full fuel, a maximum error of +/--228 pounds is possible. To compensate for this error, gross takeoff weight should be rounded up for performance criteria. The fuel density used in the software is 6.7 pounds per gallon. The minimum and maximum densities that can be expected are 6.5 and 6.9 pounds per gallon respectively. The fuel arm is always forward of the cg envelope centroid, thus denser fuel can only shift the cg forward from what is computed, and less dense fuel can only shift the cg aft of what is computed. The most critical fuel cg occurs at 1313 gallons and is 507.5 in. Fuel density variation will generate moment difference by a factor of the density difference times the fuel volume multiplied by the fuel arm at that volume. This is calculated as follows: Fuel Volume x (density variation) x fuel arm:

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Fwd. moment difference = 1313 (6.9 – 6.7) 507.5 = 133,270 lb.in. Aft moment difference = 1313 (6.5 – 6.7) 507.5 = --133,270 lb.in.

Note: when dividing total moment by total weight to obtain cg, the higher fuel density also increases the total weight;; and the lower fuel density decreases the total weight, the resulting changes are cg is small, exactly +/--.145 %MAC.

C. Consumables: Lavatory charge is retained in the holding tank. Oil and hydraulic fluid consumption is negligible. Since only snacks and beverages are served, the maximum per capita consumption is one pound per flight. The moment gain due to catering is then: # of pax x (per capita consumption) x (cabin centroid – galley arm) = 30*1*(448 – 216.5) = 6945 lb.in. or .192% MAC at 32,000 pounds. Rinse water is vented overboard, the maximum expected per flight is 4 gallons or 32 pounds. The arm of the potable water tank is 673.5 in. The moment loss is then 32 x 673.5 = 21,552 lb.in. However the moment loss is accompanied by a weight loss, the net cg shift forward is .127% MAC. The net cg shift for consumables is then .192 -- .127 = .065 %MAC

D. Cargo: The actual arm of the baggage should be not more than 10% of the cargo compartment length from the cargo compartment centroid. The 3 compartments are 40 in. long. The maximum expected baggage is 30 standard bags (30 pounds each) or 900 pounds. The maximum expected moment error is then 3*40*300*/10 = 3600 lb.in. or .1% MAC at 32,000 pounds.

E. Passenger movement: The moment loss due to an aft passenger moving to row 1 equals: pax weight (minus personal item)*(row 1 arm -- aft cabin centroid) = 180 * (284 -- 540) =-- 46,080 lb.in. For the purposes of depiction this converts to --1.277 %MAC at a reference weight of 32,000 pounds. The software computes this value dynamically based on the standard passenger weight set in the ‘Preferences’ of the software. Higher standard passenger weights will increase the moment shift and lower passenger weights will reduce this moment shift.

F. Crew Movement: The moment gain due to a crewmember moving to the lavatory is computed as: crewmember wt. * (lavatory arm – cockpit arm) = 190 * (670 – 143) = 100,130 lb.in. This converts to 2.774% MAC at 32,000 pounds. The moment gain due to a flight attendant moving from her station to the aft cabin plus the gain due to the galley cart moving to the aft cabin is: FA wt. (aft cabin centroid – FA seat arm) + cart wt. (aft cabin centroid – galley arm) = 170 * (540 –181) + 100 * (540--216) = 93,430 lb.in. or 2.588 % MAC at 32,000 pounds. Since a pilot cannot move to the lavatory with the cart in the aisle, only the crewmember movement (worst case) is used.

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7.4.3 CURTAILMENTS (Continued) G. Random Seating: It has been shown that passengers boarding a

high density seating aircraft without seat assignments will fill the window seats first, then the aisle seats, then any remaining seats (W.A.R. or Window, Aisle, Remaining method). This aircraft has 3 abreast seating, hence no center seats. It will be assumed that as passengers enter the cabin they will start filling the window seats in row 1, then row 2, etc. until all the window seats are filled, and then will start filling the aisle seats. The maximum error due to random seating will occur when all the window seats forward of the zone centroid are filled. In an aft to forward seating scenario, the reverse is true: the maximum error occurs when all the window seats aft of the zone centroid are filled. Each zone has five rows or ten window seats. Thus the maximum error occurs when the window seats in the first 2 rows are filled. The maximum error is then: Pax weight * 4 * (row1+2 centroid – zone centroid) and for the purposes of depiction 195 * 4 * (302 – 356) = --41,904 lb.in. or --1.16% MAC. The identical result occurs in the aft to forward loading scenario or 1.16% MAC. Since the forward zone fills before the aft zone, the error is not doubled. Again, the software computes this value dynamically based on the standard passenger weight set in the ‘Preferences’ of the software. Higher standard passenger weights will increase the moment shift and lower passenger weights will reduce this moment shift.

