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Embraer
Phenom 100
Pilot Training Manual

T R A I N I N G S E R V I C E S
March 2011 Rev. 3
Embraer
Phenom 100
Pilot Training Manual

March 2011 Rev. 3
Notice: This Embraer Phenom 100 Pilot Training Manual is to be used for
aircraft familiarization and training purposes only. It is not to be used as,
nor considered a substitute for, the manufacturers Pilot or Maintenance
Manual.
Copyright 2009, Embraer CAE Training Services, LLC
All rights reserved.
Excerpted materials used in this publication have been reproduced with
permission of the Embraer Aircraft Company and Garmin Ltd..
Printed in the United States of America.

DATE OF
ISSUE
SIGNATURE
Original
Rev 01 01 August
REVISION RECORD
REV.
NO.
DATE OF
ISSUE
SIGNATURE
Original Original 01 April 2009 ANAC/FAA
Rev 01 01 August Rev. 1

01 August 2010 ANAC/FAA/EASA
Rev. 2 01 January 2011 ANAC/FAA/EASA
Rev. 3 01 March 2011 ANAC/FAA/EASA
Notice: This Embraer Phenom 100 Pilot Training Manual is to be used for
aircraft familiarization and training purposes only. It is not to be used as,
nor considered a substitute for, the manufacturers Pilot or Maintenance
Manual.
Copyright 2009, Embraer CAE Training Services, LLC
All rights reserved.
Excerpted materials used in this publication have been reproduced with
permission of the Embraer Aircraft Company and Garmin Ltd..
Printed in the United States of America.

DATE OF
ISSUE
SIGNATURE
Original
Rev 01 01 August
REVISION RECORD
REV.
NO.
DATE OF
ISSUE
SIGNATURE
Original Original 01 April 2009 ANAC/FAA
Rev 01 01 August Rev. 1

01 August 2010 ANAC/FAA/EASA
Rev. 2 01 January 2011 ANAC/FAA/EASA
Rev. 3 01 March 2011 ANAC/FAA/EASA
Phenom 100 1-1
Developed for Training Purposes April 2009
Welcome to Embraer CAE Training Services
Welcome to Embraer CAE Training Services!
Our goal is a basic one: to enhance your safety, proficiency and
professionalism within the aviation community. All of us at Embraer
CAE Training Services know that the success of our company
depends upon our commitment to your needs. We strive for
excellence by focusing on our service to you.
We urge you to participate actively in all training activities. Through
your involvement, interaction, and practice, the full value of your
training will be transferred to the operational environment. As you
apply the techniques presented through Embraer CAE Training
Services training, they will become second nature to you.
Thank you for choosing Embraer CAE Training Services. We
recognize that you have a choice of training sources. We trust you will
find us committed to providing responsive, service-oriented training of
the highest quality.
Our best wishes are with you for a most successful and rewarding
training experience.
The Staff of Embraer CAE Training Services
Phenom 100 1-1
Welcome to Embraer CAE Training Services
Welcome to Embraer CAE Training Services!
Our goal is a basic one: to enhance your safety, proficiency and
professionalism within the aviation community. All of us at Embraer
CAE Training Services know that the success of our company
depends upon our commitment to your needs. We strive for
excellence by focusing on our service to you.
We urge you to participate actively in all training activities. Through
your involvement, interaction, and practice, the full value of your
training will be transferred to the operational environment. As you
apply the techniques presented through Embraer CAE Training
Services training, they will become second nature to you.
Thank you for choosing Embraer CAE Training Services. We
recognize that you have a choice of training sources. We trust you will
find us committed to providing responsive, service-oriented training of
the highest quality.
Our best wishes are with you for a most successful and rewarding
training experience.
The Staff of Embraer CAE Training Services
Intentionally Left Blank
1-2 Phenom 100
April 2009 Developed for Training Purposes
1-2 Phenom 100
Phenom 100 2-1
Overview
Airplane Basic Data
The PHENOM 100 is a low wing, T-tail, pressurized airplane, powered by two
high by-pass ratio rear mounted turbofan engines. The tricycle landing gear is
fully retractable, with a single tire at each leg. The Phenom 100 is to be oper-
ated on paved runways only.
A glass cockpit panel has been provided with highly integrated onboard avi-
onics, allowing pilots to better monitor the airplanes general operation.
The passenger configuration consists of two seats opposite each other (one
on each side of the aisle) which allows up to 2 pilots and 4 passengers. Inte-
rior configuration is customized, and can include a rear self contained recircu-
lation lavatory. Convenient accommodation is provided for the flight crew.
External Dimensions
Radome to Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 ft 8.4 in
Main Gear to Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 ft 8 in
Wing Tip to Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 ft 4.3 in
Horizontal Stabilizer (tip to tip) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 ft 6.24 in
Ground to Top of Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ft 2.6 in
Cabin Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 in
Aisle Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 in
Main Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.26 in high x 24.45 in wide
Phenom 100 2-1
Overview
Airplane Basic Data
The PHENOM 100 is a low wing, T-tail, pressurized airplane, powered by two
high by-pass ratio rear mounted turbofan engines. The tricycle landing gear is
fully retractable, with a single tire at each leg. The Phenom 100 is to be oper-
ated on paved runways only.
A glass cockpit panel has been provided with highly integrated onboard avi-
onics, allowing pilots to better monitor the airplanes general operation.
The passenger configuration consists of two seats opposite each other (one
on each side of the aisle) which allows up to 2 pilots and 4 passengers. Inte-
rior configuration is customized, and can include a rear self contained recircu-
lation lavatory. Convenient accommodation is provided for the flight crew.
External Dimensions
Radome to Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 ft 8.4 in
Main Gear to Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 ft 8 in
Wing Tip to Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 ft 4.3 in
Horizontal Stabilizer (tip to tip) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 ft 6.24 in
Ground to Top of Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ft 2.6 in
Cabin Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 in
Aisle Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 in
Main Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.26 in high x 24.45 in wide
2-2 Phenom 100
External Dimensions

5.34m
(17ft 6.24in)
3.55m
(11ft 8in)
12.3m
(40ft 4.3in)
12.7m
(41ft 8.4in)
4.35m
(14ft 2.6in)

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2-2 Phenom 100
External Dimensions

5.34m
(17ft 6.24in)
3.55m
(11ft 8in)
12.3m
(40ft 4.3in)
12.7m
(41ft 8.4in)
4.35m
(14ft 2.6in)

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Phenom 100 2-3
Overview
Cockpit Arrangement
GUIDANCE PANEL
MFD
PFD 1
LH CONSOLE
CONTROL PEDESTAL
PFD 2
RH CONSOLE
LIGHTS PANEL
P
H
1
0
0
-
O
V
-
0
0
2
I
.
A
I
Phenom 100 2-3
Overview
Cockpit Arrangement
GUIDANCE PANEL
MFD
PFD 1
LH CONSOLE
CONTROL PEDESTAL
PFD 2
RH CONSOLE
LIGHTS PANEL
P
H
1
0
0
-
O
V
-
0
0
2
I
.
A
I
2-4 Phenom 100
Configuration
EM500ENAOM060002A.DGN
FWD BAGGAGE
PILOT & COPILOT
(OR PASSENGER IN SINGLE
PILOT OPERATIONS)
WARDROBE
PASSENGERS 1 & 2
PASSENGERS 3 & 4
LAVATORY CABINET
LAVATORY
AFT BAGGAGE
1 2
3 4
P C
2-4 Phenom 100
Configuration
EM500ENAOM060002A.DGN
FWD BAGGAGE
PILOT & COPILOT
(OR PASSENGER IN SINGLE
PILOT OPERATIONS)
WARDROBE
PASSENGERS 1 & 2
PASSENGERS 3 & 4
LAVATORY CABINET
LAVATORY
AFT BAGGAGE
1 2
3 4
P C
Phenom 100 2-5
Overview
Main Instrument Panel
2-6 Phenom 100
Phenom 100 2-7
Overview
Lateral Console
Phenom 100 2-7
Overview
Lateral Console
2-8 Phenom 100
Overhead Panel
Control Yoke
EXTERNAL
LIGHTS
CKPT CABIN
LDG/TAXI NAV STROBE PANEL UP WASH EFFECT
LDG
TAXI
OFF
ON
OFF
OFF OFF
BRT
DIM
OFF
BRT BRT
3 6 N
B C
E
33
2-8 Phenom 100
Overhead Panel
Control Yoke
EXTERNAL
LIGHTS
CKPT CABIN
LDG
TAXI
OFF
ON
OFF
OFF OFF
BRT
DIM
OFF
BRT BRT
3 6 N
B C
E
33
Phenom 100 2-9
Overview
Control Pedestal
Phenom 100 2-9
Overview
Control Pedestal
2-10 Phenom 100
Guidance Panel
FMS Panel
HDG SEL CRS1 SPD SEL CRS2
PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR
UP
DN
ALT SEL
FD NAV ALT VNV VS FLC FD
APR
BANK
HDG AP YD
CSC
CPL
2-10 Phenom 100
Guidance Panel
FMS Panel
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
Phenom 100 2-11
Developed for Training Purposes Rev.1 July 2010
Overview
Weight
Max Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4770 Kg / 10,516 lbs
Max Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4750 Kg / 10,472 lbs
Max Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 4430 Kg / 9,766 lbs
Max Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 3830 Kg / 8,444 lbs
Baggage Compartments
Forward Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Kg / 66 lbs
Aft Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lbs
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lbs
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Kg / 33 lbs
Maximum Pax Seating
Maximum Passenger Seating
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 passengers and 1 infant
Performance Characteristics
IFR Range
1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1178 nm
VFR Range
2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1320 nm
High Speed Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 ktas
M
MO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M 0.7
Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,000 feet
Takeoff Field Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,400 ft
1
- NBAA IFR reserves (35 min) with 100 nm alternate; 4 occupants @ 200
lbs.
2
- VFR reserves (45 min); 4 occupants @ 200 lb
Fuel
Maximum Usable Quantity Per Tank . 636.5 Kg (792.5 L) / 1403 lb (209.4 gal)
Unusable Quantity Per Tank . . . . . . . . . . . . . . 10 Kg (12.5 L) / 22 lb (3.3 gal)
Maximum Fuel Capacity . . . . . . . . . . . 1293 Kg (1610 L) / 2850 lb (425.4 gal)
Maximum Imbalance . . . . . . . . . . . . . . . . . . . 100 Kg (125 L) / 220 lb (33 gal)
Approved Fuel Types
Brazilian Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1
ASTM Specification:. . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A and JET A-1
American Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIL-T-83133AJP8
Phenom 100 2-11
Overview
Weight
Max Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4770 Kg / 10,516 lbs
Max Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4750 Kg / 10,472 lbs
Max Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 4430 Kg / 9,766 lbs
Max Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . 3830 Kg / 8,444 lbs
Baggage Compartments
Forward Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Kg / 66 lbs
Aft Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lbs
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lbs
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Kg / 33 lbs
Maximum Pax Seating
Maximum Passenger Seating
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 passengers and 1 infant
Performance Characteristics
IFR Range
1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1178 nm
VFR Range
2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1320 nm
High Speed Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 ktas
M
MO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M 0.7
Maximum Operating Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,000 feet
Takeoff Field Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,400 ft
1
- NBAA IFR reserves (35 min) with 100 nm alternate; 4 occupants @ 200
lbs.
2
- VFR reserves (45 min); 4 occupants @ 200 lb
Fuel
Maximum Usable Quantity Per Tank . 636.5 Kg (792.5 L) / 1403 lb (209.4 gal)
Unusable Quantity Per Tank . . . . . . . . . . . . . . 10 Kg (12.5 L) / 22 lb (3.3 gal)
Maximum Fuel Capacity . . . . . . . . . . . 1293 Kg (1610 L) / 2850 lb (425.4 gal)
Maximum Imbalance . . . . . . . . . . . . . . . . . . . 100 Kg (125 L) / 220 lb (33 gal)
Approved Fuel Types
Brazilian Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1
ASTM Specification:. . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A and JET A-1
American Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . .MIL-T-83133AJP8
2-12 Phenom 100
Engines
Two rear fuselage mounted Pratt & Whitney PW617F-E engines are installed.
The engines produce 1695 pounds of thrust for takeoff on a standard day at
sea level.
Each engine is controlled via a dual channel FADEC system providing flexible
engine operation and reduced workload.
Engine indications and alerts are displayed on the MFD.
Avionics
Embraer's Prodigy flight deck offers an integrated flight display and aircraft
systems monitor. The Prodigy is based on Garmin's G1000 avionics
system. The cockpit features three 12-inch displays: two Primary Flight Dis-
plays (PFDs) and one Multi-Function Display (MFD).
The Garmin G1000 system integrates all primary flight, navigation, communi-
cation, terrain, traffic, weather, engine instrumentation, and crew-alerting sys-
tem data and presents the composite information in sunlight-readable color
on high-definition displays.
Acronyms
Temperature
Alphabetical
Degree
C Degree Celsius
F Degree Fahrenheit
A A Ampere
A.h Ampere hour
AC Alternating Current
ACC Altitude Correcting Cabin
ACC Air Conditioning Controller
ACC Air Control Center
ACFT Aircraft
ACMM Abbreviated Component Maintenance Manual
ACOC Air-Cooled Oil Cooler
ACU Air Conditioning Unit
2-12 Phenom 100
Engines
Two rear fuselage mounted Pratt & Whitney PW617F-E engines are installed.
The engines produce 1695 pounds of thrust for takeoff on a standard day at
sea level.
Each engine is controlled via a dual channel FADEC system providing flexible
engine operation and reduced workload.
Engine indications and alerts are displayed on the MFD.
Avionics
Embraer's Prodigy flight deck offers an integrated flight display and aircraft
systems monitor. The Prodigy is based on Garmin's G1000 avionics
system. The cockpit features three 12-inch displays: two Primary Flight Dis-
plays (PFDs) and one Multi-Function Display (MFD).
The Garmin G1000 system integrates all primary flight, navigation, communi-
cation, terrain, traffic, weather, engine instrumentation, and crew-alerting sys-
tem data and presents the composite information in sunlight-readable color
on high-definition displays.
Acronyms
Temperature
Alphabetical
Degree
C Degree Celsius
F Degree Fahrenheit
A A Ampere
A.h Ampere hour
AC Alternating Current
ACC Altitude Correcting Cabin
ACC Air Conditioning Controller
ACC Air Control Center
ACFT Aircraft
ACMM Abbreviated Component Maintenance Manual
ACOC Air-Cooled Oil Cooler
ACU Air Conditioning Unit
Phenom 100 2-13
Overview
AD Airworthiness Directive
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADJ Adjustment
ADS Air Data System
ADS-B Automatic Dependent Surveillance-Broadcast
AFCS Automatic Flight Control System
AFD Auxiliary Flight Display
AFH Aircraft Flight Hours
AFM Airplane Flight Manual
AFS Auto Flight System
AFSCP Automatic-Flight System Control-Panel
AFSP Automatic-Flight System Panel
AGB Accessory Gearbox
AGCU Auxiliary Generator Control Unit
AGE Aerospace Ground Equipment
AGL Above Ground Level
AGSETD Abbreviated Ground Support Equipment Technical
Data
AHRS Attitude and Heading Reference System
AICA Air Inlet Cowling Assembly
AIPC Aircraft Illustrated Parts Catalog
AIRMET Airman's Meteorological Information
ALI Airworthiness Limitation Items
ALPA Airline Pilots Association
ALT Altitude
AM Amplitude Modulation
AMLCD Active Matrix Liquid Crystal Display
AMM Aircraft Maintenance Manual
AMS Air Management System
AMTOSS Aircraft Maintenance Task Oriented Support System
Phenom 100 2-13
Overview
AD Airworthiness Directive
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADJ Adjustment
ADS Air Data System
ADS-B Automatic Dependent Surveillance-Broadcast
AFD Auxiliary Flight Display
AFH Aircraft Flight Hours
AFM Airplane Flight Manual
AFS Auto Flight System
AFSCP Automatic-Flight System Control-Panel
AFSP Automatic-Flight System Panel
AGB Accessory Gearbox
AGCU Auxiliary Generator Control Unit
AGE Aerospace Ground Equipment
AGL Above Ground Level
AGSETD Abbreviated Ground Support Equipment Technical
Data
AHRS Attitude and Heading Reference System
AICA Air Inlet Cowling Assembly
AIPC Aircraft Illustrated Parts Catalog
AIRMET Airman's Meteorological Information
ALI Airworthiness Limitation Items
ALPA Airline Pilots Association
ALT Altitude
AM Amplitude Modulation
AMLCD Active Matrix Liquid Crystal Display
AMM Aircraft Maintenance Manual
AMS Air Management System
AMTOSS Aircraft Maintenance Task Oriented Support System
2-14 Phenom 100
ANR Active Noise Reduction
ANT Antenna
AOA Angle of Attack
AOC Airline Operational Communications
AOD Aircraft Operator Designator
AOG Aircraft on Ground
AP Automatic Pilot
APR Approach
AR As Required
ARINC Aeronautical Radio Incorporated
ARTCC Air Route Traffic Control Centers
ASAP As Soon as Possible
ASSY Assembly
ATA Air Transport Association of America
ATC Air Traffic Control
ATCRBS Air-Traffic Control-Radar Beacon-System
ATDT Attendant
ATR Automatic Thrust Reserve
ATT Attitude
AUX Auxiliary
AWG American Wire Gauge
AZ Azimuth
B BARO Barometric Setting
Baro-Alt Barometric Altitude
BATT Battery
BAZ Back Azimuth
BC Battery Contactor
BCS Brake Control System
BCU Brake Control Unit
BCV Brake Control Valve
BEW Basic Empty Weight
2-14 Phenom 100
ANR Active Noise Reduction
ANT Antenna
AOA Angle of Attack
AOC Airline Operational Communications
AOD Aircraft Operator Designator
AOG Aircraft on Ground
AP Automatic Pilot
APR Approach
AR As Required
ARINC Aeronautical Radio Incorporated
ARTCC Air Route Traffic Control Centers
ASAP As Soon as Possible
ASSY Assembly
ATA Air Transport Association of America
ATC Air Traffic Control
ATCRBS Air-Traffic Control-Radar Beacon-System
ATDT Attendant
ATR Automatic Thrust Reserve
ATT Attitude
AUX Auxiliary
AWG American Wire Gauge
AZ Azimuth
B BARO Barometric Setting
Baro-Alt Barometric Altitude
BATT Battery
BAZ Back Azimuth
BC Battery Contactor
BCS Brake Control System
BCU Brake Control Unit
BCV Brake Control Valve
BEW Basic Empty Weight
Phenom 100 2-15
Overview
BHD Bulkhead
BIT Built-in Test
BITE Built-in Test Equipment
BNC Bayonet Neill Concelman
BOD Bottom of Descent
BOV Bleed-Off Valve
BOW Basic Operating Weight
BTC Bus Tie Contactor
BVA Bleed Valve Actuator
C C Capacitor
c.g. Center of Gravity
C/M Condition Monitoring
CAM Cockpit Area Microphone
CAN Controller Area Network
CAS Crew Alerting System
CAT Category
CB Circuit Breaker
CBIT Continuous Built-In Test
CBP Circuit Breaker Panel
CCA Circuit Card Assembly
CCS Cabin Communications System
CCW Counterclockwise
CD Compact Disc
cd/in Candela per Square-Inch
cd/m Candela per Square Meter
CDI Course Deviation Indicator
CDM Compressor Drive Module
CF Center Fuselage
CFC Carbon Fiber Composite
CFIT Controlled Flight Into Terrain
CJC Cold Junction Compensation
Phenom 100 2-15
Overview
BHD Bulkhead
BIT Built-in Test
BITE Built-in Test Equipment
BNC Bayonet Neill Concelman
BOD Bottom of Descent
BOV Bleed-Off Valve
BOW Basic Operating Weight
BTC Bus Tie Contactor
BVA Bleed Valve Actuator
C C Capacitor
c.g. Center of Gravity
C/M Condition Monitoring
CAM Cockpit Area Microphone
CAN Controller Area Network
CAS Crew Alerting System
CAT Category
CB Circuit Breaker
CBIT Continuous Built-In Test
CBP Circuit Breaker Panel
CCA Circuit Card Assembly
CCS Cabin Communications System
CCW Counterclockwise
CD Compact Disc
cd/in Candela per Square-Inch
cd/m Candela per Square Meter
CDI Course Deviation Indicator
CDM Compressor Drive Module
CF Center Fuselage
CFC Carbon Fiber Composite
CFIT Controlled Flight Into Terrain
CJC Cold Junction Compensation
2-16 Phenom 100
CLB Climb
cm Centimeter
cm Square Centimeter
cm Cubic Centimeter
CMC Central Maintenance Computer
CMM Component Maintenance Manual
CMND Command
CMS Central Maintenance System
CNTOR Contactor
COC Customer Originated Changes
COM Communications
COMPT Compartment
Cont Continuous
COSPAS Cosmicheskaya Sistyema Poiska Avariynich Sudov
CPAM Cabin-Pressure Acquisition Module
CPC Cabin Pressure Controller
CPC Consumable Products Catalog
CPCP Corrosion Prevention-and-Control Program
CPCS Cabin Pressure Control-System
CPL Couple
CPM Corrosion Prevention Manual
cpm Cycles per Minute
CPS Cycles per Second
CRH Constant Resistance Heating
CRS Course
CRT Circuit
CSC Current Speed Control
CSMU Crash Survivable Memory Unit
CSN COSPAS-SARSAT Number
CSV Cold Start Valve
CTA Centro Tcnico Aeroespacial
CTU Cabin Telecommunication Unit
2-16 Phenom 100
CLB Climb
cm Centimeter
cm Square Centimeter
cm Cubic Centimeter
CMC Central Maintenance Computer
CMM Component Maintenance Manual
CMND Command
CMS Central Maintenance System
CNTOR Contactor
COC Customer Originated Changes
COM Communications
COMPT Compartment
Cont Continuous
COSPAS Cosmicheskaya Sistyema Poiska Avariynich Sudov
CPAM Cabin-Pressure Acquisition Module
CPC Cabin Pressure Controller
CPC Consumable Products Catalog
CPCP Corrosion Prevention-and-Control Program
CPCS Cabin Pressure Control-System
CPL Couple
CPM Corrosion Prevention Manual
cpm Cycles per Minute
CPS Cycles per Second
CRH Constant Resistance Heating
CRS Course
CRT Circuit
CSC Current Speed Control
CSMU Crash Survivable Memory Unit
CSN COSPAS-SARSAT Number
CSV Cold Start Valve
CTA Centro Tcnico Aeroespacial
CTU Cabin Telecommunication Unit
Phenom 100 2-17
Overview
CVDR Cockpit Voice and Data Recorder
CVR Cockpit Voice Recorder
CW Clockwise
CW Continuous Wave
CWDS Clear Wing Detection-System
CWS Control Wheel Steering
D D Diode
D/LNA Diplexer/Low Noise Amplifier
D8PSK Differential 8-Phase Shift Key
daN Deca-Newton
DB Database
dB Decibel
dB/m Decibels per square-meter
dBA A-Weighted Decibel
dBc Decibel below carrier
dBi Decibel above isotropic
dBm Decibel Milliwatt
DBU Data Base Unit
dBZ Z-Weighted Decibel
DC Direct Current
DCTC Direct Current Tie-Contactor
DCU Data Concentrator Unit
DDM Double Depth Modulation
DET Detailed Inspection
DIM Dimmer
DME Distance Measuring Equipment
DPRT Departure
DPSK Differential Phase Shift Keying
DR Dead Reckoning
DS Discard
DTK Desired Track
Phenom 100 2-17
Overview
CVDR Cockpit Voice and Data Recorder
CVR Cockpit Voice Recorder
CW Clockwise
CW Continuous Wave
CWDS Clear Wing Detection-System
CWS Control Wheel Steering
D D Diode
D/LNA Diplexer/Low Noise Amplifier
D8PSK Differential 8-Phase Shift Key
daN Deca-Newton
DB Database
dB Decibel
dB/m Decibels per square-meter
dBA A-Weighted Decibel
dBc Decibel below carrier
dBi Decibel above isotropic
dBm Decibel Milliwatt
DBU Data Base Unit
dBZ Z-Weighted Decibel
DC Direct Current
DCTC Direct Current Tie-Contactor
DCU Data Concentrator Unit
DDM Double Depth Modulation
DET Detailed Inspection
DIM Dimmer
DME Distance Measuring Equipment
DPRT Departure
DPSK Differential Phase Shift Keying
DR Dead Reckoning
DS Discard
DTK Desired Track
2-18 Phenom 100
DTS Duct Temperature Sensor/ Switch
DVD Digital Versatile Disk
DVM Digital Voltmeter
E EAI Engine Anti-Icing
EBC Essential Bus Contactor
EBCF Mid Fuselage Electronic Bay Cooling Fan
EBU Engine Buildup Unit
ECHA Microbiology Company
ECMU Electronic Control and Monitoring Unit
ECS Environmental Control System
ECU Environmental Control Unit
ED Environmental Deterioration
EDCU Engine Data Collector Unit
EDP Electronic Data Processing
EDR Excessive Descent Rate Alert
EFCU Electronic Fuel Control Unit
EFCV Ejector Flow Control Valve
EFF Effectivity
EGT Exhaust Gas Temperature
EICAS Engine Indication Crew Alert System
EIS Engine Indication System
ELT Emergency Locator Transmitter
EMC Electromagnetic Compatibility
EMERG Emergency
EMI Electromagnetic Interference
ENR Enroute
EO Engineering Order
EPDU Emergency Power Distribution Unit
EPGDS Electrical Power Generation and Distribution System
EPU Estimated Position Uncertainty
ERP Effective Radiated Power
2-18 Phenom 100
DTS Duct Temperature Sensor/ Switch
DVD Digital Versatile Disk
DVM Digital Voltmeter
E EAI Engine Anti-Icing
EBC Essential Bus Contactor
EBCF Mid Fuselage Electronic Bay Cooling Fan
EBU Engine Buildup Unit
ECHA Microbiology Company
ECMU Electronic Control and Monitoring Unit
ECS Environmental Control System
ECU Environmental Control Unit
ED Environmental Deterioration
EDCU Engine Data Collector Unit
EDP Electronic Data Processing
EDR Excessive Descent Rate Alert
EFCU Electronic Fuel Control Unit
EFCV Ejector Flow Control Valve
EFF Effectivity
EGT Exhaust Gas Temperature
EICAS Engine Indication Crew Alert System
EIS Engine Indication System
ELT Emergency Locator Transmitter
EMC Electromagnetic Compatibility
EMERG Emergency
EMI Electromagnetic Interference
ENR Enroute
EO Engineering Order
EPDU Emergency Power Distribution Unit
EPGDS Electrical Power Generation and Distribution System
EPU Estimated Position Uncertainty
ERP Effective Radiated Power
Phenom 100 2-19
Overview
ERS Electronic Resource System
ESA En Route Safe Altitude
ESD Electrostatic Discharge
ESDS Electrostatic Discharge Susceptible
ESOV Emergency Fuel Shutoff Valve
ESS Essential
ETA Estimated Time of Arrival
ETE Estimated Time en Route
EXTG Extinguishing
F F Fuse
FAA Federal Aviation Administration
FADEC Full Authority Digital Engine Control
FAS Flap Actuation System
FC Functional Check
FCE Flight Control Electronics
FCSOV Flow Control Shutoff Valve
FD Flight Director
FDE Fault Detection and Exclusion
FDM Flight Data Module
FDR Flight Data Recorder
FDU Flap Drive Unit
FDV Flow Divider / Shutoff Valve
FGCS Flight Guidance Control System.
FIM Fault Isolation Manual
FIS Fault Isolation System
FL Flight Level
fl oz Fluid Ounce
FLA Flap Linear Actuator
FLTA Forward Looking Terrain Avoidance
FM Frequency Modulation
FMA Flight Mode Annunciation
Phenom 100 2-19
Overview
ERS Electronic Resource System
ESA En Route Safe Altitude
ESD Electrostatic Discharge
ESDS Electrostatic Discharge Susceptible
ESOV Emergency Fuel Shutoff Valve
ESS Essential
ETA Estimated Time of Arrival
ETE Estimated Time en Route
EXTG Extinguishing
F F Fuse
FAA Federal Aviation Administration
FADEC Full Authority Digital Engine Control
FAS Flap Actuation System
FC Functional Check
FCE Flight Control Electronics
FCSOV Flow Control Shutoff Valve
FD Flight Director
FDE Fault Detection and Exclusion
FDM Flight Data Module
FDR Flight Data Recorder
FDU Flap Drive Unit
FDV Flow Divider / Shutoff Valve
FGCS Flight Guidance Control System.
FIM Fault Isolation Manual
FIS Fault Isolation System
FL Flight Level
fl oz Fluid Ounce
FLA Flap Linear Actuator
FLTA Forward Looking Terrain Avoidance
FM Frequency Modulation
FMA Flight Mode Annunciation
2-20 Phenom 100
FMS Flight Management System
FMU Fuel Metering Unit
FOB Fuel on Board
FOC Free of Charge
FOD Foreign Object Damage
FOHE Fuel-Oil Heat Exchanger
FPA Flight Path Angle
FPI Fluorescent Dye-Penetrant Inspection
FPSU Flap Position Sensor Unit
FQGS Fuel Quantity Gauging System
FR Frame
FREQ Frequency
FSCU Flap System Control Unit
FSL Flap Selector Lever
FSS Flight Service Station
ft Foot
ft/min Foot per Minute
ft/sec Foot per Square Second
ft Square Foot
ft Cubic Foot
ft/min Cubic Foot per Minute
FTI Flight Test Instrumentation
FUS Fuselage
FWD Forward
G g Gram
G/A Go-Around
g/cm Gram per Cubic Centimeter
G/S Glideslope
gal. Gallon
gal. (UK) Imperial Gallon
2-20 Phenom 100
FMS Flight Management System
FMU Fuel Metering Unit
FOB Fuel on Board
FOC Free of Charge
FOD Foreign Object Damage
FOHE Fuel-Oil Heat Exchanger
FPA Flight Path Angle
FPI Fluorescent Dye-Penetrant Inspection
FPSU Flap Position Sensor Unit
FR Frame
FREQ Frequency
FSCU Flap System Control Unit
FSL Flap Selector Lever
FSS Flight Service Station
ft Foot
ft/min Foot per Minute
ft/sec Foot per Square Second
ft Square Foot
ft Cubic Foot
ft/min Cubic Foot per Minute
FTI Flight Test Instrumentation
FUS Fuselage
FWD Forward
G g Gram
G/A Go-Around
g/cm Gram per Cubic Centimeter
G/S Glideslope
gal. Gallon
gal. (UK) Imperial Gallon
Phenom 100 2-21
Overview
gal/min Gallon per Minute
GCF Ground Cooling Fan
GCU Generator Control Unit
GEA Garmin Engine/Airframe unit
GEO Geosynchronous Earth Orbiting
GEOSAR Geosynchronous Earth Orbiting Search and Rescue
gf Gram Force
GFCI Ground Fault Control Isolation
GGC Gas Generator Case
GHz Gigahertz
GIA Garmin Integrated Avionics unit
GLC Generator Line Contactor
GMT Greenwich Mean Time
GND Ground
GP Guidance Panel
GPC Ground Power Contactor
GPS Global Positioning System
GPU Ground Power Unit
GS Glide Slope
GSE Ground Support Equipment
GSETD Ground Support Equipment Technical Data
GVI General Visual Inspection
H H Henry
h Hour
HCM Heater Current Monitor
HDG Heading
HDOP Horizontal Dilution of Precision
HDPH Headphone
HE Horizontal Empennage
HF High Frequency
HFOM Horizontal Figure of Merit
Phenom 100 2-21
Overview
gal/min Gallon per Minute
GCF Ground Cooling Fan
GCU Generator Control Unit
GEA Garmin Engine/Airframe unit
GEO Geosynchronous Earth Orbiting
GEOSAR Geosynchronous Earth Orbiting Search and Rescue
gf Gram Force
GFCI Ground Fault Control Isolation
GGC Gas Generator Case
GHz Gigahertz
GIA Garmin Integrated Avionics unit
GLC Generator Line Contactor
GMT Greenwich Mean Time
GND Ground
GP Guidance Panel
GPC Ground Power Contactor
GPS Global Positioning System
GPU Ground Power Unit
GS Glide Slope
GSE Ground Support Equipment
GSETD Ground Support Equipment Technical Data
GVI General Visual Inspection
H H Henry
h Hour
HCM Heater Current Monitor
HDG Heading
HDOP Horizontal Dilution of Precision
HDPH Headphone
HE Horizontal Empennage
HF High Frequency
HFOM Horizontal Figure of Merit
2-22 Phenom 100
HGA High-Gain Antenna
HIRF High Intensity Radiated Fields
HIWAS Hazardous Inflight Weather Advisory Service
HOR Horizontal
HP Horse Power
HP High Pressure
hPa Hectopascal
HPC High Pressure Compressor
HPRV High Pressure Relief Valve
HPT High Pressure Turbine
HSDB High Speed Data Bus
HSI Horizontal Situation Indicator
HTML HyperText Markup Language
HUD Head up Display
HV High Voltage
HYD Hydraulic
Hz Hertz
I I/O Input/Output
IAF Initial Approach Fix
IAS Indicated Airspeed
IASP Integrated Air Data and Stall Protection Probe
ICAO International Civil Aviation Organization
ICS Intercommunication System
ICU Interphone Control Unit
ICU Inverter Control Unit
ID Internal Diameter
ID Identification
IDM Installation Design Manual
IEEE Institute of Electrical and Electronics Engineers, Inc.
IESI Integrated Electronic Standby Instrument
IFE In Flight Entertainment
2-22 Phenom 100
HGA High-Gain Antenna
HIRF High Intensity Radiated Fields
HIWAS Hazardous Inflight Weather Advisory Service
HOR Horizontal
HP Horse Power
HP High Pressure
hPa Hectopascal
HPC High Pressure Compressor
HPRV High Pressure Relief Valve
HPT High Pressure Turbine
HSDB High Speed Data Bus
HSI Horizontal Situation Indicator
HTML HyperText Markup Language
HUD Head up Display
HV High Voltage
HYD Hydraulic
Hz Hertz
I I/O Input/Output
IAF Initial Approach Fix
IAS Indicated Airspeed
IASP Integrated Air Data and Stall Protection Probe
ICAO International Civil Aviation Organization
ICS Intercommunication System
ICU Interphone Control Unit
ICU Inverter Control Unit
ID Internal Diameter
ID Identification
IDM Installation Design Manual
IEEE Institute of Electrical and Electronics Engineers, Inc.
IESI Integrated Electronic Standby Instrument
IFE In Flight Entertainment
Phenom 100 2-23
Overview
IFR Instrument Flight Rules
IFT In-Flight Test
ILS Instrument Landing System
in. Inch
in Square Inch
in Cubic Inch
INBD Inboard
inHg Inch of Mercury
INOP Inoperative
INPH Interphone
IOI Imminent Obstacle Impact
IOM Input/Output Module
IPB Illustrated Parts Breakdown
IPL Initial Provisioning List
IPL Illustrated Parts List
IPS Inch per Second
ISA International Standard Atmosphere
ISPS In-Seat Power Supply
ITEM Illustrated Tool and Equipment Manual
ITI Imminent Terrain Impact
ITT Interstage Turbine Temperature
J J Joule
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
K K Kelvin
kb Kilobit
kbps Kilobit per Second
kBTU/h Kilo British Thermal Units per Hour
kg Kilogram
kg/cm Kilogram per Square Centimeter
Phenom 100 2-23
Overview
IFR Instrument Flight Rules
IFT In-Flight Test
ILS Instrument Landing System
in. Inch
in Square Inch
in Cubic Inch
INBD Inboard
inHg Inch of Mercury
INOP Inoperative
INPH Interphone
IOI Imminent Obstacle Impact
IOM Input/Output Module
IPB Illustrated Parts Breakdown
IPL Initial Provisioning List
IPL Illustrated Parts List
IPS Inch per Second
ISA International Standard Atmosphere
ISPS In-Seat Power Supply
ITEM Illustrated Tool and Equipment Manual
ITI Imminent Terrain Impact
ITT Interstage Turbine Temperature
J J Joule
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
K K Kelvin
kb Kilobit
kbps Kilobit per Second
kBTU/h Kilo British Thermal Units per Hour
kg Kilogram
kg/cm Kilogram per Square Centimeter
2-24 Phenom 100
kg/cm Kilogram per Cubic Centimeter
kg/l Kilogram per Liter
kg/m Kilogram per Square Meter
kgf Kilogram Force
kgf.cm Kilogram Force Centimeter
kHz Kilohertz
km Kilometer
km/h Kilometer per Hour
kN Kilonewton
kn Knot
kPa Kilopascal
kts Knots
kV Kilovolt
kVA Kilovolt-Ampere
kW Kilowatt
K? Kilohm
L l Liter
L/E Leading Edge
l/min Liter per Minute
LAT Latitude
lb Pound
lb.ft Pound Foot
lb.in Pound Inch
lb/ft Pound per Square Foot
lb/ft Pound per Cubic Foot
lb/gal Pound per Gallon
lb/in Pound per Cubic Inch
lb/min Pound per Minute
lbf Pound Force
LCD Liquid Crystal Display
LED Light-Emitting Diode
2-24 Phenom 100
kg/cm Kilogram per Cubic Centimeter
kg/l Kilogram per Liter
kg/m Kilogram per Square Meter
kgf Kilogram Force
kgf.cm Kilogram Force Centimeter
kHz Kilohertz
km Kilometer
km/h Kilometer per Hour
kN Kilonewton
kn Knot
kPa Kilopascal
kts Knots
kV Kilovolt
kVA Kilovolt-Ampere
kW Kilowatt
K? Kilohm
L l Liter
L/E Leading Edge
l/min Liter per Minute
LAT Latitude
lb Pound
lb.ft Pound Foot
lb.in Pound Inch
lb/ft Pound per Square Foot
lb/ft Pound per Cubic Foot
lb/gal Pound per Gallon
lb/in Pound per Cubic Inch
lb/min Pound per Minute
lbf Pound Force
LCD Liquid Crystal Display
LED Light-Emitting Diode
Phenom 100 2-25
Overview
LEL Lower Explosive Limit
LEL Lower Explosive Limit Lower Explosive Limit
LEO Low-Earth Orbiting
LEOSAR Low-Earth Orbiting Search and Rescue
LEP List of Effective Pages
LG Landing Gear
LGCL Landing Gear Control Lever
LH Left-Hand
LIFR Low Instrument Flight Rules
lm/ft Lumen per Square-Foot
lm/m Lumen per Square Meter
LMU Lighting Monitoring Unit
LNAV Lateral Navigation
LOC Localizer
LOGO Logotype
LON Longitude
LP Low Pressure
LPDU Left Power Distribution Unit
LPT Low Pressure Turbine
LPV Localizer Performance with Vertical Guidance
LRU Line Replaceable Unit
LSB Least Significant Bit
LU Lubrication
LUIS Laser Ultrasonic Inspection System
LUT Local User Terminal
LV Low Voltage
LVDT Linear Variable Differential Transformer
M M Mach
m Meter
m/s Meter per Second
m/sec Meter per Square Second
Phenom 100 2-25
Overview
LEL Lower Explosive Limit
LEL Lower Explosive Limit Lower Explosive Limit
LEO Low-Earth Orbiting
LEOSAR Low-Earth Orbiting Search and Rescue
LEP List of Effective Pages
LG Landing Gear
LGCL Landing Gear Control Lever
LH Left-Hand
LIFR Low Instrument Flight Rules
lm/ft Lumen per Square-Foot
lm/m Lumen per Square Meter
LMU Lighting Monitoring Unit
LNAV Lateral Navigation
LOC Localizer
LOGO Logotype
LON Longitude
LP Low Pressure
LPDU Left Power Distribution Unit
LPT Low Pressure Turbine
LPV Localizer Performance with Vertical Guidance
LRU Line Replaceable Unit
LSB Least Significant Bit
LU Lubrication
LUIS Laser Ultrasonic Inspection System
LUT Local User Terminal
LV Low Voltage
LVDT Linear Variable Differential Transformer
M M Mach
m Meter
m/s Meter per Second
m/sec Meter per Square Second
2-26 Phenom 100
MMO
Maximum Mach Operation
m Square Meter
m Cubic Meter
mA Milliampere
MAINT Maintenance
MAPR Missed Approach
MAX Maximum
MB Megabyte
Mb Megabits
MB Marker Beacon
mbar Milibar
Mbps Megabits per second
MCC Mission Control Center
MDV Manifold Drain Valve
ME Maintenance and Engineering
METAR Meteorological Aviation Reports
MFD Multi-Function Display
MFG Manufacturing
mg Milligram
mg/l Milligram per Liter
MH Manhours
MHz Megahertz
mi Mile
MIC Microphone
MIL Military
MIN Minimum
min Minute
MKR Marker
ml Milliliter
MLG Main Landing Gear
MM Maintenance Manual
2-26 Phenom 100
MMO
Maximum Mach Operation
m Square Meter
m Cubic Meter
mA Milliampere
MAINT Maintenance
MAPR Missed Approach
MAX Maximum
MB Megabyte
Mb Megabits
MB Marker Beacon
mbar Milibar
Mbps Megabits per second
MCC Mission Control Center
MDV Manifold Drain Valve
ME Maintenance and Engineering
METAR Meteorological Aviation Reports
MFD Multi-Function Display
MFG Manufacturing
mg Milligram
mg/l Milligram per Liter
MH Manhours
MHz Megahertz
mi Mile
MIC Microphone
MIL Military
MIN Minimum
min Minute
MKR Marker
ml Milliliter
MLG Main Landing Gear
MM Maintenance Manual
Phenom 100 2-27
Overview
mm Millimeter
mm Square Millimeter
mm Cubic Millimeter
MMEL Master Minimum Equipment List
mmHg Millimeter of Mercury
MMO Mach Maximum Operating
MN Mach Number
MO Month
MOP Main Oil Pressure
MOPT Main Oil Pressure and Temperature
MOT Main Oil Temperature
MOV Motor-Operated-Valve
MPa Megapascal
MPEL Maximum Permissible Exposure Level
MPH Maintenance per Hour
mph Mile per Hour
MRB Maintenance Review Board
ms Millisecond
MSB Most Significant Bit
MSL Mean Sea Level
MTL Minimum Threshold Level
MTOSS Maintenance Task Oriented Support System
mV Millivolt
MV Metering Valve
MVFR Minimum Visual Flight Rules
MW Mega Watt
mW Milliwatt
MWF Monitor Warning Function
M? Megohm
m? Milliohm
N N Newton
Phenom 100 2-27
Overview
mm Millimeter
mm Square Millimeter
mm Cubic Millimeter
MMEL Master Minimum Equipment List
mmHg Millimeter of Mercury
MMO Mach Maximum Operating
MN Mach Number
MO Month
MOP Main Oil Pressure
MOPT Main Oil Pressure and Temperature
MOT Main Oil Temperature
MOV Motor-Operated-Valve
MPa Megapascal
MPEL Maximum Permissible Exposure Level
MPH Maintenance per Hour
mph Mile per Hour
MRB Maintenance Review Board
ms Millisecond
MSB Most Significant Bit
MSL Mean Sea Level
MTL Minimum Threshold Level
MTOSS Maintenance Task Oriented Support System
mV Millivolt
MV Metering Valve
MVFR Minimum Visual Flight Rules
MW Mega Watt
mW Milliwatt
MWF Monitor Warning Function
M? Megohm
m? Milliohm
N N Newton
2-28 Phenom 100
N.m Newton Meter
N/A Not Applicable
N
1
Fan Rotor Speed
N
2
Core Rotor Speed
NA Not Available
NACA National Advisory Committee for Aeronautics
NAI Nacelle Anti-Ice
NAV Navigation
NAVAID Navigational Aid
NCR Negative Climb Rate after Takeoff Alert
NDB Non-Directional Beacon
NDT Nondestructive Testing Manual
NEXRAD Next-generation Radar
nF Nano Farad
NFF No Fault Found
NLG Nose Landing Gear
nmi Nautical Mile
NPRV Negative Pressure Relief Valve
NRST Nearest
nS Nano Siemens
NTO No Technical Objection
O OAT Outside Air Temperature
OBS Omni Bearing Selector
OC On Condition
OC Overcondition
OC Overcurrent
OCN Oceanic
OD Outside Diameter
ODS Overheat Detection System
OEI One Engine Inoperative
OEM Original Equipment Manufacturer
2-28 Phenom 100
N.m Newton Meter
N/A Not Applicable
N
1
Fan Rotor Speed
N
2
Core Rotor Speed
NA Not Available
NACA National Advisory Committee for Aeronautics
NAI Nacelle Anti-Ice
NAV Navigation
NAVAID Navigational Aid
NCR Negative Climb Rate after Takeoff Alert
NDB Non-Directional Beacon
NDT Nondestructive Testing Manual
NEXRAD Next-generation Radar
nF Nano Farad
NFF No Fault Found
NLG Nose Landing Gear
nmi Nautical Mile
NPRV Negative Pressure Relief Valve
NRST Nearest
nS Nano Siemens
NTO No Technical Objection
O OAT Outside Air Temperature
OBS Omni Bearing Selector
OC On Condition
OC Overcondition
OC Overcurrent
OCN Oceanic
OD Outside Diameter
ODS Overheat Detection System
OEI One Engine Inoperative
OEM Original Equipment Manufacturer
Phenom 100 2-29
Overview
OFV Outflow Valve
OH Overhaul
OM Manual of the Owner
OOOI Out, Off, On and In
OP Option
Op. Operation
opt. Optional
OS Overspeed
OS Oversize
OUTBD Outboard
OV Overvoltage
OVBD Overboard
OVHT Overheat
OVLD Overload
OVRD Override
oz Ounce
oz/in Ounce per Cubic Inch
P P/N Part Number
PA Passenger Address
Pa Pascal
PAA Passenger Address Amplifier
PACIC Passenger Address and Cabin Interphone Controller
PACIS Passenger Address and Cabin Interphone System
PAST Pilot Activated Self Test
PAV Pressure Adjusting Valve
PAX Passenger
PBE Protective Breathing Equipment
PBIT Power-up Built-In Test
PC Personal Computer
PCU Passenger Control Unit
PDA Premature Descent Alert
Phenom 100 2-29
Overview
OFV Outflow Valve
OH Overhaul
OM Manual of the Owner
OOOI Out, Off, On and In
OP Option
Op. Operation
opt. Optional
OS Overspeed
OS Oversize
OUTBD Outboard
OV Overvoltage
OVBD Overboard
OVHT Overheat
OVLD Overload
OVRD Override
oz Ounce
oz/in Ounce per Cubic Inch
P P/N Part Number
PA Passenger Address
Pa Pascal
PAA Passenger Address Amplifier
PACIC Passenger Address and Cabin Interphone Controller
PACIS Passenger Address and Cabin Interphone System
PAST Pilot Activated Self Test
PAV Pressure Adjusting Valve
PAX Passenger
PBE Protective Breathing Equipment
PBIT Power-up Built-In Test
PC Personal Computer
PCU Passenger Control Unit
PDA Premature Descent Alert
2-30 Phenom 100
PDU Power Distribuition Unit
PED Portable Equipment Devices
PEL Permissible Exposure Level
Perf Performance
PFD Primary Flight Display
PIL Parts Information Letter
PIT Pitch
PM Proportional Module
PMA Permanent Magnet Alternator
POH Pilot Operating Handbook
ppm Parts per Million
PPT Pedal Position Transducer
PRA Prerecorded Announcement
PRF Pulse Repetition Frequency
PRI Primary
PROC Processor
PRSOV Pressure Regulating and Shutoff Valve
PRV Pressure Regulating Valve
PRV Pressure Relief Valve
PS Pressure Switch
PS Proximity Switch
psi Pounds per Square Inch
psia Pound per Square Inch Absolute
psid Pound per Square Inch Differential
psig Pound per Square Inch Gauge
PSU Passenger Service Unit
Pt Total Pressure
PT Pressure Transducer
PTT Push-to-Talk
PTU Power Transfer Unit
PVC Polyvinyl Chloride
PWM Pulse Width Modulation
2-30 Phenom 100
PDU Power Distribuition Unit
PED Portable Equipment Devices
PEL Permissible Exposure Level
Perf Performance
PFD Primary Flight Display
PIL Parts Information Letter
PIT Pitch
PM Proportional Module
PMA Permanent Magnet Alternator
POH Pilot Operating Handbook
ppm Parts per Million
PPT Pedal Position Transducer
PRA Prerecorded Announcement
PRF Pulse Repetition Frequency
PRI Primary
PROC Processor
PRSOV Pressure Regulating and Shutoff Valve
PRV Pressure Regulating Valve
PRV Pressure Relief Valve
PS Pressure Switch
PS Proximity Switch
psi Pounds per Square Inch
psia Pound per Square Inch Absolute
psid Pound per Square Inch Differential
psig Pound per Square Inch Gauge
PSU Passenger Service Unit
Pt Total Pressure
PT Pressure Transducer
PTT Push-to-Talk
PTU Power Transfer Unit
PVC Polyvinyl Chloride
PWM Pulse Width Modulation
Phenom 100 2-31
Overview
PWR Power
Q QAD Quick Attach / Detach
QC Quality Control
QC Quick Change
QD Quick Disconnect
QEC Quick Engine Change
QRH Quick Reference Handbook
QSC Quiet Start Contactor
qt Quart Gallon
R RAD ALT Radar Altimeter
RAIM Receiver Autonomous Integrity Monitoring
RAT Ram air Temperature
RAV Ram Air Valve
RBHA Requisitos Brasileiros de Homologao Aeronutica
RCC Rescue Coordination Center
RET Retract
REV Revision
RF Radio Frequency
RH Right-Hand
RI Recorder Interface
RIB Remote Image Bus
RLY Relay
RMS Root Mean Square
RNP Required Navigation Performance
ROC Reduced Required Obstacle Clearance
ROSE Read-Out Support Equipment
RPDU Right Power Distribution Unit
RPM Rotations per Minute
RR Remove and Replace
RS Restoration
Phenom 100 2-31
Overview
PWR Power
Q QAD Quick Attach / Detach
QC Quality Control
QC Quick Change
QD Quick Disconnect
QEC Quick Engine Change
QRH Quick Reference Handbook
QSC Quiet Start Contactor
qt Quart Gallon
R RAD ALT Radar Altimeter
RAIM Receiver Autonomous Integrity Monitoring
RAT Ram air Temperature
RAV Ram Air Valve
RBHA Requisitos Brasileiros de Homologao Aeronutica
RCC Rescue Coordination Center
RET Retract
REV Revision
RF Radio Frequency
RH Right-Hand
RI Recorder Interface
RIB Remote Image Bus
RLY Relay
RMS Root Mean Square
RNP Required Navigation Performance
ROC Reduced Required Obstacle Clearance
ROSE Read-Out Support Equipment
RPDU Right Power Distribution Unit
RPM Rotations per Minute
RR Remove and Replace
RS Restoration
2-32 Phenom 100
RTA Receiver/Transmitter Antenna
RTB Resistive Type Bulb
RTC Reduced Required Terrain Clearance
RTD Resistance Temperature Detector
RTN Return
RTO Rejected Takeoff
RTOK Re-Test OK
RTS Recirculating Toilet System
RTS Return To Service
RTS/NS RETURN TO SEAT/NO SMOKING
RTV Room Temperature Vulcanizing
RVDT Rotary Variable Differential Transducer
RVI Remote Visual Inspection
RVSM Reduced Vertical Separation Minimum
RX Receive
S s Second
S/N Serialized Number
SAR Search and Rescue
SARSAT Search and Rescue Satellite Aided Tracking
SAT Static Air Temperature
SATCOM Satellite Communications
SB Service Bulletin
SBAS Satellite Based Augmentation System
SBC Shed Bus Contactor
SC Start Contactor
SD Secure Digital
SDS System Description Section
SDU Satellite Data Unit
SEL Selector
SELCAL Selective Call
2-32 Phenom 100
RTA Receiver/Transmitter Antenna
RTB Resistive Type Bulb
RTC Reduced Required Terrain Clearance
RTD Resistance Temperature Detector
RTN Return
RTO Rejected Takeoff
RTOK Re-Test OK
RTS Recirculating Toilet System
RTS Return To Service
RTS/NS RETURN TO SEAT/NO SMOKING
RTV Room Temperature Vulcanizing
RVDT Rotary Variable Differential Transducer
RVI Remote Visual Inspection
RVSM Reduced Vertical Separation Minimum
RX Receive
S s Second
S/N Serialized Number
SAR Search and Rescue
SARSAT Search and Rescue Satellite Aided Tracking
SAT Static Air Temperature
SATCOM Satellite Communications
SB Service Bulletin
SBAS Satellite Based Augmentation System
SBC Shed Bus Contactor
SC Start Contactor
SD Secure Digital
SDS System Description Section
SDU Satellite Data Unit
SEL Selector
SELCAL Selective Call
Phenom 100 2-33
Overview
SERPE-IESM Socite d'tudes et de Ralisation de Protection
Electronique - Informatique lectronique Scurit
Marine
SHT Sheet
SI International System of Units
SID Standard Instrument Departure
SIGMET Significant Meteorological Information
SIL Service Information Letter
SKS Skip
SLRB Spring Loaded Rudder Booster
SLS Side-Lobe Suppression
SLVD Sleeved
SM Standard Manual
SMM Serial Memory Module
SOI Silicon on Insulator
SOV Shutoff Valve
SP Space Provisioning
SP Splice
SPD Speed
SPI Special Position Identification
SPKR Speaker
SPLR Spoiler
SQ Squelch
SRM Structural Repair Manual
SRU Shop Replaceable Unit
SSB Single Sideband
SSEC Static Source Error Correction
ST Safety
ST Start-Up Test
STA Station
STAB Stabilizer
STAR Standard Instrument Arrivals
Phenom 100 2-33
Overview
SERPE-IESM Socite d'tudes et de Ralisation de Protection
Electronique - Informatique lectronique Scurit
Marine
SHT Sheet
SI International System of Units
SID Standard Instrument Departure
SIGMET Significant Meteorological Information
SIL Service Information Letter
SKS Skip
SLRB Spring Loaded Rudder Booster
SLS Side-Lobe Suppression
SLVD Sleeved
SM Standard Manual
SMM Serial Memory Module
SOI Silicon on Insulator
SOV Shutoff Valve
SP Space Provisioning
SP Splice
SPD Speed
SPI Special Position Identification
SPKR Speaker
SPLR Spoiler
SQ Squelch
SRM Structural Repair Manual
SRU Shop Replaceable Unit
SSB Single Sideband
SSEC Static Source Error Correction
ST Safety
ST Start-Up Test
STA Station
STAB Stabilizer
STAR Standard Instrument Arrivals
2-34 Phenom 100
STBY Standby
STBYC Standby Contactor
STC Special Type Certification
STD Standard
STG Storage
STGR Stringer
SV Servicing
SW Switch
SWG Standard Wire Gauge
SWPM Standard Wiring Practices Manual
SWR Standing Wave Ratio
SYS System
T T/M Torquemotor
T/N Tail Number
T1 Inlet Total Temperature
TA Traffic Advisories
TAC Trim Actuator Controller
TAF Terminal Aerodrome Forecasts
TAS True Airspeed
TAS Trim Actuation System
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TBA To Be Advised
TBD To Be Defined/Determined
TBO Time Between Overhaul
TC Type Certificate
TCAS Traffic Alert and Collision Avoidance System
TCPS Temperature Compensated Pressure Switch
TCQ Thrust Control Quadrant
TCS Touch Control Steering
TCS Temperature Control System
2-34 Phenom 100
STBY Standby
STBYC Standby Contactor
STC Special Type Certification
STD Standard
STG Storage
STGR Stringer
SV Servicing
SW Switch
SWG Standard Wire Gauge
SWPM Standard Wiring Practices Manual
SWR Standing Wave Ratio
SYS System
T T/M Torquemotor
T/N Tail Number
T1 Inlet Total Temperature
TA Traffic Advisories
TAC Trim Actuator Controller
TAF Terminal Aerodrome Forecasts
TAS True Airspeed
TAS Trim Actuation System
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TBA To Be Advised
TBD To Be Defined/Determined
TBO Time Between Overhaul
TC Type Certificate
TCAS Traffic Alert and Collision Avoidance System
TCPS Temperature Compensated Pressure Switch
TCQ Thrust Control Quadrant
TCS Touch Control Steering
TCS Temperature Control System
Phenom 100 2-35
Overview
TD Technical Description
TEC Turbine Exhaust Case
TEMP Temperature
TERM Terminal
TFR Temporary Flight Restrictions
TLA Thrust Lever Angle
TMV Temperature Modulating Valve
TO Takeoff
TOC Table of Contents
TOD Top of Descent
TOGA Take off / Go Around
TS Technical Specification
TS Temperature Sensor
TSO Technical Standard Order
TSS Temperature Switch
TTFF Time To First Fix
TVP True Vapor Pressure
TX Transmit
U UAT Universal Access Transceiver
UHF Ultra High Frequency
ULB Underwater Locator Beacon
UTC Universal Time Coordinated
UUT Unit Under Test
UV Ultraviolet
V V Volt
V AC Volt Alternating Current
V DC Volt Direct Current
VFE
Maximum Flaps Extended Speed
Phenom 100 2-35
Overview
TD Technical Description
TEC Turbine Exhaust Case
TEMP Temperature
TERM Terminal
TFR Temporary Flight Restrictions
TLA Thrust Lever Angle
TMV Temperature Modulating Valve
TO Takeoff
TOC Table of Contents
TOD Top of Descent
TOGA Take off / Go Around
TS Technical Specification
TS Temperature Sensor
TSO Technical Standard Order
TSS Temperature Switch
TTFF Time To First Fix
TVP True Vapor Pressure
TX Transmit
U UAT Universal Access Transceiver
UHF Ultra High Frequency
ULB Underwater Locator Beacon
UTC Universal Time Coordinated
UUT Unit Under Test
UV Ultraviolet
V V Volt
V AC Volt Alternating Current
V DC Volt Direct Current
VFE
Maximum Flaps Extended Speed
2-36 Phenom 100
VMO
Maximum Operating Speed
VA Volt Ampere
VACC Vacuum
VALT Vertical Altitude
VAPP VOR Approach
VASEL Vertical Altitude Select
VAT Value Added Tax
VbPCI Virtual Backplane Peripheral Component Interface
VCO Voltage Controlled Oscillator
VCS Vapor Cycle System
VE Vertical Empennage
VERT Vertical
VFOM Vertical Figure of Merit
VFR Visual Flight Rules
VG Variable Geometry
VGS Variable Geometry System
VHF Very High Frequency
VI Visual Inspection
VMO Velocity Maximum Operating
VNAV Vertical Navigation
VOR VHF Omnidirectional Range
VOR/LOC VOR Localizer
VORTAC VOR and UHF Tactical Air Navigation
VPATH Vertical Path
VRLA Valve-Regulated Lead-Acid
VS Vertical Speed
VSWR Voltage Standing Wave Ratio
W W Watt
W.L. Water Line
WAAS Wide Area Augmentation System
2-36 Phenom 100
VMO
Maximum Operating Speed
VA Volt Ampere
VACC Vacuum
VALT Vertical Altitude
VAPP VOR Approach
VASEL Vertical Altitude Select
VAT Value Added Tax
VbPCI Virtual Backplane Peripheral Component Interface
VCO Voltage Controlled Oscillator
VCS Vapor Cycle System
VE Vertical Empennage
VERT Vertical
VFOM Vertical Figure of Merit
VFR Visual Flight Rules
VG Variable Geometry
VGS Variable Geometry System
VHF Very High Frequency
VI Visual Inspection
VMO Velocity Maximum Operating
VNAV Vertical Navigation
VOR VHF Omnidirectional Range
VOR/LOC VOR Localizer
VORTAC VOR and UHF Tactical Air Navigation
VPATH Vertical Path
VRLA Valve-Regulated Lead-Acid
VS Vertical Speed
VSWR Voltage Standing Wave Ratio
W W Watt
W.L. Water Line
WAAS Wide Area Augmentation System
Phenom 100 2-37
Overview
Symbols
WATCH Weather Attenuated Color Highlight
Wb Weber
WHCU Windshield Heating Control Unit
WM Wiring Manual
WOW Weight-on-Wheels
WPT Waypoint
WRN Warning
WSP Water Service Panel
WST Wheel Speed Transducer
WWSC Water and Waste System Controller
WX Weather Radar
X XFER Transfer
XMTR Transmitter
XPDR Transponder
Y yd Yard
YD Yaw Damper
YR Year
Z ZC Cabin Altitude
ZCOT Scheduled Cabin Altitude
ZFW Zero Fuel Weight
A Microampere
F Micro Farad
m micrometer
V Microvolt
Microhm
Ohm
Phenom 100 2-37
Overview
Symbols
WATCH Weather Attenuated Color Highlight
Wb Weber
WHCU Windshield Heating Control Unit
WM Wiring Manual
WOW Weight-on-Wheels
WPT Waypoint
WRN Warning
WSP Water Service Panel
WST Wheel Speed Transducer
WWSC Water and Waste System Controller
WX Weather Radar
X XFER Transfer
XMTR Transmitter
XPDR Transponder
Y yd Yard
YD Yaw Damper
YR Year
Z ZC Cabin Altitude
ZCOT Scheduled Cabin Altitude
ZFW Zero Fuel Weight
A Microampere
F Micro Farad
m micrometer
V Microvolt
Microhm
Ohm
2-38 Phenom 100
2-38 Phenom 100
Phenom 100 3-1
Preflight Inspection
External Inspection
External Lights ..................................................................................... CHECK
Turn the lights and batteries OFF immediately after check to avoid batter-
ies discharge.
Recommended Walk-Around Sequence:
Note: Prior to starting the external inspection, apply the Emergency /
Parking Brake.
Note: Items marked with an asterisk * need to be done at least before
the first flight of the day.
A
B
C
D
E
F
G
H
I
J
K
L
Phenom 100 3-1
External Inspection
External Lights ..................................................................................... CHECK
Turn the lights and batteries OFF immediately after check to avoid batter-
ies discharge.
Recommended Walk-Around Sequence:
Note: Prior to starting the external inspection, apply the Emergency /
Parking Brake.
Note: Items marked with an asterisk * need to be done at least before
the first flight of the day.
A
B
C
D
E
F
G
H
I
J
K
L
3-2 Phenom 100
A. Left Forward Fuselage
1. AOA Vane .......................................................................... CHECK FREE
3-2 Phenom 100
A. Left Forward Fuselage
1. AOA Vane .......................................................................... CHECK FREE
Phenom 100 3-3
2. Pitot Tube and Static Port ................... CONDITION, NO OBSTRUCTION
Phenom 100 3-3
2. Pitot Tube and Static Port ................... CONDITION, NO OBSTRUCTION
3-4 Phenom 100
A. Left Forward Fuselage (continued)
3. Oxygen Discharge Indicator...............................GREEN DISC IN PLACE
3-4 Phenom 100
3. Oxygen Discharge Indicator...............................GREEN DISC IN PLACE
Phenom 100 3-5
4. Antennas .............................................................................. CONDITION
Phenom 100 3-5
4. Antennas .............................................................................. CONDITION
3-6 Phenom 100
5. Red Beacon Light ................................................................. CONDITION
3-6 Phenom 100
5. Red Beacon Light ................................................................. CONDITION
Phenom 100 3-7
B. Nose Gear Area
1. NLG Doors, Wheel and Tire ................................................. CONDITION
2. NLG Torque Link......................................CONNECTED AND SECURED
Phenom 100 3-7
B. Nose Gear Area
1. NLG Doors, Wheel and Tire ................................................. CONDITION
2. NLG Torque Link......................................CONNECTED AND SECURED
3-8 Phenom 100
B. Nose Gear Area (continued)
3. NLG Locking Pin..................................................................... REMOVED
4. Fwd Baggage Compartment Door ..............................................LOCKED
3-8 Phenom 100
B. Nose Gear Area (continued)
3. NLG Locking Pin..................................................................... REMOVED
4. Fwd Baggage Compartment Door ..............................................LOCKED
Phenom 100 3-9
5. Radome................................................................................ CONDITION
Phenom 100 3-9
5. Radome................................................................................ CONDITION
3-10 Phenom 100
C. Right Forward Fuselage
1. Air Inlet...................................................................... NO OBSTRUCTION
2. Access Door ............................................................................SECURED
3-10 Phenom 100
C. Right Forward Fuselage
1. Air Inlet...................................................................... NO OBSTRUCTION
2. Access Door ............................................................................SECURED
Phenom 100 3-11
3. Pitot Tube and Static Port / AOA Vane ................... NO OBSTRUCTION /
FREEDOM OF MOVENMENT
Phenom 100 3-11
3. Pitot Tube and Static Port / AOA Vane ................... NO OBSTRUCTION /
FREEDOM OF MOVENMENT
3-12 Phenom 100
C. Right Forward Fuselage (continued)
4. Landing/Taxi Lights ............................................................... CONDITION
3-12 Phenom 100
C. Right Forward Fuselage (continued)
4. Landing/Taxi Lights ............................................................... CONDITION
Phenom 100 3-13
D. Right Fuselage
1. Fuselage Air Inlet ..................................................... NO OBSTRUCTION
2. Overwing Emergency Exit .............................................FLUSH/SECURE
Phenom 100 3-13
D. Right Fuselage
1. Fuselage Air Inlet ..................................................... NO OBSTRUCTION
2. Overwing Emergency Exit .............................................FLUSH/SECURE
3-14 Phenom 100
D. Right Fuselage (continued)
3. Engine Fan ........................................................................... CONDITION
4. Engine Air Inlet ......................................................... NO OBSTRUCTION
3-14 Phenom 100
Phenom 100 3-15
5. Starter / Generator Air Inlet............................................................CLEAR
6. * Fuel Drains..................... DRAIN AND CHECK FOR CONTAMINATION
7. Fuel Drains and Dump Valves .................................................NO LEAKS
Phenom 100 3-15
6. * Fuel Drains..................... DRAIN AND CHECK FOR CONTAMINATION
7. Fuel Drains and Dump Valves .................................................NO LEAKS
3-16 Phenom 100
7. Right Wing De-ice Boot......................................................... CONDITION
3-16 Phenom 100
7. Right Wing De-ice Boot......................................................... CONDITION
Phenom 100 3-17
E. Right Main Gear
1. MLG Door, Wheel, Brake and Tire........................................ CONDITION
2. MLG Locking Pin .................................................................... REMOVED
Phenom 100 3-17
E. Right Main Gear
3-18 Phenom 100
F. Right Wing
1. Fuel Cap ............................................................ CLOSED AND LOCKED
2. Fuel Tank Air Inlet ..................................................... NO OBSTRUCTION
3-18 Phenom 100
F. Right Wing
1. Fuel Cap ............................................................ CLOSED AND LOCKED
Phenom 100 3-19
3. Navigation/Stroble Lights...................................................... CONDITION
4. Right Aileron...................................................................... CHECK FREE
Phenom 100 3-19
3. Navigation/Stroble Lights...................................................... CONDITION
4. Right Aileron...................................................................... CHECK FREE
3-20 Phenom 100
January 2011 Rev. 2 Developed for Training Purposes
F. Right Wing (continued)
5. Static Dischargers (x3)................................. NUMBER AND CONDITION
6. Right Flap ............................................................................. CONDITION
7. Right Spoiler (if applicable) ...................................................CONDITION
3-20 Phenom 100
F. Right Wing (continued)
6. Right Flap ............................................................................. CONDITION
7. Right Spoiler (if applicable) ...................................................CONDITION
Phenom 100 3-21
G. Right Aft Fuselage and Engine
1. Battery Access Door ................................................................ SECURED
2. Cowlings ................................................................................... LATCHED
Phenom 100 3-21
G. Right Aft Fuselage and Engine
1. Battery Access Door ................................................................ SECURED
3-22 Phenom 100
G. Right Aft Fuselage and Engine (continued)
3. Exhaust ......................................................................................... CLEAR
4. Drain Mast ............................................................................ CONDITION
3-22 Phenom 100
3. Exhaust ......................................................................................... CLEAR
Phenom 100 3-23
5. Oil Level........................................................................................ CHECK
6. Oil Filter Impending Pybass Indicator (Red Pop-up) .... NOT EXTENDED
Phenom 100 3-23
5. Oil Level........................................................................................ CHECK
6. Oil Filter Impending Pybass Indicator (Red Pop-up) .... NOT EXTENDED
3-24 Phenom 100
7. Heat Exchanger Air Exhaust......................................................... CLEAR
8. Pylon..................................................................................... CONDITION
3-24 Phenom 100
7. Heat Exchanger Air Exhaust......................................................... CLEAR
8. Pylon..................................................................................... CONDITION
Phenom 100 3-25
H. Tail
1. Vertical Stabilizer .................................................................. CONDITION
2. Rudder .................................................................................. CONDITION
3. Yaw Trim Tab ........................................................................ CONDITION
Phenom 100 3-25
H. Tail
1. Vertical Stabilizer .................................................................. CONDITION
2. Rudder .................................................................................. CONDITION
3. Yaw Trim Tab ........................................................................ CONDITION
3-26 Phenom 100
H. Tail (continued)
4. Horizontal Stabilizer .............................................................. CONDITION
5. Horizontal Stabilizer De-ice Boot .......................................... CONDITION
3-26 Phenom 100
H. Tail (continued)
4. Horizontal Stabilizer .............................................................. CONDITION
5. Horizontal Stabilizer De-ice Boot .......................................... CONDITION
Phenom 100 3-27
6. Elevator / Pitch Trim Tab....................................................... CONDITION
7. Pitch Trim Tab....................................................................... CONDITION
Phenom 100 3-27
6. Elevator / Pitch Trim Tab....................................................... CONDITION
7. Pitch Trim Tab....................................................................... CONDITION
3-28 Phenom 100
H. Tail (continued)
9. Antennas............................................................................... CONDITION
3-28 Phenom 100
H. Tail (continued)
9. Antennas............................................................................... CONDITION
Phenom 100 3-29
10. Ground Cooling Fan / Air Exhaust ............................ NO OBSTRUCTION
Phenom 100 3-29
10. Ground Cooling Fan / Air Exhaust ............................ NO OBSTRUCTION
3-30 Phenom 100
I. Left Aft Fuselage and Engine
1. Aft Baggage Compartment Door................................................ SECURE
2. Pylon..................................................................................... CONDITION
3-30 Phenom 100
I. Left Aft Fuselage and Engine
1. Aft Baggage Compartment Door................................................ SECURE
2. Pylon..................................................................................... CONDITION
Phenom 100 3-31
4. Exhaust..........................................................................................CLEAR
Phenom 100 3-31
4. Exhaust..........................................................................................CLEAR
3-32 Phenom 100
I. Left Aft Fuselage and Engine (continued0
6. Oil Level ........................................................................................CHECK
7. Oil Filter Impending Bypass Indicator (Red Pop-up)..... NOT EXTENDED
3-32 Phenom 100
I. Left Aft Fuselage and Engine (continued0
6. Oil Level ........................................................................................CHECK
7. Oil Filter Impending Bypass Indicator (Red Pop-up)..... NOT EXTENDED
Phenom 100 3-33
8. DC Power Receptacle .................................................................. CHECK
Phenom 100 3-33
8. DC Power Receptacle .................................................................. CHECK
3-34 Phenom 100
J. Left WIng
1. Left Flap................................................................................ CONDITION
3-34 Phenom 100
J. Left WIng
1. Left Flap................................................................................ CONDITION
Phenom 100 3-35
3. Left Aileron......................................................................... CHECK FREE
4. Roll Trim Tab......................................................................... CONDITION
Phenom 100 3-35
3. Left Aileron......................................................................... CHECK FREE
4. Roll Trim Tab......................................................................... CONDITION
3-36 Phenom 100
J. Left WIng (continued)
5. Navigation / Stroble Lights .................................................... CONDITION
6. Left Wing De-ice Boot ........................................................... CONDITION
3-36 Phenom 100
J. Left WIng (continued)
5. Navigation / Stroble Lights .................................................... CONDITION
6. Left Wing De-ice Boot ........................................................... CONDITION
Phenom 100 3-37
7. Fuel Cap............................................................ CLOSED AND LOCKED
Phenom 100 3-37
7. Fuel Cap............................................................ CLOSED AND LOCKED
3-38 Phenom 100
K. Left Main Landing Gear
3-38 Phenom 100
K. Left Main Landing Gear
Phenom 100 3-39
L. Left Fuselage
1. Landing /Taxi Light................................................................ CONDITION
2. Wing Inspection Light ........................................................... CONDITION
Phenom 100 3-39
L. Left Fuselage
1. Landing /Taxi Light................................................................ CONDITION
2. Wing Inspection Light ........................................................... CONDITION
3-40 Phenom 100
L. Left Fuselage (continued)
3. Fuselage Air Inlet ...................................................... NO OBSTRUCTION
3-40 Phenom 100
L. Left Fuselage (continued)
3. Fuselage Air Inlet ...................................................... NO OBSTRUCTION
Phenom 100 3-41
Phenom 100 3-41
3-42 Phenom 100
3-42 Phenom 100
Phenom 100 4-1
Expanded Normals
Normal Checklists
The normal checklist is a memory aid to assist the pilots so they do not forget
actions which, if not carried out, can result in some type of risk to the airplane,
to the operational environment, to any of its systems, to its occupants or to
the passengers comfort. Specific regulations also ask for items to be included
in the checklist.
The normal checklist assumes that the pilots previously accomplished all nor-
mal procedures.
The normal checklist is named and divided according to each specific phase
of flight and should follow the normal checklist philosophy.
When a disagreement between the response and the checklist answer is
found, the checklist should be interrupted until the item is resolved.
Upon completion of the checklist the pilot reading it should state:
__________Checklist Complete.
Cockpit Philosophy
The PHENOM 100 flight deck is designed to:
Provide the necessary means to accomplish the required tasks.
Provide acceptable and reasonable workloads.
Minimize pilot errors and its consequences.
Provide optimized ergonomics aimed at safety, ease of operation, control