H. Configuration Changes: The manufacturer states that flap extension has negligible cg effect. Landing gear retraction results in a moment change of –10.155 lb.in., or a cg shift forward of --.281% MAC at 32,000 pounds.

I. Curtailment totals: Table 13.3–1 displays the summary of all the above curtailments. There are two conditions shown, 1) takeoff and landing, where no crew or passenger movement is allowed, 2) cruise, where passenger and crew movement is allowed. All the curtailments are indicated by the amount of cg shift forward or aft at 32,000 pounds. Note, the actual size of the curtailment is inversely proportional to the aircraft weight;; since the effect of fixed moment error shrinks as the aircraft weight increases.

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Table 7.4–1 CURTAILMENTS TAKEOFF AND LANDING

ITEM fwd. cg shift Aft cg shift Fuel Density 0.145 0.145 Gear Flaps 0 0 Consumables 0.065 0 Random Seating 1.160 1.160 Cargo 0.100 0.100

Totals (%MAC) 1.470 1.405

CRUISE ITEM fwd. cg shift Aft cg shift

Fuel Density 0.145 0.145 Gear Flaps 0.281 0 Consumables 0.065 0 Crew Movement 0 2.774 Pax Movement 1.277 0 Random Seating 1.160 1.160 Cargo 0.100 0.100 Totals (%MAC) 3.028 4.179

NOTE: The maximum estimated payload has been added (BOW plus 7500 pounds) to cover this restriction for 135 operations.

7.4.4 SUMMARY: J. UJC will comply with all requirements the Aircraft Flight Manual,

Operations specification A098 and, and Advisory Circular 120--27E by using the software produced for this aircraft by American Aeronautics. Illegally copying or modifying the software will result in inaccurate weight and balance calculations and therefore violate Federal Aviation Regulations and applicable copyright laws.

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7.4.5 SAMPLE MAXIMUM LOADING CHART

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SECTION 7.5: W&B PROGRAM FOR iPAD

Revision 1 01/05/18 7.5.1

7.5.1 iFLY PROGRAM FOR IPAD A. The iFly Weight and Balance Software allows for a quick and

accurate weight and balance computation that insures compliance with all center of gravity and weight limitations. Each application is custom programmed for each Make, Model and Serial Number and represents the actual aircraft.

B. The iFly Weight and Balance application is made up of three basic screens or tabs each with a specific purpose. There is the Calculate tab, which is where the weight and balance calculation is performed; Load Manifest tab, where basic load manifest data is entered and transmitted via email; and Preferences tab, where frequently used information is stored and multiple aircraft management takes place.

C. The pre-programmed starting weight and cg is the aircraft’s corrected empty weight and cg . The corrected empty weight is simply the basic empty weight and cg plus all operational items (i.e., charts, manuals, galley provisions, etc.). Basic operating weight includes flight crew. Since there are entry fields for all flight crew there is no need to have them included in the starting weight. This allows more flexibility to adjust crew weights to display proper starting weight and cg. The default weight of the flight crew can be set on the Preferences tab .Each aircraft can have multiple starting weights and cg points. For example, you may have a domestic configuration and an international configuration that includes life rafts.

1. Display showing touchpad.

NOTE: Only the iPad graphic displays to this section have been changed. All text remains as in revision 0.

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7.5.2 iFLY DATA ENTRY A. The Occupants can be loaded using the standard passenger and/or

crew weight set in the preferences tab or the actual weight of each crew. 1. For crew, touching any occupant button will enter the standard

crew weight. 2. Touching any entry field will bring up the keypad (see graphic

previous page). The keypad can be dragged to anyplace on the screen. The opacity of the keypad can also be set using the slider at the bottom of the keypad. Touching the screen anywhere off of the keypad will cause the keypad to disappear. The keypad is used to enter the quantity of occupants in either the Forward or Aft cabin zone. The passenger weight is computed based on the standard passenger weight set in the preferences times the number of occupants entered. For loading actual passenger weights take the total weight of all occupants and divide by the number of occupants on board the aircraft. Enter this weight in the preferences for standard passenger weight. Enter the appropriate number of passengers in the Forward and Aft entry fields. (i.e., 20 passenger at 5000 pounds = (5000 / 20) = 250 pounds average weight.

3. The weight of Cargo can be entered for each applicable cargo/baggage loading area.

4. The weight of Fuel can be entered for takeoff and landing. 5. The Max Allowable Weight for takeoff and landing can be

entered for performance limiting weights. A new takeoff and/or landing limit will be shown on the graph and must be observed.

6. The takeoff, landing and zero fuel weight and cg are shown in text format in the Totals section.

7. The interior diagram shows the layout of all passenger seats and baggage compartments. Each labeled seat and cargo compartment has an associated entry field on the Calculate tab.