and comfort requirements.
Both pilots can access all essential information and necessary controls for
safe flying and landing. Control of the airplanes systems is done via the main
and side panels.
Some buttons on the panels have detent protection and must be pulled out to
allow the knob rotation. This protection does not allow inadvertent knob
rotation.
System failures are primarily monitored via CAS message. The synoptics are
included as an aid to pilot monitoring systems status.
Critical systems give total authority to the pilot by employing intuitive proce-
dures for maximum airplane performance with minimum workload. Cockpit
design makes tasks as simple as possible, thus leading to increased control
of situation and systems. Automation is used only to improve the task accom-
plishment, complementing but not substituting the crew.
Phenom 100 4-1
Expanded Normals
Normal Checklists
The normal checklist is a memory aid to assist the pilots so they do not forget
actions which, if not carried out, can result in some type of risk to the airplane,
to the operational environment, to any of its systems, to its occupants or to
the passengers comfort. Specific regulations also ask for items to be included
in the checklist.
The normal checklist assumes that the pilots previously accomplished all nor-
mal procedures.
The normal checklist is named and divided according to each specific phase
of flight and should follow the normal checklist philosophy.
When a disagreement between the response and the checklist answer is
found, the checklist should be interrupted until the item is resolved.
Upon completion of the checklist the pilot reading it should state:
__________Checklist Complete.
Cockpit Philosophy
The PHENOM 100 flight deck is designed to:
Provide the necessary means to accomplish the required tasks.
Provide acceptable and reasonable workloads.
Minimize pilot errors and its consequences.
Provide optimized ergonomics aimed at safety, ease of operation, control

and comfort requirements.
Both pilots can access all essential information and necessary controls for
safe flying and landing. Control of the airplanes systems is done via the main
and side panels.
Some buttons on the panels have detent protection and must be pulled out to
allow the knob rotation. This protection does not allow inadvertent knob
rotation.
System failures are primarily monitored via CAS message. The synoptics are
included as an aid to pilot monitoring systems status.
Critical systems give total authority to the pilot by employing intuitive proce-
dures for maximum airplane performance with minimum workload. Cockpit
design makes tasks as simple as possible, thus leading to increased control
of situation and systems. Automation is used only to improve the task accom-
plishment, complementing but not substituting the crew.
4-2 Phenom 100
Dark and Quiet Cockpit
The concept used to design and operate the airplane was based on the
assumption that while in flight, all systems are normal when:
Lights, main, glareshield and control pedestal panels have no lights on.
No aural warnings are being issued.
The selector knobs are positioned at twelve oclock.

A white striped bar illuminates on any button to indicate that it is not in normal
position.
4-2 Phenom 100
Dark and Quiet Cockpit
The concept used to design and operate the airplane was based on the
assumption that while in flight, all systems are normal when:
Lights, main, glareshield and control pedestal panels have no lights on.
No aural warnings are being issued.
The selector knobs are positioned at twelve oclock.

A white striped bar illuminates on any button to indicate that it is not in normal
position.
Phenom 100 4-3
Expanded Normals
Arriving at the Airplane
Evaluate if there is room for the taxi-out or push-back maneuver. See if the
airplane looks good, level and normal. Look for fluid spots on the ground,
unexpected things attached to the airplane, bent or unaligned airframe com-
ponents, etc.
If icing is an issue, examine the airplane external surface to determine the
exact nature and extent of the airplane icing. A close inspection of critical
areas such as the wing upper surface is recommended since clear ice how-
ever critical is not always visible at a distance. Make sure that the airplane
has chocks and safety pins as required.
Cockpit / Cabin Safety Inspection
Courtesy Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Emergency Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED & LOCKED
Emergency Door Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Water Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
Documents, Manuals and Charts. . . . . . . . . . . . . . . . . . .CHECK ON BOARD
Check for regulations in countries intended to flight, an approved Airplane
Flight Manual, an approved MEL, navigation and approach charts, QRH,
runway analyses and driftdown analyses (if applicable).
Check documents, such as Certificate of Airworthiness, Copy of the Insur-
ance Policy and Airplane weighing document.
Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Emergency Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Verify Fire Extinguisher, Flashlight, First Aid Kit, and the following optional
items, if installed: Protective Breathing Equipment (PBE), Smoke Gog-
gles, Overwater Life Vest and Survival Kit
Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . PUSH TO RESTORE
Oxygen Supply Control Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAX AUTO
Oxygen Masks & Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/100%
Note: The courtesy light check is only required for flights with landings
after sunset.
Note: It must be installed for single pilot operation and if the flight is going
to be conducted over water.
Phenom 100 4-3
Expanded Normals
Arriving at the Airplane
Evaluate if there is room for the taxi-out or push-back maneuver. See if the
airplane looks good, level and normal. Look for fluid spots on the ground,
unexpected things attached to the airplane, bent or unaligned airframe com-
ponents, etc.
If icing is an issue, examine the airplane external surface to determine the
exact nature and extent of the airplane icing. A close inspection of critical
areas such as the wing upper surface is recommended since clear ice how-
ever critical is not always visible at a distance. Make sure that the airplane
has chocks and safety pins as required.
Cockpit / Cabin Safety Inspection
Courtesy Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Emergency Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED & LOCKED
Emergency Door Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Water Barrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
Documents, Manuals and Charts. . . . . . . . . . . . . . . . . . .CHECK ON BOARD
Check for regulations in countries intended to flight, an approved Airplane
Flight Manual, an approved MEL, navigation and approach charts, QRH,
runway analyses and driftdown analyses (if applicable).
Check documents, such as Certificate of Airworthiness, Copy of the Insur-
ance Policy and Airplane weighing document.
Maintenance Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Emergency Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Verify Fire Extinguisher, Flashlight, First Aid Kit, and the following optional
items, if installed: Protective Breathing Equipment (PBE), Smoke Gog-
gles, Overwater Life Vest and Survival Kit
Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . PUSH TO RESTORE
Oxygen Supply Control Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAX AUTO
Oxygen Masks & Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK/100%
Note: The courtesy light check is only required for flights with landings
after sunset.
Note: It must be installed for single pilot operation and if the flight is going
to be conducted over water.
4-4 Phenom 100
Electrical Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check GEN 1 & 2 switches and BUS TIE knob in the auto position, set
GPU Button as required and check BATT 1 & 2 switches in the OFF posi-
tion.
Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Verify all circuit breakers IN on the left and right CB panels.
FUEL PUMP 1 & 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
FUEL XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT
ELT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
PUSHER CUTOUT Button . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT
HYD PUMP Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
HEATING Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check WSHLD 1 & 2 switches in the OFF position and ADS/AOA knob in
AUTO position
ICE PROTECTION Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check ENG 1 & 2 Switches, WING STAB and INSP LIGHT Switches in
the OFF position
Landing Gear Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PRESSURIZATION Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check Pressurization mode switch in AUTO position.
Check Bleed knob in BOTH position.
Check DUMP button pushed out.

AIR COND Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
ENGINE FIRE EXTING Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check both Engines Fire Shutoff buttons pushed out.
Set the Engine Fire Extinguisher switch to OFF.

Start/Stop Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STOP
Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ZERO
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Seats and Belts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Note: If parking brake pressure is suspected to be low, use wheel chocks
to secure the airplane.
4-4 Phenom 100
Electrical Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check GEN 1 & 2 switches and BUS TIE knob in the auto position, set
GPU Button as required and check BATT 1 & 2 switches in the OFF posi-
tion.
Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Verify all circuit breakers IN on the left and right CB panels.
FUEL PUMP 1 & 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
FUEL XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT
ELT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
PUSHER CUTOUT Button . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT
HYD PUMP Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Check WSHLD 1 & 2 switches in the OFF position and ADS/AOA knob in
AUTO position
Check ENG 1 & 2 Switches, WING STAB and INSP LIGHT Switches in
the OFF position
PRESSURIZATION Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check Pressurization mode switch in AUTO position.
Check Bleed knob in BOTH position.
Check DUMP button pushed out.

AIR COND Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
ENGINE FIRE EXTING Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check both Engines Fire Shutoff buttons pushed out.
Set the Engine Fire Extinguisher switch to OFF.

Flap Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ZERO
Seats and Belts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Note: If parking brake pressure is suspected to be low, use wheel chocks
to secure the airplane.
Phenom 100 4-5
Expanded Normals
External Inspection
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Turn batteries on and check external lights without delay.
Turn the lights and buttons OFF immediately after check to avoid batteries
discharge.
Recommended Walk-Around sequence:
AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Pitot Tube and Static Port . . . . . . . . . . . . CONDITION / NO OBSTRUCTION
Oxygen Discharge Indicator. . . . . . . . . . . . . . . . . . . GREEN DISC IN PLACE
Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Red Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NLG Doors, Wheel and Tire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NLG Torque Link . . . . . . . . . . . . . . . . . . . . . . CONNECTED AND SECURED
NLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Fwd Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCKED
Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Air Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Pitot Tubes and Static Pressure Port . . . . . . . . . . . . . . . . NO OBSTRUCTION
Note: Prior to start the external inspection, apply the Emergency/Parking
Brake.
Items marked with an asterisk * need to be done at least before the
first flight of the day.
E
C
T
UU
U
S
U
O
N
O
N
UUUUUUU
J
E
C
U
SSSS
U
S
U
S
U
S
U
I
O
N
U
S
U
S
U
S
UU
UUU
S
U
U
U
O
N
O
N
O
N
O
N
O
N
O
N
N
O
N
N
O
T
I
O
O
N
C
TT
T
T
I
P100-EN-001i
Phenom 100 4-5
Expanded Normals
External Inspection
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Turn batteries on and check external lights without delay.
Turn the lights and buttons OFF immediately after check to avoid batteries
discharge.
Recommended Walk-Around sequence:
AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Pitot Tube and Static Port . . . . . . . . . . . . CONDITION / NO OBSTRUCTION
Oxygen Discharge Indicator. . . . . . . . . . . . . . . . . . . GREEN DISC IN PLACE
Red Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NLG Doors, Wheel and Tire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NLG Torque Link . . . . . . . . . . . . . . . . . . . . . . CONNECTED AND SECURED
NLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Fwd Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCKED
Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Air Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED
Pitot Tubes and Static Pressure Port . . . . . . . . . . . . . . . . NO OBSTRUCTION
Note: Prior to start the external inspection, apply the Emergency/Parking
Brake.
Items marked with an asterisk * need to be done at least before the
first flight of the day.
E
C
T
UU
U
S
U
O
N
O
N
UUUUUUU
J
E
C
U
SSSS
U
S
U
S
U
S
U
I
O
N
U
S
U
S
U
S
UU
UUU
S
U
U
U
O
N
O
N
O
N
O
N
O
N
O
N
N
O
N
N
O
T
I
O
O
N
C
TT
T
T
I
P100-EN-001i
4-6 Phenom 100
AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
LDG/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Engine Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Engine Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Starter/Generator Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
* Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN AND CHECK
FOR CONTAMINATION
Fuel Drains and Dump Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAKS
Right Wing De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
MLG Door, Wheels, Brakes and Tires. . . . . . . . . . . . . . . . . . . . . CONDITION
MLG Locking Pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED
Fuel Tank Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Navigation/Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Right Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION
Right Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Battery Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURED
Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCHED
Engine Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Drain Masts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Oil Filter Impending Bypass Indicator . . . . . . . . . . . . . . . . . NOT EXTENDED
Heat Exchanger Air Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Pylon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Horizontal Stabilizer De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Note: Using an inadequate tool to accomplish the fuel drainage may
cause damage to the drain valve.
4-6 Phenom 100
AOA Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
LDG/Taxi Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
* Fuel Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN AND CHECK
FOR CONTAMINATION
Fuel Drains and Dump Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LEAKS
Right Wing De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
MLG Door, Wheels, Brakes and Tires. . . . . . . . . . . . . . . . . . . . . CONDITION
MLG Locking Pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED
Right Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION
Right Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Battery Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURED
Engine Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Drain Masts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Heat Exchanger Air Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Pylon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Vertical Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Yaw Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Horizontal Stabilizer De-ice Boot. . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Note: Using an inadequate tool to accomplish the fuel drainage may
cause damage to the drain valve.
Phenom 100 4-7
Expanded Normals
Pitch Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . NUMBER AND CONDITION
Air Exhausts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Aft Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
DC Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Left Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Left Aileron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Roll Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Left Wing De-ice Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED
MLG Door, Wheel, Brake and Tire. . . . . . . . . . . . . . . . . . . . . . . . CONDITION
MLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
LDG/Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Note: Make sure that the fuel cap is properly closed and locked.
Phenom 100 4-7
Expanded Normals
Pitch Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Air Exhausts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Aft Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECURE
Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Exhausts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Drain Masts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
DC Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Left Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Left Aileron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Roll Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Left Wing De-ice Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Fuel Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LOCKED
MLG Door, Wheel, Brake and Tire. . . . . . . . . . . . . . . . . . . . . . . . CONDITION
MLG Locking Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
LDG/Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Wing Inspection Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Fuselage Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO OBSTRUCTION
Note: Make sure that the fuel cap is properly closed and locked.
4-8 Phenom 100
Power Up
BATT 1 & 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If the battery has been cold soaked for two hours or longer at ambient sur-
face temperature of -18 C (0 F) or lower, it must be preheated to above
-18 C (0 F) prior to engine start.
GPU Button (if applicable). . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Verify AVAIL light illuminated before pushing the GPU button in. When
GPU is not available or is not necessary, maintain GPU button pushed
out.
Before Start
Oxygen Mask Flow and Microphone. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Set MASK MIC Switch in ON position and press TEST/RESET Button,
then set MASK MIC switch in the OFF position
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BELTS/ON
AFCS Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Oxygen Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
TEST Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Press the ANNUNCIATOR button.

Dump, Transfer Valve, Electrical Emergency, Pusher Cutout and CVDR
pushbuttons, and Brake light illuminate.
Press the FIRE button.

Aural FIRE, FIRE sounds. FIRE message shows on ITT dials. ENG1 and
ENG2 SHUTOFF pushbuttons red lights illuminate. ENG 1 FIRE, ENG 2
FIRE CAS Message appears.
Pull the control wheel backwards and press the STALL PROT button.
Aural STALL, STALL. sounds three times and the stick pusher actuates.
Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Check Doors status in MFD/SYSTEM/STATUS
ENG IGNITION Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Engine Start
Associated Start/Stop Selector Knob . . . . . . . . . . . . . . . . . START, then RUN
Starting Number 2
4-8 Phenom 100
Power Up
BATT 1 & 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
If the battery has been cold soaked for two hours or longer at ambient sur-
face temperature of -18 C (0 F) or lower, it must be preheated to above
-18 C (0 F) prior to engine start.
GPU Button (if applicable). . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Verify AVAIL light illuminated before pushing the GPU button in. When
GPU is not available or is not necessary, maintain GPU button pushed
out.
Before Start
Oxygen Mask Flow and Microphone. . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Set MASK MIC Switch in ON position and press TEST/RESET Button,
then set MASK MIC switch in the OFF position
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BELTS/ON
AFCS Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Fuel Quantity and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Oxygen Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
TEST Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Press the ANNUNCIATOR button.

Dump, Transfer Valve, Electrical Emergency, Pusher Cutout and CVDR
pushbuttons, and Brake light illuminate.
Press the FIRE button.

Aural FIRE, FIRE sounds. FIRE message shows on ITT dials. ENG1 and
ENG2 SHUTOFF pushbuttons red lights illuminate. ENG 1 FIRE, ENG 2
FIRE CAS Message appears.
Pull the control wheel backwards and press the STALL PROT button.
Aural STALL, STALL. sounds three times and the stick pusher actuates.
Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Check Doors status in MFD/SYSTEM/STATUS
ENG IGNITION Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Engine Start
Associated Start/Stop Selector Knob . . . . . . . . . . . . . . . . . START, then RUN
Starting Number 2
Phenom 100 4-9
Expanded Normals
Rotate Start/Run/Stop momentarily to Run, then to Start, hold for 3 sec-

onds, and release the switch.
Observe N2 increasing, Fuel Flow increasing, ignition A or B ON, ITT

increasing and Oil Pressure increasing.
Observe start cycle end at approximately 54% N2, when Ignition A or B

annunciation disappears and the ITT limit decrease.
Starting Number 1
Repeat the sequence above

Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MONITOR
Check N2, ITT, N1 and oil pressure within operational limits.
After Start
GPU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect
ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN
Battery 1 & 2 Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
AFCS Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Altimeters (Pilot, Copilot and IESI). . . . . . . . . . . . . . . . . . . . SET & X-CHECK
Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Set CODE and verify on GND mode
Takeoff speeds (V
1
, V
R
, V
2
, V
FS
). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Set V
1
, V
R
, V
2
and V
FS
on the INSET PFD as per the runway analysis.
Takeoff Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Select the ENG SET page on MFD and set the data below:
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Note: Starting the engine with tailwind speeds higher than 10 knots may
lengthen starting time and/or raise the starting temperature over that
normally observed. Starting ITT limits must be observed.
CAUTION
EACH BATTERY VOLTAGE MUST BE AT LEAST 23.8 VOLTS.
Note: The parking brake must be applied and the main brake must be
released for battery voltage check.
Phenom 100 4-9
Expanded Normals
Rotate Start/Run/Stop momentarily to Run, then to Start, hold for 3 sec-

onds, and release the switch.
Observe N2 increasing, Fuel Flow increasing, ignition A or B ON, ITT

increasing and Oil Pressure increasing.
Observe start cycle end at approximately 54% N2, when Ignition A or B

annunciation disappears and the ITT limit decrease.
Starting Number 1
Repeat the sequence above

Check N2, ITT, N1 and oil pressure within operational limits.
After Start
GPU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect
ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN
Battery 1 & 2 Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ELEC EMER Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT
External Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
AFCS Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Altimeters (Pilot, Copilot and IESI). . . . . . . . . . . . . . . . . . . . SET & X-CHECK
Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Set CODE and verify on GND mode
Takeoff speeds (V
1
, V
R
, V
2
, V
FS
). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Set V
1
, V
R
, V
2
and V
FS
on the INSET PFD as per the runway analysis.
Takeoff Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Select the ENG SET page on MFD and set the data below:
OAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Note: Starting the engine with tailwind speeds higher than 10 knots may
lengthen starting time and/or raise the starting temperature over that
normally observed. Starting ITT limits must be observed.
CAUTION
EACH BATTERY VOLTAGE MUST BE AT LEAST 23.8 VOLTS.
Note: The parking brake must be applied and the main brake must be
released for battery voltage check.
4-10 Phenom 100
ATR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON or OFF
Landing Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND SET
Verify that Roll, Yaw and Pitch (NORM and BKP) trims are operating prop-
erly both ways. Adjust Yaw and Roll trims to the neutral position and Pitch
trim to Takeoff (green band) according to the CG Position.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Set Flap 1 or 2 for takeoff according runway analysis.
Icing Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Prior to Taxi
Insert Flight Plan.
Perform calculations on Weight Planning Page.
Ensure that all of the required information regarding taxi and takeoff is known
and confirmed.
During Taxi
Apply Emergency / Parking Brake on full stops
Before Takeoff
Holding Short
Ensure that all of the required information regarding takeoff is known and
confirmed.
Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Press the T/O CONFIG button on the central console and check if the
aural TAKEOFF OK sounds.
CAS messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . PED-BELTS/OFF
Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
WARNING
IF ICING CONDITIONS EXIST OR ARE FORECASTED, REFER TO OPERA-
TION IN ICING CONDITIONS PROCEDURES.
SHORTLY BEFORE TAKEOFF
4-10 Phenom 100
ATR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON or OFF
Landing Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND SET
Verify that Roll, Yaw and Pitch (NORM and BKP) trims are operating prop-
erly both ways. Adjust Yaw and Roll trims to the neutral position and Pitch
trim to Takeoff (green band) according to the CG Position.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Set Flap 1 or 2 for takeoff according runway analysis.
Icing Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Prior to Taxi
Insert Flight Plan.
Perform calculations on Weight Planning Page.
Ensure that all of the required information regarding taxi and takeoff is known
and confirmed.
During Taxi
Apply Emergency / Parking Brake on full stops
Before Takeoff
Holding Short
Ensure that all of the required information regarding takeoff is known and
confirmed.
Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Press the T/O CONFIG button on the central console and check if the
aural TAKEOFF OK sounds.
CAS messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
WARNING
IF ICING CONDITIONS EXIST OR ARE FORECASTED, REFER TO OPERA-
TION IN ICING CONDITIONS PROCEDURES.
Phenom 100 4-11
Developed for Training Purposes Rev. 1 July 2010
Expanded Normals
Takeoff
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO/GA
Callout / Challenge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 kts
At V1 continue takeoff or abort
At VR rotate the airplane according to the following table.