8. The graph shows the loading of the aircraft as passenger’s, baggage and fuel are entered. All zero fuel weight (passengers, baggage, etc.) is depicted with a green line which extends from the starting weight (magenta dot). All fuel is depicted with a blue line and will depict the fuel burn path of aircraft with scheduled fuel burns. The takeoff point is depicted with a black dot while the landing point is depicted with an amber dot. If any center of gravity or weight limit is in violation that limit will turn red as depicted in figure facing page.

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7.5.3 SAMPLE ENTRIES B. The example below depicts a violation of the Maximum Allowable

Takeoff Weight. This limit is entered in the Max Allowable Weight entry field and is not a certified structural limit. This is a performance limitation. In addition to this limit there are several other limits depicted on the graph that are not manufacturer’s limitations. There are two additional forward and aft center of gravity limits on the graph depicted with dashed lines. These limits are the forward and aft curtailed takeoff and in-flight (cruise) limits. These limits are mathematically calculated to account for loading error’s such as random seating, passenger and crew movement, etc. Although both limits are shown the more restrictive of the forward and aft curtailed limit applies. These limits will vary depending on the standard passenger weight set in the Preferences. See the Curtailment Loading Analysis Report for the applicable aircraft for details of these curtailed limitations.

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C. All entry fields have a maximum weight / capacity. If the entered value exceeds the maximum value the maximum value will automatically be entered. To alert the user that the value shown is not the same as what was entered the entry field changes to an amber color. This is shown below. To clear the alert simply enter a weight that is at or below the maximum capacity.

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7.5.3 SAMPLE ENTRIES (Continued) D. The data used to compute the weight and cg for your aircraft is always

easily accessible. Each interior diagram has an information button. 1. Simply touch the information button and the cg data will appear

as depicted below. Touch anywhere on the screen off of the pop-up data to hide the information.

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E. Load manifests are saved for an amount of time specified on the Preferences tab. The graphic below shows the list of saved load manifests. A load manifest can be re-sent by touching that load manifest in the Load Manifest List at any time.

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7.5.3 SAMPLE ENTRIES (Continued) F. After completing the calculation a load manifest can be transmitted

from the Load Manifest tab. Simply complete any necessary data and sign the manifest as shown below. Touching the send button will bring up the email application. If email addresses were entered in the Preferences tab touch send. The email automatically has basic load manifest data entered in the body of the email as well as a pdf attachment showing the Calculate and Load Manifest tab. This is shown in the graphic on facing page.

G. When not able to submit the load manifest electronically transmit the information below and submit IAW GOM 13.1.3D. 1. Tail Number 2. Date 3. PIC 4. SIC 5. Trip Number 6. Origin 7. Destination 8. Number of Passengers 9. Calculated Takeoff Weight 10. Max allowable Takeoff Weight 11. Takeoff CG in %MAC 12. Forward CG limit in %MAC 13. Aft CG limit in %MAC.

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7.5.4 PREFERENCES TAB H. The Preferences tab has several items that can be entered for use in

other areas of the app. This tab is also where account authentication is entered as well as aircraft selection when multiple aircraft are associated with your account. 1. Authentication - Enter your username and password assigned to

your account. Pressing ‘Check for Updates’ will instantly check for updates. The app also checks for updates every time the app is launched.

2. Email - Default To, Cc and Bcc email addresses can be entered here and will be automatically used when emailing the load manifest.

3. Crew Names - Default PIC and SIC names are entered here and are automatically entered in the crew names of the load manifest.

4. Date Format - Day, Month, Year or Month, Day, Year format can be set for use on the load manifest

5. Standard Weights - Default Flight Crew and Passenger weights are entered here. These are the weights entered when touching the passenger buttons on the Calculate tab.

6. Keep Load Manifest For - The duration that the load manifest is saved in the app is set using the slider. The default is 30 days. Load manifests will automatically be removed from the app once the desired duration has been exceeded.

7. Revision Data - The current revision for the selected aircraft and the date of the revision is shown here. To view the revision history touch the ‘Record of Revisions’ button.

8. Display Options - Turning on either the Takeoff CG or Landing CG will show the forward and aft most cg’s on the graph at those points. Turning on BOW will show the CEW + crew on the graph. Turning on Payload will display the total payload on the graph. This is useful if it is necessary to transpose data to a paper load manifest

9. See page 7.5.12.

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7.5.4 PREFERENCES TAB (Continued) 10. Aircraft List [button] - This button is used to select the current

aircraft. Figure below shows the list of aircraft for an account that utilizes multiple aircraft. Each aircraft in the list shows the type, serial number, registration and the expiration date.