.
With positive rate of climb:
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
Verify three gear indicators indicate up and locked.
Minimum Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
2
+ 10 kt
At acceleration height (minimum 400ft)
Autopilot: engage
Flight Level Change: press
Speed: 160 KIAS
Retract flaps on schedule
Thrust Levers: CON/CLB

After Takeoff / Climb
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
Retract flaps according to the Maximum Flap Extended Speed (V
FE
).
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CON/CLB
Altimeters (Pilot, Copilot, and IESI) . . . . . . . . . . . . . . . . . . . SET & X-CHECK
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VERIFY
After passing safe altitude for airplane acceleration select FLC mode and
speed 200KIAS/M.55
Note: During takeoff roll, after checking thrust levers to TO/GA, check N1
equal to N1 target and green ATR indication presented on MFD if
ATR ON is selected.
Flap Position 1 2
Pitch Angle 9.5 9
Phenom 100 4-11
Expanded Normals
Takeoff
Callout / Challenge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 kts
At V1 continue takeoff or abort
At VR rotate the airplane according to the following table.

.
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
Verify three gear indicators indicate up and locked.
Minimum Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
2
+ 10 kt
At acceleration height (minimum 400ft)
Autopilot: engage
Flight Level Change: press
Speed: 160 KIAS
Retract flaps on schedule
Thrust Levers: CON/CLB

After Takeoff / Climb
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK UP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
Retract flaps according to the Maximum Flap Extended Speed (V
FE
).
Thrust Levers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CON/CLB
Altimeters (Pilot, Copilot, and IESI) . . . . . . . . . . . . . . . . . . . SET & X-CHECK
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VERIFY
After passing safe altitude for airplane acceleration select FLC mode and
speed 200KIAS/M.55
ATR ON is selected.
Flap Position 1 2
Pitch Angle 9.5 9
4-12 Phenom 100
SIGNS/OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Weather Radar (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Cruise
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX CRZ
Descent
Prior to descent
Insert Arrival and Approach on Flight Plan
Perform Approach Briefing

Prior to 1 minute to Vertical Path
Select authorized descent altitude and then select VNAV

Windshield Heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LFE
Landing Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set V
REF
, V
AC
and V
FS
.
CKPT FAN Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If Necessary set the CKPT FAN Switch to HI position to avoid fog in the
cockpit side window.
Icing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
Approach
Fuel XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT
Altimeters (Pilot, Copilot, and IESI). . . . . . . . . . . . . . . . . . . .SET & X-CHECK
Prior to start arrival
Ensure that all of the required information regarding approach and landing
is known and confirmed.
During visual or instrument approach
ABOVE 10000 FT
BELOW 1000 FT
4-12 Phenom 100
SIGNS/OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Weather Radar (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Cruise
Thrust Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX CRZ
Descent
Prior to descent
Insert Arrival and Approach on Flight Plan
Perform Approach Briefing

Prior to 1 minute to Vertical Path
Select authorized descent altitude and then select VNAV

Windshield Heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LFE
Landing Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set V
REF
, V
AC
and V
FS
.
CKPT FAN Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If Necessary set the CKPT FAN Switch to HI position to avoid fog in the
cockpit side window.
Approach
Fuel XFR Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSHED OUT
Altimeters (Pilot, Copilot, and IESI). . . . . . . . . . . . . . . . . . . .SET & X-CHECK
Prior to start arrival
Ensure that all of the required information regarding approach and landing
is known and confirmed.
During visual or instrument approach
ABOVE 10000 FT
BELOW 1000 FT
Phenom 100 4-13
Expanded Normals
Use flap maneuvering speeds as follows:

Before Landing
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Check three green
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR LANDING
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
Landing
Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Brakes (After touchdown) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY MAXIMUM
Go-around
TO/GA Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Select flaps according to the table below:
Rotate the airplane following the flight director guidance.
With positive climb:
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
GEAR/FLAPS SPEED
UP / 0 150
UP / 1 140
DN /2 120
DN / FULL 115
Landing Flaps Go-Around Flaps
FULL 2
2 1
CAUTION
Do not press the TO/GA button after selecting go-around flaps
Note: In case of flight director is inoperative, rotate the airplane to 7.5
nose up for Flaps 2 or 5.5 nose up for Flaps Full.
Phenom 100 4-13
Expanded Normals
Use flap maneuvering speeds as follows:

Before Landing
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
Check three green
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR LANDING
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VREF
Landing
Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Brakes (After touchdown) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY MAXIMUM
Go-around
TO/GA Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Select flaps according to the table below:
Rotate the airplane following the flight director guidance.
With positive climb:
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
GEAR/FLAPS SPEED
UP / 0 150
UP / 1 140
DN /2 120
DN / FULL 115
Landing Flaps Go-Around Flaps
FULL 2
2 1
CAUTION
Do not press the TO/GA button after selecting go-around flaps
Note: In case of flight director is inoperative, rotate the airplane to 7.5
nose up for Flaps 2 or 5.5 nose up for Flaps Full.
4-14 Phenom 100
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
AC
At 1000 ft. (acceleration altitude) and V
2
+ 15 KIAS
Proceed as in a normal takeoff.
Perform After Takeoff/Climb checklist.After Landing
After Landing
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Apply Emergency / Parking brake if full stop is necessary during taxi.
Shutdown
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If GPU is required, verify the GPU is connected before shutting down the
engine
Check WSHLD 1 & 2 Switches in the OFF position and ADS/AOA Knob in
AUTO position
Check ENG 1 & 2 Switches in the OFF position and WINGSTAB and
INSP LIGHT switches in the OFF position
If GPU is required, verify GPU AVAIL light is displayed before shutting
down the engine
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON/OFF
Leaving the Airplane
Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . . . PULL TO CUTOUT
BATT 1 & 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Gust Lock Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCK
CAUTION
Maintain idle for at least 2 minutes prior to engine shutdown.
4-14 Phenom 100
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
AC
At 1000 ft. (acceleration altitude) and V
2
+ 15 KIAS
Proceed as in a normal takeoff.
Perform After Takeoff/Climb checklist.After Landing
After Landing
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Apply Emergency / Parking brake if full stop is necessary during taxi.
Shutdown
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If GPU is required, verify the GPU is connected before shutting down the
engine
Check WSHLD 1 & 2 Switches in the OFF position and ADS/AOA Knob in
AUTO position
Check ENG 1 & 2 Switches in the OFF position and WINGSTAB and
INSP LIGHT switches in the OFF position
If GPU is required, verify GPU AVAIL light is displayed before shutting
down the engine
SIGNS / OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON/OFF
Leaving the Airplane
Oxygen Bottle Valve Handle . . . . . . . . . . . . . . . . . . . . . . . PULL TO CUTOUT
BATT 1 & 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LOCK
CAUTION
Maintain idle for at least 2 minutes prior to engine shutdown.
Phenom 100 4-15
Expanded Normals
Operation in Icing Conditions
The procedures below complement or change the remaining procedures pre-
sented in this Section.
External Inspection
Operating regulations clearly state that no takeoff is allowed when snow, ice
or frost is adhering to the airplane.
The pilot in command has the final responsibility for ensuring that the airplane
is clear of ice, frost or snow. The primary method for the pilot to ensure a
clean airplane is through close visual and physical inspection prior to take-
off.
Even at intermediate stops, an external walk around is necessary due to the
possibility of ice forming after landing from either cold soaking frost, conven-
tional frost or precipitation freezing on the airplane.
If the airplane has become cold soaked as a result of flight at very cold tem-
peratures, fuel might be at a subfreezing temperature. This can cause ice
accumulation if the airplane is subjected to high humidity, fog, drizzle or rain
even when the outside air temperature is substantially above freezing.
At the completion of the walk-around, if ice, snow or frost is discovered, de-
icing procedure will be required. Unheated/heated water or Type I de-icing
fluid can be used.
The check for ice accumulation should be done in a well-lit area.
Before Start
Perform normal engine start. If the engine does not start, maintenance proce-
dures may be required or ground heating may be necessary to warm the
engines.
Battery assisted engine starts during cold weather operation may result in
high ITTs. It is recommended to perform a dry motoring in order to warm the
engines up.
In the event of oil temperature below -40C (-40F) for starting, it is recom-
mended that the oil be heated to above -40C (-40F) utilizing dry motoring
cycle prior to an attempted start.
ADS / AOA HTR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION
During cold weather operations, oil pressure peaks to 275 psig may occur
due to high oil viscosity. oil pressure should decrease as the oil temperature
increases, if the oil pressure remains above or at normal operation limit, the
engine should be shutdown and the cause investigated
Phenom 100 4-15
Expanded Normals
The procedures below complement or change the remaining procedures pre-
sented in this Section.
External Inspection
Operating regulations clearly state that no takeoff is allowed when snow, ice
or frost is adhering to the airplane.
The pilot in command has the final responsibility for ensuring that the airplane
is clear of ice, frost or snow. The primary method for the pilot to ensure a
clean airplane is through close visual and physical inspection prior to take-
off.
Even at intermediate stops, an external walk around is necessary due to the
possibility of ice forming after landing from either cold soaking frost, conven-
tional frost or precipitation freezing on the airplane.
If the airplane has become cold soaked as a result of flight at very cold tem-
peratures, fuel might be at a subfreezing temperature. This can cause ice
accumulation if the airplane is subjected to high humidity, fog, drizzle or rain
even when the outside air temperature is substantially above freezing.
At the completion of the walk-around, if ice, snow or frost is discovered, de-
icing procedure will be required. Unheated/heated water or Type I de-icing
fluid can be used.
The check for ice accumulation should be done in a well-lit area.
Before Start
Perform normal engine start. If the engine does not start, maintenance proce-
dures may be required or ground heating may be necessary to warm the
engines.
Battery assisted engine starts during cold weather operation may result in
high ITTs. It is recommended to perform a dry motoring in order to warm the
engines up.
In the event of oil temperature below -40C (-40F) for starting, it is recom-
mended that the oil be heated to above -40C (-40F) utilizing dry motoring
cycle prior to an attempted start.
ADS / AOA HTR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION
During cold weather operations, oil pressure peaks to 275 psig may occur
due to high oil viscosity. oil pressure should decrease as the oil temperature
increases, if the oil pressure remains above or at normal operation limit, the
engine should be shutdown and the cause investigated
4-16 Phenom 100
It is recommended to turn the system on immediately before engine start
After Start
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check control wheel, control column and rudder pedals for freedom of
movement and full travel. Control forces can be increased at low temper-
atures.
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 the maintenance personnel.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 flu-
ids is expected.
Before Takeoff
With engines running check the ice protection system as follows:
WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS messages WSHLD 1 (2) HTR FAIL must not be displayed.
WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON.
The CAS messages A-I E1 (2) ON must be displayed (after 10 seconds).
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The CAS messages must disappear.
BLEED Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF VENT
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, THEN OFF
The CAS message D-I WINGSTB FAIL must be displayed (after 6 sec-
onds). After 1 minute maximum, the CAS message must disappear.
BLEED Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Depending on conditions it will be required N2 as high as 87%
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS message D-I WINGSTB ON must be displayed.
Note: Remain at ground idle for the time required for the oil to reach the
minimum operating temperature of 14C (57F). Run the engine for
an additional 3 minutes to ensure that no ice particles are present in
the fuel supplied to the engine.
4-16 Phenom 100
It is recommended to turn the system on immediately before engine start
After Start
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check control wheel, control column and rudder pedals for freedom of
movement and full travel. Control forces can be increased at low temper-
atures.
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 the maintenance personnel.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 flu-
ids is expected.
Before Takeoff
With engines running check the ice protection system as follows:
WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS messages WSHLD 1 (2) HTR FAIL must not be displayed.
WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON.
The CAS messages A-I E1 (2) ON must be displayed (after 10 seconds).
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
The CAS messages must disappear.
BLEED Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF VENT
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, THEN OFF
The CAS message D-I WINGSTB FAIL must be displayed (after 6 sec-
onds). After 1 minute maximum, the CAS message must disappear.
BLEED Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Depending on conditions it will be required N2 as high as 87%
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS message D-I WINGSTB ON must be displayed.
Note: Remain at ground idle for the time required for the oil to reach the
minimum operating temperature of 14C (57F). Run the engine for
an additional 3 minutes to ensure that no ice particles are present in
the fuel supplied to the engine.
Phenom 100 4-17
Expanded Normals
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
After completing a successful test:
Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
N
2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87% MINIMUM
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ADS/AOA HTR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Takeoff
Do not apply static takeoff technique on an icy or slippery runway, as the air-
plane may begin to slide when thrust lever is advanced with brakes applied.
In this case, release brakes and advance thrust levers simultaneously.
However, takeoff distance for slippery runways is calculated in the Airplane
Flight Manual by the OPERA software using the static takeoff technique only.
For rolling takeoffs, performance data is valid from the point where takeoff
thrust is achieved.
Apply light forward pressure on control column to increase nose wheel steer-
ing effectiveness.
Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Initially rotate the airplane according to the table below.
LDG GEAR Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Minimum Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
2
+ 10 KIAS
Note: The windshield is the best indication for early ice formation detec-
tion. If no ice is building up in the windshield and if not required for
defog, leave the windshield heater off, turning it on when required.
ATR ON is selected.
FLAPS POSITION 1 2
PITCH ANGLE 6 5.5
Phenom 100 4-17
Expanded Normals
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
After completing a successful test:
Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
N
2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87% MINIMUM
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ADS/AOA HTR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Takeoff
Do not apply static takeoff technique on an icy or slippery runway, as the air-
plane may begin to slide when thrust lever is advanced with brakes applied.
In this case, release brakes and advance thrust levers simultaneously.
However, takeoff distance for slippery runways is calculated in the Airplane
Flight Manual by the OPERA software using the static takeoff technique only.
For rolling takeoffs, performance data is valid from the point where takeoff
thrust is achieved.
Apply light forward pressure on control column to increase nose wheel steer-
ing effectiveness.
Flight Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Initially rotate the airplane according to the table below.
LDG GEAR Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Minimum Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
2
+ 10 KIAS
Note: The windshield is the best indication for early ice formation detec-
tion. If no ice is building up in the windshield and if not required for
defog, leave the windshield heater off, turning it on when required.
ATR ON is selected.
FLAPS POSITION 1 2
PITCH ANGLE 6 5.5
4-18 Phenom 100
After Takeoff, Cruise, Descent or Approach
If TAT is bellow 10C with visible moisture:
ENG1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS messages A-I E1 (2) ON must be displayed (after a delay of
approximately 10 seconds).
At the first sign of ice accretion in the airplane or if TAT is below 5C with
visible moisture:
WSHLD 1 and WSHLD 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG 1 and ENG 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS messages A-I E1 (2) ON and D-I WINGSTAB ON and SWPS
ICE SPEED must be displayed after few seconds.
Climb / Cruise
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.
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 150
KIAS.
Holding
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS
Note: Engine vibration indication may peek to the maximum value prior to
ice shedding, however, this will not affect the engine.
WARNING
THE ICE PROTECTION SYSTEM MUST BE KEPT ON UNTIL CREW IS
CERTAIN ALL ICE HAS BEEN REMOVED.
CAUTION
Even small accumulations of ice on the wing leading edge may change the
stall characteristics or the stall protection system warning margin.
4-18 Phenom 100
After Takeoff, Cruise, Descent or Approach
If TAT is bellow 10C with visible moisture:
ENG1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS messages A-I E1 (2) ON must be displayed (after a delay of
approximately 10 seconds).
At the first sign of ice accretion in the airplane or if TAT is below 5C with
visible moisture:
ENG 1 and ENG 2 Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
The CAS messages A-I E1 (2) ON and D-I WINGSTAB ON and SWPS
ICE SPEED must be displayed after few seconds.
Climb / Cruise
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.
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 150
KIAS.
Holding
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Note: Engine vibration indication may peek to the maximum value prior to
ice shedding, however, this will not affect the engine.
WARNING
THE ICE PROTECTION SYSTEM MUST BE KEPT ON UNTIL CREW IS
CERTAIN ALL ICE HAS BEEN REMOVED.
CAUTION
Even small accumulations of ice on the wing leading edge may change the
stall characteristics or the stall protection system warning margin.
Phenom 100 4-19
Expanded Normals
Approach
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VREF + 5 kt minimum
Go Around
TO/GA Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Select flaps according to the table below.
Rotate the airplane according to the table below.
LDG GEAR Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
AC
Note: Airspeed to be maintained at runway threshold is V
REF
.
LANDING FLAPS
POSITION
GO-AROUND FLAPS
POSITION
2 1
FULL 2
CAUTION
Do not press the TO/GA button after selecting go around flap.
LANDING FLAPS
POSITION
GO-AROUND FLAPS
POSITION
2 4.0
FULL 2.0
CAUTION
Do not follow the flight director.
Phenom 100 4-19
Expanded Normals
Approach
Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VREF + 5 kt minimum
Go Around
TO/GA Buttons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Select flaps according to the table below.
Rotate the airplane according to the table below.
LDG GEAR Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Minimum Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
AC
Note: Airspeed to be maintained at runway threshold is V
REF
.
LANDING FLAPS
POSITION
GO-AROUND FLAPS
POSITION
2 1
FULL 2
CAUTION
Do not press the TO/GA button after selecting go around flap.
LANDING FLAPS
POSITION
GO-AROUND FLAPS
POSITION
2 4.0
FULL 2.0
CAUTION
Do not follow the flight director.
4-20 Phenom 100
When possible:
Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
At the acceleration altitude proceed as in a normal takeoff.
After Landing
If the D-I WINGSTB FAIL is presented during taxi in:
WINGSTAB Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing on Wet or Slippery Runways
Conduct a positive landing to ensure initial wheel spin-up and initiate firm
ground contact upon touchdown, achieving wheel load as quickly as possible.
Such technique avoids hydroplaning on wet runways and reduces the
strength of any ice bond that might have been eventually formed on brake
and wheel assemblies during flight.
The factors that influence the occurrence of hydroplaning are high speed,
standing water and poor runway macrotexture. When hydroplaning occurs, it
causes a substantial loss of tire friction and wheel spin-up may not occur.
Icy runways can be very slippery at all speeds depending on temperature.
Stopping the airplane with the least landing run must be emphasized when
landing on wet or slippery runways.
Anticipate the approach procedures and speeds: a well-planned and exe-

cuted approach, flare and touchdown minimize the landing distance.
Lower nose wheel immediately to the runway. It will decrease lift and will
increase main gear loading.
Apply brakes with moderate-to-firm pressure, smoothly and symmetrically,

and let the anti-skid do its job.
If no braking action is felt, hydroplaning is probably occurring. Do not apply

Emergency/Parking Brake, as it will remove anti-skid protection. Maintain
runway centerline and keep braking until airplane is decelerated.
Taxi-in and Parking
Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
After landing, set the Ice Protection systems according to weather condi-
tions.
4-20 Phenom 100
When possible:
Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
At the acceleration altitude proceed as in a normal takeoff.
After Landing
If the D-I WINGSTB FAIL is presented during taxi in:
Landing on Wet or Slippery Runways
Conduct a positive landing to ensure initial wheel spin-up and initiate firm
ground contact upon touchdown, achieving wheel load as quickly as possible.
Such technique avoids hydroplaning on wet runways and reduces the
strength of any ice bond that might have been eventually formed on brake
and wheel assemblies during flight.
The factors that influence the occurrence of hydroplaning are high speed,
standing water and poor runway macrotexture. When hydroplaning occurs, it
causes a substantial loss of tire friction and wheel spin-up may not occur.
Icy runways can be very slippery at all speeds depending on temperature.
Stopping the airplane with the least landing run must be emphasized when
landing on wet or slippery runways.
Anticipate the approach procedures and speeds: a well-planned and exe-

cuted approach, flare and touchdown minimize the landing distance.
Lower nose wheel immediately to the runway. It will decrease lift and will
increase main gear loading.
Apply brakes with moderate-to-firm pressure, smoothly and symmetrically,

and let the anti-skid do its job.
If no braking action is felt, hydroplaning is probably occurring. Do not apply

Emergency/Parking Brake, as it will remove anti-skid protection. Maintain
runway centerline and keep braking until airplane is decelerated.
Taxi-in and Parking
Ice Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
After landing, set the Ice Protection systems according to weather condi-
tions.
Phenom 100 4-21
Expanded Normals
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
Leaving the Airplane Securing for Cold Soak or
an Extended Period
Anti-icing fluid can be applied to the airplane surfaces at the time of arrival, on
short turnarounds during freezing precipitation, and on overnight stops. This
will minimize ice accumulation before departure and usually makes subse-
quent deicing easier.
The procedures below should be performed in the event of extended airplane
exposure to low temperatures. At non-maintenance stations, the crew should
ensure that the following actions have been accomplished.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE
Emergency/Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
For an icy ramp, leave Emergency/Parking Brakes applied.
Otherwise, Emergency/Parking Brakes must not be applied to avoid
brakes freezing.
Protective Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Install the available protective covers.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Remove the batteries if ambient surface temperature of -18C (0F) or
lower is forecasted.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
All doors must be closed to prevent snow and humidity from entering into
the airplane.
Note:
Make sure the flaps are free from snow, ice or slush before retracting
them.
If any difference is felt while taxiing, verify if tires present any flat spot
which may indicate that the brake was blocked at touchdown.
CAUTION
Taxi at reduced speed in ice-covered runways to avoid skidding the air-
plane and throwing slush on wheel and brake assemblies.
Phenom 100 4-21
Expanded Normals
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
Leaving the Airplane Securing for Cold Soak or
an Extended Period
Anti-icing fluid can be applied to the airplane surfaces at the time of arrival, on
short turnarounds during freezing precipitation, and on overnight stops. This
will minimize ice accumulation before departure and usually makes subse-
quent deicing easier.
The procedures below should be performed in the event of extended airplane
exposure to low temperatures. At non-maintenance stations, the crew should
ensure that the following actions have been accomplished.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UP
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE
Emergency/Parking Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . .AS REQUIRED
For an icy ramp, leave Emergency/Parking Brakes applied.
Otherwise, Emergency/Parking Brakes must not be applied to avoid
brakes freezing.
Protective Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Install the available protective covers.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Remove the batteries if ambient surface temperature of -18C (0F) or
lower is forecasted.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
All doors must be closed to prevent snow and humidity from entering into
the airplane.
Note:
Make sure the flaps are free from snow, ice or slush before retracting
them.
If any difference is felt while taxiing, verify if tires present any flat spot
which may indicate that the brake was blocked at touchdown.
CAUTION
Taxi at reduced speed in ice-covered runways to avoid skidding the air-
plane and throwing slush on wheel and brake assemblies.
4-22 Phenom 100
Demonstrated Crosswind
The maximum demonstrated crosswind component for takeoff and landing is
17 kt. This value is not considered to be limiting.
Turbulent Air Penetration
Turn on the fasten seat belts signs and adjust airspeed. Set thrust for pene-
tration and avoid large thrust variations. Set trim for target speed and do not
change it.
Use attitude indicator as the primary instrument. Allow altitude and airspeed
to vary and maintain attitude. Avoid abrupt and large control inputs.
The maximum recommended turbulence air penetration V
RA
speed can be
obtained from the following chart.
Note: For crosswind landings the de-crab technique shall be accom-
plished.
Note: Do not extend flaps except for approach and landing.
4-22 Phenom 100
The maximum demonstrated crosswind component for takeoff and landing is
17 kt. This value is not considered to be limiting.
Turn on the fasten seat belts signs and adjust airspeed. Set thrust for pene-
tration and avoid large thrust variations. Set trim for target speed and do not
change it.
Use attitude indicator as the primary instrument. Allow altitude and airspeed
to vary and maintain attitude. Avoid abrupt and large control inputs.
The maximum recommended turbulence air penetration V
RA
speed can be
obtained from the following chart.
Note: For crosswind landings the de-crab technique shall be accom-
plished.
Note: Do not extend flaps except for approach and landing.
Phenom 100 4-23
Expanded Normals
Maximum Recommended Turbulent Air
Penetration Speed
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
A
L
T
I
T
U
D
E

-

f
t
AIRSPEED - KIAS
M
RA
=0.59
V
RA
Phenom 100 4-23
Expanded Normals
Maximum Recommended Turbulent Air
Penetration Speed
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
A
L
T
I
T
U
D
E

-

f
t
AIRSPEED - KIAS
M
RA
=0.59
V
RA
4-24 Phenom 100
4-24 Phenom 100
Phenom 100 5-1
Standard Operating Procedures
The disciplined use of Standard Operating Procedures (SOP) is essential to
safe, professional aircraft operations.
If your flight department has developed SOPs, we encourage you to use
them during your training. If your flight department does not already have
one, you will use the Phenom 100 Standard Operating Procedures in your
training.
The procedures described herein are specific to the Phenom 100 unless
manufacturer or FAA specified procedures override them. The Phenom 100
SOPs address specific crewmember duties for the various phases of flight.
When a pilot elects to fly single-pilot he / she will perform both functions of the
Pilot Flying (PF) and the Pilot Monitoring (PM). During single-pilot operations
the pilot should maintain the verbal callouts.
Definitions
LH / RH
Is a pilot station. The designation of seat position for accomplishing a given
task is given because of proximity to the respective control/indicator. Regard-
less of PF or PM role, the pilot in that seat performs indicated tasks and
responds to checklist challenges accordingly.
PF - Pilot Flying
The PF is the pilot responsible for controlling the flight of the aircraft either
through control of the autopilot or manual inputs to the flight controls.
PIC - Pilot in Command
The PIC is the pilot responsible for the operation and safety of an aircraft dur-
ing flight time and is the ultimate decision maker on the conduct of the flight.
During single pilot operations, the pilot must occupy the left seat.
PM - Pilot Monitoring
The PM is the pilot who is not controlling the aircraft but is monitoring all
aspects of the flight.
Flow Patterns
Flow patterns are an integral part of the SOPs. Accomplish the cockpit setup
and checklists for each phase of flight with a flow pattern and then refer to the
checklist to verify the setup. Use normal checklists as "done lists" instead of
"to do lists."
Flow patterns are disciplined procedures. The pilot must understand the air-
craft systems/controls and methodically accomplish the flow pattern.
Phenom 100 5-1
The disciplined use of Standard Operating Procedures (SOP) is essential to
safe, professional aircraft operations.
If your flight department has developed SOPs, we encourage you to use
them during your training. If your flight department does not already have
one, you will use the Phenom 100 Standard Operating Procedures in your
training.
The procedures described herein are specific to the Phenom 100 unless
manufacturer or FAA specified procedures override them. The Phenom 100
SOPs address specific crewmember duties for the various phases of flight.
When a pilot elects to fly single-pilot he / she will perform both functions of the
Pilot Flying (PF) and the Pilot Monitoring (PM). During single-pilot operations
the pilot should maintain the verbal callouts.
Definitions
LH / RH
Is a pilot station. The designation of seat position for accomplishing a given
task is given because of proximity to the respective control/indicator. Regard-
less of PF or PM role, the pilot in that seat performs indicated tasks and
responds to checklist challenges accordingly.
PF - Pilot Flying
The PF is the pilot responsible for controlling the flight of the aircraft either
through control of the autopilot or manual inputs to the flight controls.
PIC - Pilot in Command
The PIC is the pilot responsible for the operation and safety of an aircraft dur-
ing flight time and is the ultimate decision maker on the conduct of the flight.
During single pilot operations, the pilot must occupy the left seat.
PM - Pilot Monitoring
The PM is the pilot who is not controlling the aircraft but is monitoring all
aspects of the flight.
Flow Patterns
Flow patterns are an integral part of the SOPs. Accomplish the cockpit setup
and checklists for each phase of flight with a flow pattern and then refer to the
checklist to verify the setup. Use normal checklists as "done lists" instead of
"to do lists."
Flow patterns are disciplined procedures. The pilot must understand the air-
craft systems/controls and methodically accomplish the flow pattern.
5-2 Phenom 100
Checklists
A challenge / response / response method is used to accomplish any check-
list. The PF initiates the proper checklist for the phase of flight or situation by
verbally calling for the checklist. The PM begins the check by the PF by read-
ing the checklist challenge item aloud and the required response. The PF is
responsible for verifying that the items designated as PF or his/her seat posi-
tion (i.e., LH or RH) are accomplished and for responding orally to the chal-
lenge with the appropriate response. Items designated on the checklist as PM
or by his seat position are the PM's responsibility. The PM reads the chal-
lenge and response, confirms the accomplishment of the item, and responds
orally to the challenge. Certain checklists can be performed almost entirely
by the PM by reading the checklist in this manner.
In all cases, the response by either pilot is confirmed by the other pilot and
any disagreement is resolved prior to continuing the checklist.
After the completion of any checklist, the PM states "______ checklist is com-
plete." This allows the PF to maintain situational awareness during each
phase of flight and prompts the PF to continue to the next checklist, if
required.
Omission of Checklists
While the PF is responsible for initiating checklists, the PM should suggest to
the PF whether a checklist should be started if, in the PM's opinion, a check-
list has been overlooked. As an expression of good crew resource manage-
ment, such prompting is appropriate for any flight situation, including training,
operations, or check rides.
Challenge / No Response
If the PM observes a flight deviation or critical situation, the PM must imedi-
ately inform the PF. If the PF does not respond by oral communication or
action, the PM must issue a second challenge that is loud and clear. If the PF
does not respond after the second challenge, the PM must ensure the safety
of the aircraft. The PM must announce that he/she is assuming control and
then take the necessary actions to return the aircraft to a safe operating enve-
lope.
Abnormal / Emergency Procedures
When any crewmember recognizes an abnormal or emergency condition that
crewmember should inform the other by verbally calling out the situation, indi-
cation, or concern observed. The PIC will designate who will control the air-
craft, who will perform the tasks such as checklists or radio calls, and who will
monitor any needed items.
Note: "Control" means responsible for flight control of the aircraft; either
manual or automatic.
5-2 Phenom 100
Checklists
A challenge / response / response method is used to accomplish any check-
list. The PF initiates the proper checklist for the phase of flight or situation by
verbally calling for the checklist. The PM begins the check by the PF by read-
ing the checklist challenge item aloud and the required response. The PF is
responsible for verifying that the items designated as PF or his/her seat posi-
tion (i.e., LH or RH) are accomplished and for responding orally to the chal-
lenge with the appropriate response. Items designated on the checklist as PM
or by his seat position are the PM's responsibility. The PM reads the chal-
lenge and response, confirms the accomplishment of the item, and responds
orally to the challenge. Certain checklists can be performed almost entirely
by the PM by reading the checklist in this manner.
In all cases, the response by either pilot is confirmed by the other pilot and
any disagreement is resolved prior to continuing the checklist.
After the completion of any checklist, the PM states "______ checklist is com-
plete." This allows the PF to maintain situational awareness during each
phase of flight and prompts the PF to continue to the next checklist, if
required.
Omission of Checklists
While the PF is responsible for initiating checklists, the PM should suggest to
the PF whether a checklist should be started if, in the PM's opinion, a check-
list has been overlooked. As an expression of good crew resource manage-
ment, such prompting is appropriate for any flight situation, including training,
operations, or check rides.
Challenge / No Response
If the PM observes a flight deviation or critical situation, the PM must imedi-
ately inform the PF. If the PF does not respond by oral communication or
action, the PM must issue a second challenge that is loud and clear. If the PF
does not respond after the second challenge, the PM must ensure the safety
of the aircraft. The PM must announce that he/she is assuming control and
then take the necessary actions to return the aircraft to a safe operating enve-
lope.
Abnormal / Emergency Procedures
When any crewmember recognizes an abnormal or emergency condition that
crewmember should inform the other by verbally calling out the situation, indi-
cation, or concern observed. The PIC will designate who will control the air-
craft, who will perform the tasks such as checklists or radio calls, and who will
monitor any needed items.
Note: "Control" means responsible for flight control of the aircraft; either
manual or automatic.
Phenom 100 5-3
Following these designations, the PF will call for the appropriate checklist.
The PM will accomplish the checklist items with the appropriate challenge
and response.
The pilot designated to fly the aircraft (i.e., PF) will not perform tasks that
compromise the primary responsibility to control the aircraft whether he/she
uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation that requires
immediate corrective action without reference to a checklist. The elements of
an emergency procedure that must be performed without reference to the
appropriate checklist are called memory or recall items. When the memory
items are completed, accomplish all other abnormal and emergency proce-
dures while referring to the printed checklist.
When a checklist procedure calls for the movement or manipulation of con-
trols or switches critical to safety of flight (e.g., throttles, engine fire switches,
fire bottle discharge switch), the pilot performing the action obtains verifica-
tion from the other pilot that he is moving the correct control or switch prior to
initiating the action. The PM will normally perform these actions unless the
PM has limited access to the item
Any checklist action pertaining to a specific control, switch, or equipment that
is duplicated in the cockpit is read to include its relative position and the
action required (e.g., "Left Throttle - IDLE; Start / Stop - OFF"). Any challenge
that includes the response "as required" will be responded to with the position
/ status of the challenged item (e.g. on/off).
Time Critical Situations
Anytime any abnormal or emergency situation exists:
Maintain aircraft control
Analyze the situation
Take appropriate action

Rejected Takeoffs
The rejected takeoff procedure is a pre-planned maneuver; both crewmem-
bers must be aware of and briefed on the types of malfunctions that mandate
an abort. Either crewmember may call for an abort.
The PF normally commands and executes the takeoff abort for directional
control problems or catastrophic malfunctions. Additionally, any indication of
the following malfunctions prior to V
1
is cause for an abort:
Engine Failure
Engine Fire
Loss of Directional Control

In addition to the above, the PF can executes an abort prior to 70 KIAS for
any abnormality observed.
Phenom 100 5-3
Following these designations, the PF will call for the appropriate checklist.
The PM will accomplish the checklist items with the appropriate challenge
and response.
The pilot designated to fly the aircraft (i.e., PF) will not perform tasks that
compromise the primary responsibility to control the aircraft whether he/she
uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation that requires
immediate corrective action without reference to a checklist. The elements of
an emergency procedure that must be performed without reference to the
appropriate checklist are called memory or recall items. When the memory
items are completed, accomplish all other abnormal and emergency proce-
dures while referring to the printed checklist.
When a checklist procedure calls for the movement or manipulation of con-
trols or switches critical to safety of flight (e.g., throttles, engine fire switches,
fire bottle discharge switch), the pilot performing the action obtains verifica-
tion from the other pilot that he is moving the correct control or switch prior to
initiating the action. The PM will normally perform these actions unless the
PM has limited access to the item
Any checklist action pertaining to a specific control, switch, or equipment that
is duplicated in the cockpit is read to include its relative position and the
action required (e.g., "Left Throttle - IDLE; Start / Stop - OFF"). Any challenge
that includes the response "as required" will be responded to with the position
/ status of the challenged item (e.g. on/off).
Time Critical Situations
Anytime any abnormal or emergency situation exists:
Maintain aircraft control
Analyze the situation
Take appropriate action

Rejected Takeoffs
The rejected takeoff procedure is a pre-planned maneuver; both crewmem-
bers must be aware of and briefed on the types of malfunctions that mandate
an abort. Either crewmember may call for an abort.
The PF normally commands and executes the takeoff abort for directional
control problems or catastrophic malfunctions. Additionally, any indication of
the following malfunctions prior to V
1
is cause for an abort:
Engine Failure
Engine Fire
Loss of Directional Control

In addition to the above, the PF can executes an abort prior to 70 KIAS for
any abnormality observed.
5-4 Phenom 100
Radio Tuning and Communication
The PM accomplishes navigation and communication radio tuning, identifica-
tion, and ground communication. For navigation radios, the PM tunes and
identifies all navigation aids. Before tuning the PF's radios, he announces the
NAVAID to be set. In tuning the primary NAVAID the PM coordinates with the
PF to ensure proper selection sequencing with the autopilot mode. After tun-
ing and identifying the PF's NAVAID, the PM announces "(Facility) tuned, and
identified."
In tuning the VHF radios for ATC communication, the PM places the newly
assigned frequency in the head not in use (i.e., pre-selected) at the time of
receipt. After contact on the new frequency, the PM retains the previously
assigned frequency for a reasonable time period.
Altitude Assignment
The PM sets the assigned altitude in the altitude selector and points to the
alerter while orally repeating the altitude. The PM continues to point to the
altitude alerter until the PF verbally confirms the altitude assignment and
alerter setting. PF responsibility can delegate if hand flying.
Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each flight. The
briefing should address potential problems, weather delays, safety consider-
ations, and operational issues. The briefing may be formal or informal, but
should include some standard items. The acronym AWARE works well to
ensure no points are missed. This is also an opportunity to brief any takeoff or
departure deviations from the SOP due to weather or runway conditions.
The acronym AWARE stands for the following:
Aircraft status
Weather
Airport information
Route of flight
Extra

5-4 Phenom 100
Radio Tuning and Communication
The PM accomplishes navigation and communication radio tuning, identifica-
tion, and ground communication. For navigation radios, the PM tunes and
identifies all navigation aids. Before tuning the PF's radios, he announces the
NAVAID to be set. In tuning the primary NAVAID the PM coordinates with the
PF to ensure proper selection sequencing with the autopilot mode. After tun-
ing and identifying the PF's NAVAID, the PM announces "(Facility) tuned, and
identified."
In tuning the VHF radios for ATC communication, the PM places the newly
assigned frequency in the head not in use (i.e., pre-selected) at the time of
receipt. After contact on the new frequency, the PM retains the previously
assigned frequency for a reasonable time period.
Altitude Assignment
The PM sets the assigned altitude in the altitude selector and points to the
alerter while orally repeating the altitude. The PM continues to point to the
altitude alerter until the PF verbally confirms the altitude assignment and
alerter setting. PF responsibility can delegate if hand flying.
Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each flight. The
briefing should address potential problems, weather delays, safety consider-
ations, and operational issues. The briefing may be formal or informal, but
should include some standard items. The acronym AWARE works well to
ensure no points are missed. This is also an opportunity to brief any takeoff or
departure deviations from the SOP due to weather or runway conditions.
The acronym AWARE stands for the following:
Aircraft status
Weather
Airport information
Route of flight
Extra

Phenom 100 5-5
Standard Callouts At All Times

PF PM
At 1,000 Ft Above / Below Assigned Altitude
"____ (altitude) for ____ (altitude)."
(e.g., "9,000 for 10,000.")
(e.g., "9,000 for 10,000.")
At Transition Altitude
"29.92 set. "29.92 set."
Any deviation from course, speed, altitude, glide slope
Respond to deviation.
"Correcting

Call the observed deviation by name,
e.g. "Altitude"
Altitude > 100'
Course > dot
G/S > dot
Heading > 10 degrees
Localizer > dot
Speed > VAP +/-10 kt
V
REF
Anytime below Below V
REF
V
REF
minus ______kts
Anytime greater than 10 kt below
V
REF
Sink rate
Inside FAF > 1000 fpm
Below
2000 > 2000 fpm
1000 > 1000 fpm
300' > 700 fpm
At 10,000 Ft Climbing or Descending
"10,000 ft. "10,000 ft."
Phenom 100 5-5
Standard Callouts At All Times

PF PM
At 1,000 Ft Above / Below Assigned Altitude
(e.g., "9,000 for 10,000.")
(e.g., "9,000 for 10,000.")
"29.92 set. "29.92 set."
Any deviation from course, speed, altitude, glide slope
Respond to deviation.
"Correcting

Call the observed deviation by name,
e.g. "Altitude"
Altitude > 100'
Course > dot
G/S > dot
Heading > 10 degrees
Localizer > dot
Speed > VAP +/-10 kt
V
REF
Anytime below Below V
REF
V
REF
minus ______kts
Anytime greater than 10 kt below
V
REF
Sink rate
Inside FAF > 1000 fpm
Below
2000 > 2000 fpm
1000 > 1000 fpm
300' > 700 fpm
At 10,000 Ft Climbing or Descending
"10,000 ft. "10,000 ft."
5-6 Phenom 100
Standard Callouts At All Times (contiued)
PF PM
Approaching Localizer / Course and Glideslope
"Localizer / course alive."
"Glideslope alive."
"Localizer captured."
"Glideslope alive."
One dot above (Glidescope)
5-6 Phenom 100
Standard Callouts At All Times (contiued)
PF PM
Approaching Localizer / Course and Glideslope
"Glideslope alive."
"Glideslope alive."
One dot above (Glidescope)
Phenom 100 5-7
Standard Procedures
The following procedures are standard for the indicated phase of flight. In the
event of an abnormal or emergency situation these procedures will be com-
plied with to the extent possible given the existing conditions.
Taxi
Takeoff Briefing
Brief the following:
Initial Heading / Course
Initial Altitude
Airspeed Limit (If Applicable)
Clearance Limit
Emergency Return Plan
SOP Deviations
Consider the following:
Impaired Runway Conditions
Weather
Obstacle Clearance
Instrument Departure Procedures

Runway Positioning
Both pilots mush check final approach and verify it is clear of traffic.
The PM will crosscheck runway versus airplane heading and confirm cor-
rect takeoff runway.
Just prior to takeoff roll the landing lights will be turned on. These lights
may be left off if reduced visibility causes the light to refract and blind the
pilot.
PF PM
Ensure airport diagram / taxi chart is out and visible to both pilots.
Before taxi check that left wing is
clear and call out "Clear Left
Before taxi check that right wing is
clear and call out "Clear Right"
Set heading bug to runway heading of expected runway on ATIS. Set head-
ing bug to assigned runway in taxi clearance if different. DO NOT use push
to center feature of heading bug when lining up on runway. Insure heading
bug matches runway heading when in position on runway.
Phenom 100 5-7
Standard Procedures
The following procedures are standard for the indicated phase of flight. In the
event of an abnormal or emergency situation these procedures will be com-
plied with to the extent possible given the existing conditions.
Taxi
Takeoff Briefing
Brief the following:
Initial Heading / Course
Initial Altitude
Airspeed Limit (If Applicable)
Clearance Limit
Emergency Return Plan
SOP Deviations
Consider the following:
Impaired Runway Conditions
Weather
Obstacle Clearance
Instrument Departure Procedures

Runway Positioning
Both pilots mush check final approach and verify it is clear of traffic.
The PM will crosscheck runway versus airplane heading and confirm cor-
rect takeoff runway.
Just prior to takeoff roll the landing lights will be turned on. These lights
may be left off if reduced visibility causes the light to refract and blind the
pilot.
PF PM
Ensure airport diagram / taxi chart is out and visible to both pilots.
Before taxi check that left wing is
clear and call out "Clear Left
Before taxi check that right wing is
clear and call out "Clear Right"
Set heading bug to runway heading of expected runway on ATIS. Set head-
ing bug to assigned runway in taxi clearance if different. DO NOT use push
to center feature of heading bug when lining up on runway. Insure heading
bug matches runway heading when in position on runway.
5-8 Phenom 100
Takeoff Procedure

PF PM
Check heading mode and TO mode
are engaged
are engaged
Advance thrust levers and call "Set
takeoff thrust"
After takeoff thrust is selected call
"Takeoff thrust set."
Verify ATR is active as required
At V
1
move hand from throttle to
yoke.
At V
R
rotate to FD commanded pitch
attitude.
Call out as appropriate:
"Airspeed alive."70 kts crosscheck."
"V
1
."
"Rotate."
"Positive rate."
At "Positive Rate" call "Gear Up Raise gear handle.
Verify gear indicates up.
When gear indicates up,
Immediately accomplish attitude cor-
relation check.
"PF's and PM's PFD displays agree.
"Pitch and bank angles are accept-
able.
"Positive climb indications continue
to be acceptable.
After PM's callout call "Flaps UP. At minimum 400 Ft AGL or 1500 Ft
AGL
Raise flaps on schedule
Verify flaps completely retracted.
5-8 Phenom 100
Takeoff Procedure

PF PM
are engaged
are engaged
Advance thrust levers and call "Set
takeoff thrust"
After takeoff thrust is selected call
"Takeoff thrust set."
Verify ATR is active as required
At V
1
move hand from throttle to
yoke.
At V
R
rotate to FD commanded pitch
attitude.
Call out as appropriate:
"Airspeed alive."70 kts crosscheck."
"V
1
."
"Rotate."
"Positive rate."
At "Positive Rate" call "Gear Up Raise gear handle.
Verify gear indicates up.
When gear indicates up,
Immediately accomplish attitude cor-
relation check.
"PF's and PM's PFD displays agree.
"Pitch and bank angles are accept-
able.
"Positive climb indications continue
to be acceptable.
After PM's callout call "Flaps UP. At minimum 400 Ft AGL or 1500 Ft
AGL
Raise flaps on schedule
Verify flaps completely retracted.
Phenom 100 5-9
Climb & Cruise Procedure
PF PM
When flaps retracted:
Call "Climb Thrust."
Set climb thrust then call "Climb
thrust set."
Turn off Seat belt sign when appro-
priate
After passing a MSA:
Accelerate to 200 KIAS/M.55
At 10,000 feet
Turn off Landing Lights
SIGNS/OUTLETS : As Required
Set 29.92 Set 29.92
At Cruise Altitude
Call "Set MAX CRUISE Thrust Set max cruise thrust then call "Max
cruise thrust set."
Crosscheck altimeters. Check for
RVSM compliance. Note differences.
Phenom 100 5-9
Climb & Cruise Procedure
PF PM
When flaps retracted:
Call "Climb Thrust."
Set climb thrust then call "Climb
thrust set."
Turn off Seat belt sign when appro-
priate
After passing a MSA:
Accelerate to 200 KIAS/M.55
At 10,000 feet
Turn off Landing Lights
SIGNS/OUTLETS : As Required
Set 29.92 Set 29.92
At Cruise Altitude
Call "Set MAX CRUISE Thrust Set max cruise thrust then call "Max
cruise thrust set."
Crosscheck altimeters. Check for
RVSM compliance. Note differences.
5-10 Phenom 100
Descent

Approach
PF PM
Prior to Descent
Insert/verify arrival and approach on
flight plan
Perform approach briefing
Complete Descent checklist
Prior to 1 minute to vertical path
select authorized descent altitude
and then select VNAV.
Obtain ATIS
Check landing data for current
conditions.
Compute approach and landing
bugs.
Setup FMS.
Tune and identify navaids
At Transition Level
Set QNH Set QNH
At 10,000'
Check speed below 250 kt
Maintain sterile cockpit below 10,000' above airport surface
Landing Lights on.
PF PM
Set approach and landing V speeds
Set barometric pressure altitude for approach minimums.
Brief approach to be flown. Follow along with approach briefing
insuring all pertinent items are cov-
ered.
5-10 Phenom 100
Descent

Approach
PF PM
Prior to Descent
Insert/verify arrival and approach on
flight plan
Perform approach briefing
Complete Descent checklist
Prior to 1 minute to vertical path
select authorized descent altitude
and then select VNAV.
Obtain ATIS
Check landing data for current
conditions.
Compute approach and landing
bugs.
Setup FMS.
Tune and identify navaids
At Transition Level
Set QNH Set QNH
At 10,000'
Check speed below 250 kt
Maintain sterile cockpit below 10,000' above airport surface
Landing Lights on.
PF PM
Set approach and landing V speeds
Set barometric pressure altitude for approach minimums.
Brief approach to be flown. Follow along with approach briefing
insuring all pertinent items are cov-
ered.
Phenom 100 5-11
Stabilized Approach
The approach will be planned so that the aircraft is in final landing configura-
tion (gear down and landing flaps) and "stabilized" by 1000' AGL when on an
instrument approach and 500' AGL when on a visual approach.
"Stabilized" means:
At Approach Speed
On proper flight path at the proper sink rate
At stabilized thrust (thrust required to maintain speed, fligth path, descent

rate)
Brief the approach:
Configuration
Approach Speed
Minimum Safe Altitude
Frequency Of Approach Navaid
Approach Course
Step Down Altitudes
FAF Altitude or G/S Intercept Altitude
DH / MDA Altitude
Field Elevation
VDP (if applicable)
Runway Lights and Landing Distance
Required Minima (Visibility, RVR, ceiling, as applicable)
Missed Approach Point (DME, timing)
Missed Approach Procedure
Heading
Altitude
Intentions
Abnormal Implications (Runway conditions, aircraft limitations,etc)

Phenom 100 5-11
Stabilized Approach
The approach will be planned so that the aircraft is in final landing configura-
tion (gear down and landing flaps) and "stabilized" by 1000' AGL when on an
instrument approach and 500' AGL when on a visual approach.
"Stabilized" means:
At Approach Speed
On proper flight path at the proper sink rate
At stabilized thrust (thrust required to maintain speed, fligth path, descent

rate)
Brief the approach:
Configuration
Approach Speed
Minimum Safe Altitude
Frequency Of Approach Navaid
Approach Course
Step Down Altitudes
FAF Altitude or G/S Intercept Altitude
DH / MDA Altitude
Field Elevation
VDP (if applicable)
Runway Lights and Landing Distance
Required Minima (Visibility, RVR, ceiling, as applicable)
Missed Approach Point (DME, timing)
Missed Approach Procedure
Heading
Altitude
Intentions
Abnormal Implications (Runway conditions, aircraft limitations,etc)

5-12 Phenom 100
Precision Approach
PF PM
At 1 dot above Glide Slope
Call:
Landing Flaps
(2 or Full)
Call:
"One dot to go"
"Gear down and checked"
Prior to the Final Approach Fix (FAF) / Outer Marker
Call:
"Final Fix" or "Outer Marker"
Flaps: 2 or Full
Flaps - 2 (If SE)
Check charted crossing altitude
against indicated altitude for reason-
ableness. If altitude is reasonable
call "Altitude checks". Set missed
approach altitude.
At 100' above DA
When advised visual references in
sight, confirm requirements to
descend below DA are satisfied and
call:
"Landing"
Call:
"100' above D.A. or minimums"
Divide check inside and outside to
look for runway references.
When runway or runway lights in
sight call:
"Runway (runway lights) in sight"
At DA
Execute missed approach if not com-
pleting landing.
Call:
"Decision Altitude - Missed
Approach"
5-12 Phenom 100
Precision Approach
PF PM
At 1 dot above Glide Slope
Call:
Landing Flaps
(2 or Full)
Call:
"One dot to go"
"Gear down and checked"
Prior to the Final Approach Fix (FAF) / Outer Marker
Call:
"Final Fix" or "Outer Marker"
Flaps: 2 or Full
Flaps - 2 (If SE)
Check charted crossing altitude
against indicated altitude for reason-
ableness. If altitude is reasonable
call "Altitude checks". Set missed
approach altitude.
At 100' above DA
When advised visual references in
sight, confirm requirements to
descend below DA are satisfied and
call:
"Landing"
Call:
"100' above D.A. or minimums"
sight call:
At DA
pleting landing.
Call:
"Decision Altitude - Missed
Approach"
Phenom 100 5-13
Non Precision Approach
PF PM
Establish final landing configuration
prior to Final Approach Fix.
Level aircraft at or above intermedi-
ate altitudes
If autopilot is engaged plan use of
ALT Capture feature to level at or
above the MDA
Set Altitude Selector to MDA.
During Approach Descent
Call:
"1000 above minimums."
500 above minimums."
At MDA
Confirm requirements to descend
below MDA are satisfied and call:
"Landing"
Call:
"Minimums. ____ (time) to go." or
"Minimums. ____ (distance) to go."
Set missed approach altitude
After missed approach is set call:
"Missed approach altitude set
____ft."
sight call:
At MAP
pleting landing.
Missed Approach"
Phenom 100 5-13
Non Precision Approach
PF PM
Establish final landing configuration
prior to Final Approach Fix.
Level aircraft at or above intermedi-
ate altitudes
If autopilot is engaged plan use of
ALT Capture feature to level at or
above the MDA
Set Altitude Selector to MDA.
During Approach Descent
Call:
"1000 above minimums."
At MDA
Confirm requirements to descend
below MDA are satisfied and call:
"Landing"
Call:
"Minimums. ____ (time) to go." or
"Minimums. ____ (distance) to go."
Set missed approach altitude
After missed approach is set call:
"Missed approach altitude set
____ft."
sight call:
At MAP
pleting landing.
Missed Approach"
5-14 Phenom 100
Missed Approach
PF PM
Missed Approach
Apply power firmly and positively.
Activate go-around mode and initially
rotate the nose to the flight director
go-around attitude.
Assist PF in setting power for go-
around.
At command set flaps to Approach
Flaps 2 or 1 following configuration
At Positive Rate of Climb
"Positive rate."
"Gear up." At command raise gear.
Announce heading and altitude for
missed approach, select PF's Flight
Director HDG mode.
At Acceleration Height (Minimum 400 Ft. or 1500 Ft. AGL, Clear of
Obstacle if Single Engine)
Command desired vertical mode
Flight Level Change 160 KIAS
Acceleration Height
"Flaps 1" Green dot. At command set Vertical Mode
At command raise Flaps
At 1,500 Ft (Minimum) Above Airport Surface and Workload Permitting
After Takeoff Checklist After Takeoff Checklist
5-14 Phenom 100
Missed Approach
PF PM
Missed Approach
Apply power firmly and positively.
Activate go-around mode and initially
rotate the nose to the flight director
go-around attitude.
Assist PF in setting power for go-
around.
At command set flaps to Approach
Flaps 2 or 1 following configuration
At Positive Rate of Climb
"Positive rate."
"Gear up." At command raise gear.
Announce heading and altitude for
missed approach, select PF's Flight
Director HDG mode.
At Acceleration Height (Minimum 400 Ft. or 1500 Ft. AGL, Clear of
Obstacle if Single Engine)
Command desired vertical mode
Flight Level Change 160 KIAS
Acceleration Height
"Flaps 1" Green dot. At command set Vertical Mode
At command raise Flaps
At 1,500 Ft (Minimum) Above Airport Surface and Workload Permitting
After Takeoff Checklist After Takeoff Checklist
Phenom 100 6-1
Developed for Training Purposes Rev.3 March 2011
Maneuvers
Maneuvers
General
This chapter presents written descriptions of various maneuvers and tech-
niques applicable to normal and single engine operations. The second part of
this chapter contains pictoral examples of selected maneuvers
Two Engine Operation
Taxiing
Prior to taxiing the Phenom 100, all before taxi items should be briefed and
completed. Clearance to taxi is to be obtained from the appropriate controll-
lling agency or, if at an uncontrolled airport, the pilot should announce his /
her intentions over Unicom/CTAF (Common Traffic Advisory Frequency). The
MFD may be set to the Safe Taxi page or an airport diagram should be avail-
able for reference during taxi. The area in and around the aircraft must be
cleared prior to aircraft movement.
A visual check should be made of the passenger cabin to note that baggage
and equipment are stowed, emergency exit access is clear, galley equipment
and supplies are secure, and that passengers are seated with seat belts fas-
tened. If necessary, a verbal or PA announcement can be made that the air-
craft is being taxied.
When ready to taxi, release the parking brake. Steering will be accomplished
through a combination of rudder pedal movement and differential braking.
When applying power to taxi, use care and good judgment to avoid exhaust
blast to other aircraft, personnel, equipment, and buildings. Apply sufficient
power to start the aircraft rolling; check proper operation of the wheel brakes
and then reduce power to idle. At lighter weights and higher elevations, the air-
craft may accelerate easily; at idle power, it is easy to generate taxi speeds
much higher than desired. If it is necessary to make a sharp turn after moving
from the parking spot, maintain above idle power until sufficient speed is gained
to complete the turn with idle thrust. The additional speed prevents the aircraft
from stopping during the turn and then requiring excess thrust to move again. If
taxiing in a congested area and close to other aircraft, hangars, or other obsta-
cles, use ground personnel to ensure adequate clearance.
When clear of other aircraft after taxi begins, check both pilot's and copilot's
(if applicable) brakes as soon as possible. Both pilots should maintain good
look-out discipline while taxiing. Avoid tests, checks, and paperwork activity
that compromise necessary visual clearing. Taxi speed should be kept to the
minimum practical for safety and passenger comfort.
Items on Before Takeoff checklists should be accomplished when visual
clearing is not compromised. Whenever it is necessary to stop aircraft move-
Phenom 100 6-1
Maneuvers
Maneuvers
General
This chapter presents written descriptions of various maneuvers and tech-
niques applicable to normal and single engine operations. The second part of
this chapter contains pictoral examples of selected maneuvers
Two Engine Operation
Taxiing
Prior to taxiing the Phenom 100, all before taxi items should be briefed and
completed. Clearance to taxi is to be obtained from the appropriate controll-
lling agency or, if at an uncontrolled airport, the pilot should announce his /
her intentions over Unicom/CTAF (Common Traffic Advisory Frequency). The
MFD may be set to the Safe Taxi page or an airport diagram should be avail-
able for reference during taxi. The area in and around the aircraft must be
cleared prior to aircraft movement.
A visual check should be made of the passenger cabin to note that baggage
and equipment are stowed, emergency exit access is clear, galley equipment
and supplies are secure, and that passengers are seated with seat belts fas-
tened. If necessary, a verbal or PA announcement can be made that the air-
craft is being taxied.
When ready to taxi, release the parking brake. Steering will be accomplished
through a combination of rudder pedal movement and differential braking.
When applying power to taxi, use care and good judgment to avoid exhaust
blast to other aircraft, personnel, equipment, and buildings. Apply sufficient
power to start the aircraft rolling; check proper operation of the wheel brakes
and then reduce power to idle. At lighter weights and higher elevations, the air-
craft may accelerate easily; at idle power, it is easy to generate taxi speeds
much higher than desired. If it is necessary to make a sharp turn after moving
from the parking spot, maintain above idle power until sufficient speed is gained
to complete the turn with idle thrust. The additional speed prevents the aircraft
from stopping during the turn and then requiring excess thrust to move again. If
taxiing in a congested area and close to other aircraft, hangars, or other obsta-
cles, use ground personnel to ensure adequate clearance.
When clear of other aircraft after taxi begins, check both pilot's and copilot's
(if applicable) brakes as soon as possible. Both pilots should maintain good
look-out discipline while taxiing. Avoid tests, checks, and paperwork activity
that compromise necessary visual clearing. Taxi speed should be kept to the
minimum practical for safety and passenger comfort.
Items on Before Takeoff checklists should be accomplished when visual
clearing is not compromised. Whenever it is necessary to stop aircraft move-
6-2 Phenom 100
March 2011 Rev.1 Developed for Training Purposes
ment with the engine running, set the parking brake. Plan ahead - be sure
that the aircraft and its pilot(s) and passengers are ready for flight before call-
ing for takeoff clearance and all checklists are complete.
There are many combinations of turn angles, taxiway widths and taxiway sur-
face conditions, therefore pilot judgment must dictate the point of turn initia-
tion and the amount of nosewheel steering required for each turn.
The pilot shall avoid stopping the airplane during a turn, specially during tight
turns as excessive thrust may be required to start taxiing again.
Reduce the speed to an appropriate taxi speed according to the runway and
weather conditions prior to initiating the turn, especially during runway turnoff
after landing.
Some anticipation of the steering actuation is required due to the response
time of the steering system. Therefore, the pilot shall judge the amount of the
required anticipation as it depends on the desired turn radius and on the air-
plane speed.
Emergency Brake Technique
The adequate emergency brake utilization consist of pulling the emergency/
parking brake handle with care until the parking brake light illuminates.
Initiate braking actuation using very little handle displacement.
If it is necessary to adjust the airplane deceleration, the handle must be care-
fully moved up as required.
Steadily hold the emergency/parking brake handle at the desired position. Do
not keep moving the handle up and down in order to minimize the possibility
of tire skidding; use your thumb to staedy your hand while lifting gently.
Tight Turns
Differential braking and the application of thrust on the outside engine are
recommended for tight turns.
It is also recommended to initiate the turn before stopping the airplane (if
required, allow the airplane to roll straight ahead before initiating the turn
maneuver).
The suggested steps to accomplish tight turns are the following:
Approach the edge of the taxi surface at a shallow angle until the out-
board side of the main gear wheel is near the edge;
Note: Anti skid protection is not available for emergency braking. There-
fore, rapid emergency/parking actuation can lead to tire skidding.
Note: In case of tire skidding, move the emergency/parking brake handle
a little and maintain normal airplane directional control using the
steering system.
6-2 Phenom 100
ment with the engine running, set the parking brake. Plan ahead - be sure
that the aircraft and its pilot(s) and passengers are ready for flight before call-
ing for takeoff clearance and all checklists are complete.
There are many combinations of turn angles, taxiway widths and taxiway sur-
face conditions, therefore pilot judgment must dictate the point of turn initia-
tion and the amount of nosewheel steering required for each turn.
The pilot shall avoid stopping the airplane during a turn, specially during tight
turns as excessive thrust may be required to start taxiing again.
Reduce the speed to an appropriate taxi speed according to the runway and
weather conditions prior to initiating the turn, especially during runway turnoff
after landing.
Some anticipation of the steering actuation is required due to the response
time of the steering system. Therefore, the pilot shall judge the amount of the
required anticipation as it depends on the desired turn radius and on the air-
plane speed.
Emergency Brake Technique
The adequate emergency brake utilization consist of pulling the emergency/
parking brake handle with care until the parking brake light illuminates.
Initiate braking actuation using very little handle displacement.
If it is necessary to adjust the airplane deceleration, the handle must be care-
fully moved up as required.
Steadily hold the emergency/parking brake handle at the desired position. Do
not keep moving the handle up and down in order to minimize the possibility
of tire skidding; use your thumb to staedy your hand while lifting gently.
Tight Turns
Differential braking and the application of thrust on the outside engine are
recommended for tight turns.
It is also recommended to initiate the turn before stopping the airplane (if
required, allow the airplane to roll straight ahead before initiating the turn
maneuver).
The suggested steps to accomplish tight turns are the following:
Approach the edge of the taxi surface at a shallow angle until the out-
board side of the main gear wheel is near the edge;
Note: Anti skid protection is not available for emergency braking. There-
fore, rapid emergency/parking actuation can lead to tire skidding.
Note: In case of tire skidding, move the emergency/parking brake handle
a little and maintain normal airplane directional control using the
steering system.
Phenom 100 6-3
Maneuvers
Taxi the airplane so that the main gear tire is close to the runway edge;
Judge the required steering actuation anticipation;
Without stopping the airplane, initiate the turn using steering command
and applying inside main brake;
If required, apply thrust on the outside engine with caution;
When turn completion is assured, reduce thrust, release main brake and
steer the airplane as required.
Before Takeoff
Prior to takeoff, consider the following:
The takeoff briefing, in accordance with SOP, should be clear, concise, and
pertinent to the specific takeoff. Navigation aids should be tuned and identi-
fied; the specific courses should be set.
Takeoff (General)
The primary instruments for setting takeoff thrust are the N
1
gauges. The man-
ufacturer's AFM and Operating Manual state that this power is set statically for
normal takeoffs and that charted takeoff performance is based on such a set-
ting.
Normal Standing Takeoff
Hold the brakes firmly and advance the throttles to Takeoff Detent. When
power is set, check engine instruments and release the brakes smoothly.
The pilot, while monitoring the instruments, should concentrate on directional
control. At 70 KIAS, crosscheck the airspeed indications.
Rolling Takeoff
A rolling takeoff may be accomplished when actual runway length and obsta-
cle clearance is not a factor. Once the aircraft is aligned with the runway,
advance the throttles to Takeoff Detent, check that Takeoff N
1
is set and mon-
itor instruments while concentrating on directional control.
NOTE: The AFM takeoff field length data and takeoff N
1
settings assume
a standing start. Embraer do not provide any Takeoff data for a rolling
takeoff, therefore, if performed, it will be the PIC's resposibility to assure
obstacle clearance.
clearance
Phenom 100 6-3
Maneuvers
Taxi the airplane so that the main gear tire is close to the runway edge;
Judge the required steering actuation anticipation;
Without stopping the airplane, initiate the turn using steering command
and applying inside main brake;
If required, apply thrust on the outside engine with caution;
When turn completion is assured, reduce thrust, release main brake and
steer the airplane as required.
Before Takeoff
Prior to takeoff, consider the following:
The takeoff briefing, in accordance with SOP, should be clear, concise, and
pertinent to the specific takeoff. Navigation aids should be tuned and identi-
fied; the specific courses should be set.
Takeoff (General)
The primary instruments for setting takeoff thrust are the N
1
gauges. The man-
ufacturer's AFM and Operating Manual state that this power is set statically for
normal takeoffs and that charted takeoff performance is based on such a set-
ting.
Normal Standing Takeoff
Hold the brakes firmly and advance the throttles to Takeoff Detent. When
power is set, check engine instruments and release the brakes smoothly.
The pilot, while monitoring the instruments, should concentrate on directional
control. At 70 KIAS, crosscheck the airspeed indications.
Rolling Takeoff
A rolling takeoff may be accomplished when actual runway length and obsta-
cle clearance is not a factor. Once the aircraft is aligned with the runway,
advance the throttles to Takeoff Detent, check that Takeoff N
1
is set and mon-
itor instruments while concentrating on directional control.
NOTE: The AFM takeoff field length data and takeoff N
1
settings assume
a standing start. Embraer do not provide any Takeoff data for a rolling
takeoff, therefore, if performed, it will be the PIC's resposibility to assure
obstacle clearance.
clearance
6-4 Phenom 100
July 2010 Rev. 1 Developed for Training Purposes
Crosswind Takeoff
When required, a crosswind takeoff may be combined with any other takeoff.
Directional and lateral control throughout a crosswind takeoff are critical.
Applying full deflection of the control wheel into the wind at the beginning of
the takeoff roll and slowly decreasing deflection as airspeed increases to V
1
.
Takeoff Rotation
At V
R
, smoothly rotate to a takeoff pitch attitude of 9.5 when using Flaps 1
or 9 when Flaps 2. Smooth rotation prevents a decrease in airspeed.
Early or late rotation degrades takeoff performance.
Rejected Takeoff
The decision to reject a takeoff rests solely with the pilot. If a decision is made
to reject the takeoff it must be initiated so that stopping action can begin by
V1. When an abort decision is made the pilot should announce Abort . Prior
to 70 KIAS the takeoff can be rejected for system failure(s), unusual noise or
vibration, tire failure, abnormally slow acceleration, engine failure, fire or fire
warning, or if the airplane is unsafe or unable to fly. Above 70 KIAS, the take-
off should be rejected for engine failure, fire or fire warning, or if the airplane
is unsafe or unable to fly. Above V1, rejecting the takeoff is not recommended
unless the pilot judges the airplane incapable of flight.
Tire failures compromises both accelerate and stop distances. Prior to 70
knots, tire failures reduce acceleration capability and thus obstacle clearance
once airborne. The takeoff should be aborted. Above 70 knots, tire failures
reduce braking effectiveness and thus stopping capability. The takeoff should
be continued.
After the abort procedures are initiated and completed the pilot should assess
the situation and advise ATC, especially if the aircraft needs to remain on the
runway.
6-4 Phenom 100
Crosswind Takeoff
When required, a crosswind takeoff may be combined with any other takeoff.
Directional and lateral control throughout a crosswind takeoff are critical.
Applying full deflection of the control wheel into the wind at the beginning of
the takeoff roll and slowly decreasing deflection as airspeed increases to V
1
.
Takeoff Rotation
At V
R
, smoothly rotate to a takeoff pitch attitude of 9.5 when using Flaps 1
or 9 when Flaps 2. Smooth rotation prevents a decrease in airspeed.
Early or late rotation degrades takeoff performance.
Rejected Takeoff
The decision to reject a takeoff rests solely with the pilot. If a decision is made
to reject the takeoff it must be initiated so that stopping action can begin by
V1. When an abort decision is made the pilot should announce Abort . Prior
to 70 KIAS the takeoff can be rejected for system failure(s), unusual noise or
vibration, tire failure, abnormally slow acceleration, engine failure, fire or fire
warning, or if the airplane is unsafe or unable to fly. Above 70 KIAS, the take-
off should be rejected for engine failure, fire or fire warning, or if the airplane
is unsafe or unable to fly. Above V1, rejecting the takeoff is not recommended
unless the pilot judges the airplane incapable of flight.
Tire failures compromises both accelerate and stop distances. Prior to 70
knots, tire failures reduce acceleration capability and thus obstacle clearance
once airborne. The takeoff should be aborted. Above 70 knots, tire failures
reduce braking effectiveness and thus stopping capability. The takeoff should
be continued.
After the abort procedures are initiated and completed the pilot should assess
the situation and advise ATC, especially if the aircraft needs to remain on the
runway.
Phenom 100 6-5
Maneuvers
Initial Climb-Out
Once the vertical speed indicator and altimeter indicate a positive rate of
climb, move the landing gear lever to UP. Confirm gear has retracted and
monitor annunciators and engine instruments. When the airspeed increases
to V
2
KIAS, and at acceleration height, retracts the flaps on schedule.
At a minimum speed of 160 KIAS, continuous climb power should be set.
Climb
After setting the climb power to Climb setting and when clear of the airport
traffic area and above MSA, set FLC 200 KTS and complete the After Takeoff/
Climb checklist.
Through the climb, compare the indicated N
1
with the climb N
1
chart. N
1
RPM
increases with altitude; the climb setting should maintain correct N
1,
however
the N
1
indications should be checked with the N
1
climb charts. If a tempera-
ture inversion is encountered during the climb, closely monitor the climb N
1
setting to stay within the climb N
1
limits.
Observe the differential pressure/cabin altitude and cabin vertical speed for
proper operation and comfort rate. Periodic checks of time to climb remain-
ing, cabin altitude, and rate of cabin ascent provide required information to
determine necessary adjustments.
Cruise
Thrust Setting
Normally, climb power is maintained at level-off until acceleration to the
desired cruise Mach, then power is adjusted to Cruise. During the climb and
acceleration to cruise speed, the ITT should be monitored.
For maximum range, the thrust necessary to maintain optimum angle-of-
attack diminishes with fuel burnoff. As weight decreases, necessary thrust to
accomplish equal or greater performance also decreases.
Cabin Temperature
Monitor the environmental control panel to ensure proper comfort level for the
passengers and crew. During daylight, the cockpit may not be an accurate ref-
erence of cabin comfort level due to solar heating through cockpit windows.
For increased crew comfort, adjust the CKPT temperature selector to a
desired level.
Although the aircraft is not operationally restricted in rough air, flight through
severe turbulence should be avoided if possible.
Carefully plan turbulence avoidance strategy with an understanding of
mountain wave dynamics, thunderstorm characteristics, and weight versus
Phenom 100 6-5
Maneuvers
Initial Climb-Out
Once the vertical speed indicator and altimeter indicate a positive rate of
climb, move the landing gear lever to UP. Confirm gear has retracted and
monitor annunciators and engine instruments. When the airspeed increases
to V
2
KIAS, and at acceleration height, retracts the flaps on schedule.
At a minimum speed of 160 KIAS, continuous climb power should be set.
Climb
After setting the climb power to Climb setting and when clear of the airport
traffic area and above MSA, set FLC 200 KTS and complete the After Takeoff/
Climb checklist.
Through the climb, compare the indicated N
1
with the climb N
1
chart. N
1
RPM
increases with altitude; the climb setting should maintain correct N
1,
however
the N
1
indications should be checked with the N
1
climb charts. If a tempera-
ture inversion is encountered during the climb, closely monitor the climb N
1
setting to stay within the climb N
1
limits.
Observe the differential pressure/cabin altitude and cabin vertical speed for
proper operation and comfort rate. Periodic checks of time to climb remain-
ing, cabin altitude, and rate of cabin ascent provide required information to
determine necessary adjustments.
Cruise
Thrust Setting
Normally, climb power is maintained at level-off until acceleration to the
desired cruise Mach, then power is adjusted to Cruise. During the climb and
acceleration to cruise speed, the ITT should be monitored.
For maximum range, the thrust necessary to maintain optimum angle-of-
attack diminishes with fuel burnoff. As weight decreases, necessary thrust to
accomplish equal or greater performance also decreases.
Cabin Temperature
Monitor the environmental control panel to ensure proper comfort level for the
passengers and crew. During daylight, the cockpit may not be an accurate ref-
erence of cabin comfort level due to solar heating through cockpit windows.
For increased crew comfort, adjust the CKPT temperature selector to a
desired level.
Although the aircraft is not operationally restricted in rough air, flight through
severe turbulence should be avoided if possible.
Carefully plan turbulence avoidance strategy with an understanding of
mountain wave dynamics, thunderstorm characteristics, and weight versus
6-6 Phenom 100
Mar 2011 Rev. 3 Developed for Training Purposes
altitude buffet margins. If severe turbulence is encountered, the following
steps are recommended.
1. Maximum recommended turbulent air penetration speed is 230 Kts or
M0.59 (ref. AFM Section 3).
2 Set thrust to maintain target airspeed and avoid large thrust variations..
Change thrust only for extreme airspeed variation.
3. With the autopilot not engaged, keep control movements moderate and
smooth. Maintain wings level and desired pitch attitude. Use the attitude
indicator as the primary instrument. In extreme drafts, large attitude
changes may occur. Do not make sudden, large control movements.
After establishing trim setting for penetration speed, do not change the
stabilizer trim.
4. Large altitude changes are possible in severe turbulence. Allow the alti-
tude to vary and maintain the desired attitude and airspeed. Do not
chase altitude or airspeed.
5. Ensure the yaw damper is engaged to reduce yaw/roll oscillations.
6. Turn on the FASTEN SEAT BELT sign.
The engine and windshield anti-ice systems prevent the accumulation of
icing; they should be turned on prior to encountering such conditions. Turning
on the wing inspection light illuminates the wing leading edge for ice detection
during night operations.
All anti-ice/deice systems must be checked and found operational prior to
flights into known icing conditions. Engine anti-ice should be used on the
ground or in the air when the indicated air temperature (RAT) is between
10C or less and visible moisture is present. Windshield anti-ice must be
turned on anytime icing is detected.
In icing conditions, turn engine anti-ice switches on and off one at a time,
pausing momentarily between moving each switch. If ice accumulations
CAUTION
Do not operate deice boots when indicated OAT is below -40C (-40F).
Note: Check anti-ice system for proper operation prior to entering areas in
which icing might be encountered.
Note: Power settings and airspeeds for maneuvering are target values and
will vary based upon aircraft gross weight, density altitude, and environ-
mental conditions such as icing.
6-6 Phenom 100
altitude buffet margins. If severe turbulence is encountered, the following
steps are recommended.
1. Maximum recommended turbulent air penetration speed is 230 Kts or
M0.59 (ref. AFM Section 3).
2 Set thrust to maintain target airspeed and avoid large thrust variations..
Change thrust only for extreme airspeed variation.
3. With the autopilot not engaged, keep control movements moderate and
smooth. Maintain wings level and desired pitch attitude. Use the attitude
indicator as the primary instrument. In extreme drafts, large attitude
changes may occur. Do not make sudden, large control movements.
After establishing trim setting for penetration speed, do not change the
stabilizer trim.
4. Large altitude changes are possible in severe turbulence. Allow the alti-
tude to vary and maintain the desired attitude and airspeed. Do not
chase altitude or airspeed.
5. Ensure the yaw damper is engaged to reduce yaw/roll oscillations.
6. Turn on the FASTEN SEAT BELT sign.
The engine and windshield anti-ice systems prevent the accumulation of
icing; they should be turned on prior to encountering such conditions. Turning
on the wing inspection light illuminates the wing leading edge for ice detection
during night operations.
All anti-ice/deice systems must be checked and found operational prior to
flights into known icing conditions. Engine anti-ice should be used on the
ground or in the air when the indicated air temperature (RAT) is between
10C or less and visible moisture is present. Windshield anti-ice must be
turned on anytime icing is detected.
In icing conditions, turn engine anti-ice switches on and off one at a time,
pausing momentarily between moving each switch. If ice accumulations
CAUTION
Do not operate deice boots when indicated OAT is below -40C (-40F).
Note: Check anti-ice system for proper operation prior to entering areas in
which icing might be encountered.
will vary based upon aircraft gross weight, density altitude, and environ-
mental conditions such as icing.
Phenom 100 6-7
Developed for Training Purposes Jan 2011 Rev.2
Maneuvers
break away and are ingested by the engines, pausing reduces the risk of a
dual flameout occurring.
If anti-ice is required during takeoff, turn the anti-ice system on prior to setting
takeoff power. For proper anti-ice operation and engine protection, ensure
adherence to the maximum anti-ice N
1
power settings for takeoff, climb, and
cruise.
Procedures for operating in icing conditions per the AFM must strictly be fol-
lowed.
Inflight Procedures
Steep Turns
Steep turns (e.g., 45 degrees bank) confirm the aerodynamic principle that
increasing bank requires increased pitch and power to maintain altitude.
At intermediate altitudes (e.g., 10,000 ft MSL), practice steep turns at 180
KIAS, 180 or 360 turns.
The initial engine power setting is about 68% N
1
. When passing through 30
degrees bank, increase power setting approximately 5% N
1
. Trim out back
pressure as needed. Lead the rollout heading approximately 10 degrees and
reduce thrust and pitch to the original setting. These maneuvers are to be
accomplished without reference to the flight director.
Unusual Attitudes
Recovery from Nose-High Attitude
After confirming a nose-high attitude, low-airspeed condition exists, apply
thrust while rolling toward the nearest horizon. Use up to 60 bank, depend-
ing on severity of the condition. When the nose reaches the horizon,
smoothly roll to a wings-level attitude and recover to level flight.
Recovery from Nose-Low Attitude
After confirming a nose-low attitude with airspeed increasing, reduce thrust to
idle while simultaneously rolling to a wings-level attitude. Increase pitch atti-
tude to recover to straight and level flight. Use caution to avoid exceeding G-
limits during recovery.
Stall Recognition and Recovery
CAUTION
The following discussion is presented only in the context of recovery training.
Stalls in high performance aircraft should not be deliberately executed unless
they are part of a supervised pilot training program. Safety of flight consider-
ations dictate that the utmost caution be employed during such exercises.
Phenom 100 6-7
Developed for Training Purposes Jan 2011 Rev.2
Maneuvers
break away and are ingested by the engines, pausing reduces the risk of a
dual flameout occurring.
If anti-ice is required during takeoff, turn the anti-ice system on prior to setting
takeoff power. For proper anti-ice operation and engine protection, ensure
adherence to the maximum anti-ice N
1
power settings for takeoff, climb, and
cruise.
Procedures for operating in icing conditions per the AFM must strictly be fol-
lowed.
Inflight Procedures
Steep Turns
Steep turns (e.g., 45 degrees bank) confirm the aerodynamic principle that
increasing bank requires increased pitch and power to maintain altitude.
At intermediate altitudes (e.g., 10,000 ft MSL), practice steep turns at 180
KIAS, 180 or 360 turns.
The initial engine power setting is about 68% N
1
. When passing through 30
degrees bank, increase power setting approximately 5% N
1
. Trim out back
pressure as needed. Lead the rollout heading approximately 10 degrees and
reduce thrust and pitch to the original setting. These maneuvers are to be
accomplished without reference to the flight director.
Unusual Attitudes
Recovery from Nose-High Attitude
After confirming a nose-high attitude, low-airspeed condition exists, apply
thrust while rolling toward the nearest horizon. Use up to 60 bank, depend-
ing on severity of the condition. When the nose reaches the horizon,
smoothly roll to a wings-level attitude and recover to level flight.
Recovery from Nose-Low Attitude
After confirming a nose-low attitude with airspeed increasing, reduce thrust to
idle while simultaneously rolling to a wings-level attitude. Increase pitch atti-
tude to recover to straight and level flight. Use caution to avoid exceeding G-
limits during recovery.
Stall Recognition and Recovery
CAUTION
The following discussion is presented only in the context of recovery training.
Stalls in high performance aircraft should not be deliberately executed unless
they are part of a supervised pilot training program. Safety of flight consider-
ations dictate that the utmost caution be employed during such exercises.
6-8 Phenom 100
Approach to Stall
As the aircraft approaches a stall, it also approaches the edge of its controlla-
bility envelope. The PRIMARY concern is to recover a margin of controllabil-
ity. The SECONDARY concern is to recover/regain any altitude sacrificed in
regaining a SAFE margin of controllability.
Initial practice approaches to stalls may result in a loss of altitude. As profi-
ciency increases, recognizing the controllability margin and executing the rec-
ommended recovery techniques will improve, and altitude loss should
diminish.
Practice approach to stalls during training will facilitate developing good and
safe recovery techniques should stalls be encountered in flight.
Just as in the steep turn exercise, approach to stall training should take place
at intermediate altitudes between 9,000 ft to 11,000 ft, recommended. Before
and during all the approach to stall maneuvering the airspace practice area
must be clear of any conflicting traffic. This training involves a stick pusher
recovery exercise in a clean configuration and three approach to stall exer-
cises: clean configuration, takeoff configuration, with a turn using 15 to 30
degrees of bank, and a landing configuration approach to stall. Procedures
to set up the approach to stall are to set the power at 45% N1, elevator trim to
maintain altitude until 120 KIAS then back pressure is utilized to maintain alti-
tude. At the first indication of a stall, with the exception of the stick pusher
exercise, stall recovery procedures are initiated.
Stick Pusher Recovery
The Stall Warning and Protection system on the Phenom incorporates a stick
pusher that engages to prevent the aircraft from entering a potentially hazard-
ous stall condition. Normally the recovery from an approach to a stall is
made at the first indication of a stall, i.e, the first aural warning. However, if
for some reason the pilot was to ignore these initial warnings and the stick
pusher was to activate he/she must be able to recover from this situation.
The stick pusher activation commands the control wheel to abruptly pitch
down with around 150 lbs of forward force. The recovery from this downward
movement must not be too quick as a secondary pusher action could occur.
As the nose is pushed down, firmly, but smoothly, bring in back pressure
while advancing the thrust levers to the MAX position, and climb back to alti-
tude. Altitude loss should be about 300 ft to 400 ft. Once the recovery is
will vary based upon aircraft gross weight, density altitude and environ-
mental conditions such as icing. Stall practice is not recommended in
icing,
6-8 Phenom 100
Approach to Stall
As the aircraft approaches a stall, it also approaches the edge of its controlla-
bility envelope. The PRIMARY concern is to recover a margin of controllabil-
ity. The SECONDARY concern is to recover/regain any altitude sacrificed in
regaining a SAFE margin of controllability.
Initial practice approaches to stalls may result in a loss of altitude. As profi-
ciency increases, recognizing the controllability margin and executing the rec-
ommended recovery techniques will improve, and altitude loss should
diminish.
Practice approach to stalls during training will facilitate developing good and
safe recovery techniques should stalls be encountered in flight.
Just as in the steep turn exercise, approach to stall training should take place
at intermediate altitudes between 9,000 ft to 11,000 ft, recommended. Before
and during all the approach to stall maneuvering the airspace practice area
must be clear of any conflicting traffic. This training involves a stick pusher
recovery exercise in a clean configuration and three approach to stall exer-
cises: clean configuration, takeoff configuration, with a turn using 15 to 30
degrees of bank, and a landing configuration approach to stall. Procedures
to set up the approach to stall are to set the power at 45% N1, elevator trim to
maintain altitude until 120 KIAS then back pressure is utilized to maintain alti-
tude. At the first indication of a stall, with the exception of the stick pusher
exercise, stall recovery procedures are initiated.
Stick Pusher Recovery
The Stall Warning and Protection system on the Phenom incorporates a stick
pusher that engages to prevent the aircraft from entering a potentially hazard-
ous stall condition. Normally the recovery from an approach to a stall is
made at the first indication of a stall, i.e, the first aural warning. However, if
for some reason the pilot was to ignore these initial warnings and the stick
pusher was to activate he/she must be able to recover from this situation.
The stick pusher activation commands the control wheel to abruptly pitch
down with around 150 lbs of forward force. The recovery from this downward
movement must not be too quick as a secondary pusher action could occur.
As the nose is pushed down, firmly, but smoothly, bring in back pressure
while advancing the thrust levers to the MAX position, and climb back to alti-
tude. Altitude loss should be about 300 ft to 400 ft. Once the recovery is
will vary based upon aircraft gross weight, density altitude and environ-
mental conditions such as icing. Stall practice is not recommended in
icing,
Phenom 100 6-9
Maneuvers
made, the set up procedure for the next approach to stall maneuver can
occur.
Clean Configuration Approach to Stall
This approach to stall training is to simulate a pending stall at cruise altitude
where a failure to monitor the airspeed has occurred. Once the first indication
of a stall is recognized the TO/GA Button is pressed, thrust levers are
advanced to the TO/GA position, the back pressure is slightly relaxed with lit-
tle or no loss of altitude. Once a safe airspeed and altitude are reached a
transition is made to the next stall series.
Takeoff/Departure Approach to Stall
This approach to stall training simulates an initial departure in the take off
configuration with a turn. The aircraft configuration is gear down, flaps 1, and
a turn is established, usually, with 20 degrees of bank. When the first indica-
tion of a stall occurs simultaneously the wings are leveled, the back pressure
is slightly relaxed, to reduce the angle of attack, the TO/GA button is pressed
and the thrust levers are advanced to the TO/GA setting position. Once a
positive rate of climb is started the gear is raised and flaps retracted on
schedule. Little or no loss of altitude should be experienced. When a safe alti-
tude and airspeed is achieved transition to the next maneuver.
Landing Configuration Approach to Stall
The landing configuration approach to stall is used to practice encountering a
near stall situation while on final approach in the landing configuration: gear
down, flaps full. When the first warning of an impending stall occurs the go-
around procedure is initiated. The TO/GA Button is pressed, thrust levers are
quickly advanced to the TO/GA setting, slight reduction in back pressure is
applied to reduce the induced drag, flap lever set to the 2 position, with a pos-
itive rate of climb the gear is raised, as airspeed increases a climb continues
to a safe altitude, flaps retracted on schedule.
Instrument Procedures
Holding
The maximum holding speeds are:
Below 6000 MSL - 200 KIAS
14,000 ft MSL and below 230 KIAS unless posted as 210 KIAS
Above 14,000 MSL - 265 KIAS
Clean configuration
Slow to holding speed within three minutes of reaching the holding fix. Hold-
ing pattern recommended entries are parallel, teardrop, and direct.
Phenom 100 6-9
Maneuvers
made, the set up procedure for the next approach to stall maneuver can
occur.
Clean Configuration Approach to Stall
This approach to stall training is to simulate a pending stall at cruise altitude
where a failure to monitor the airspeed has occurred. Once the first indication
of a stall is recognized the TO/GA Button is pressed, thrust levers are
advanced to the TO/GA position, the back pressure is slightly relaxed with lit-
tle or no loss of altitude. Once a safe airspeed and altitude are reached a
transition is made to the next stall series.
Takeoff/Departure Approach to Stall
This approach to stall training simulates an initial departure in the take off
configuration with a turn. The aircraft configuration is gear down, flaps 1, and
a turn is established, usually, with 20 degrees of bank. When the first indica-
tion of a stall occurs simultaneously the wings are leveled, the back pressure
is slightly relaxed, to reduce the angle of attack, the TO/GA button is pressed
and the thrust levers are advanced to the TO/GA setting position. Once a
positive rate of climb is started the gear is raised and flaps retracted on
schedule. Little or no loss of altitude should be experienced. When a safe alti-
tude and airspeed is achieved transition to the next maneuver.
Landing Configuration Approach to Stall
The landing configuration approach to stall is used to practice encountering a
near stall situation while on final approach in the landing configuration: gear
down, flaps full. When the first warning of an impending stall occurs the go-
around procedure is initiated. The TO/GA Button is pressed, thrust levers are
quickly advanced to the TO/GA setting, slight reduction in back pressure is
applied to reduce the induced drag, flap lever set to the 2 position, with a pos-
itive rate of climb the gear is raised, as airspeed increases a climb continues
to a safe altitude, flaps retracted on schedule.
Instrument Procedures
Holding
The maximum holding speeds are:
Below 6000 MSL - 200 KIAS
14,000 ft MSL and below 230 KIAS unless posted as 210 KIAS
Above 14,000 MSL - 265 KIAS
Clean configuration
Slow to holding speed within three minutes of reaching the holding fix. Hold-
ing pattern recommended entries are parallel, teardrop, and direct.
6-10 Phenom 100
Outbound timing begins over or abeam the holding fix, whichever occurs
later. If the abeam position cannot be determined, start timing when the turn
to outbound is completed.
The initial outbound leg is flown for one or one-and-one-half minute(s) as
appropriate for altitude.
Inbound leg time at 14,000 ft MSL or below is one minute. Above 14,000 ft
MSL, the inbound leg time is one-and-one-half minutes.
Timing of subsequent outbound legs should be adjusted as necessary to
achieve proper inbound leg time. For a crosswind correction, double the
inbound drift correction on the outbound leg.
Normal Descent
Condensation Precautions
Both windshield anti-ice switches should be in the ON position.
Check that pressurization is set to landing field elevation (LFE).
Pressurization
Monitor the differential pressure and cabin altitude throughout descent. The
most comfortable condition occurs when cabin descent is distributed over the
majority of the aircraft descent time.
Anti-Icing
All anti-ice systems should be on when operating in visible moisture if the
indicated outside air temperature is +10C or colder.
Approach
Double-check landing field information and estimated arrival gross weight;
check runway requirements, determine V
REF
and set airspeed bugs in accor-
dance with the SOP. When descending through the transition altitude, set the
altimeters to field pressure and check for agreement.
Flight Director
The flight director is effective for making an accurate approach in adverse
weather conditions. If command bars are followed precisely, the flight director
computes drift corrections based on track results. These computations com-
mand slow and deliberate corrections toward interception of track and
glideslope.
While following the flight director commands, remember to cross check the
raw data presentations. The flight director is extremely reliable, but the com-
mand bar(s) displays computed (i.e., trend) information only.
Monitor warning messages for indication of a malfunction. If the computer is
not working properly, erroneous information may be presented.
Instrument Approach Considerations
6-10 Phenom 100
Outbound timing begins over or abeam the holding fix, whichever occurs
later. If the abeam position cannot be determined, start timing when the turn
to outbound is completed.
The initial outbound leg is flown for one or one-and-one-half minute(s) as
appropriate for altitude.
Inbound leg time at 14,000 ft MSL or below is one minute. Above 14,000 ft
MSL, the inbound leg time is one-and-one-half minutes.
Timing of subsequent outbound legs should be adjusted as necessary to
achieve proper inbound leg time. For a crosswind correction, double the
inbound drift correction on the outbound leg.
Normal Descent
Condensation Precautions
Both windshield anti-ice switches should be in the ON position.
Check that pressurization is set to landing field elevation (LFE).
Pressurization
Monitor the differential pressure and cabin altitude throughout descent. The
most comfortable condition occurs when cabin descent is distributed over the
majority of the aircraft descent time.
Anti-Icing
All anti-ice systems should be on when operating in visible moisture if the
indicated outside air temperature is +10C or colder.
Approach
Double-check landing field information and estimated arrival gross weight;
check runway requirements, determine V
REF
and set airspeed bugs in accor-
dance with the SOP. When descending through the transition altitude, set the
altimeters to field pressure and check for agreement.
Flight Director
The flight director is effective for making an accurate approach in adverse
weather conditions. If command bars are followed precisely, the flight director
computes drift corrections based on track results. These computations com-
mand slow and deliberate corrections toward interception of track and
glideslope.
While following the flight director commands, remember to cross check the
raw data presentations. The flight director is extremely reliable, but the com-
mand bar(s) displays computed (i.e., trend) information only.
Monitor warning messages for indication of a malfunction. If the computer is
not working properly, erroneous information may be presented.
Instrument Approach Considerations
Phenom 100 6-11
Maneuvers
Several factors should be considered prior to commencing an approach in a
high performance jet aircraft. The pilot must have a thorough knowledge of
the destination and alternate weather conditions before descending out of the
high altitude structure. Many weather and traffic advisory sources are avail-
able, including:
Flight Service Stations that may be used enroute at any time to obtain the
latest destination and alternate weather conditions
Destination Tower and/or Approach Control
ARTCC where controllers can obtain information (if requested) pertaining

to traffic delays and whether aircraft are successfully completing
approaches
ATIS.
If weather is at or near minimums for the approaches available, review the
time and fuel requirements to an alternate. To continue the approach to a
landing after arrival at minimums, FAA - FAR 91.175 requires that:
(c) Operation below DH or MDA. Where a DH or MDA is applicable, no pilot
may operate an aircraft, except a military aircraft of the United States, at any
airport below the authorized MDA or continue an approach below the autho-
rized DH unless
(1) The aircraft is continuously in a position from which a descent to a
landing on the intended runway can be made at a normal rate of descent
using normal maneuvers, and for operations conducted under part 121 or
part 135 unless that descent rate will allow touchdown to occur within the
touchdown zone of the runway of the intended landing;
(2) The flight visibility is not less than the visibility prescribed in the stan-
dard instrument approach being used; and
(3) Except for a Category II or Category III approach where any neces-
sary visual reference requirements are specified by the Administrator, at
least one of the following visual references for the intended runway is dis-
tinctly visible and identifiable to the pilot:
(i) The approach light system, except that the pilot may not descend
below 100 ft above the touchdown zone elevation using the approach
lights as a reference unless the red terminating bars or the red side
row bars are also distinctly visible and identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual approach slope indicator.
(vii) The touchdown zone or touchdown zone markings.

Phenom 100 6-11
Maneuvers
Several factors should be considered prior to commencing an approach in a
high performance jet aircraft. The pilot must have a thorough knowledge of
the destination and alternate weather conditions before descending out of the
high altitude structure. Many weather and traffic advisory sources are avail-
able, including:
Flight Service Stations that may be used enroute at any time to obtain the
latest destination and alternate weather conditions
Destination Tower and/or Approach Control
ARTCC where controllers can obtain information (if requested) pertaining

to traffic delays and whether aircraft are successfully completing
approaches
ATIS.
If weather is at or near minimums for the approaches available, review the
time and fuel requirements to an alternate. To continue the approach to a
landing after arrival at minimums, FAA - FAR 91.175 requires that:
(c) Operation below DH or MDA. Where a DH or MDA is applicable, no pilot
may operate an aircraft, except a military aircraft of the United States, at any
airport below the authorized MDA or continue an approach below the autho-
rized DH unless
(1) The aircraft is continuously in a position from which a descent to a
landing on the intended runway can be made at a normal rate of descent
using normal maneuvers, and for operations conducted under part 121 or
part 135 unless that descent rate will allow touchdown to occur within the
touchdown zone of the runway of the intended landing;
(2) The flight visibility is not less than the visibility prescribed in the stan-
dard instrument approach being used; and
(3) Except for a Category II or Category III approach where any neces-
sary visual reference requirements are specified by the Administrator, at
least one of the following visual references for the intended runway is dis-
tinctly visible and identifiable to the pilot:
(i) The approach light system, except that the pilot may not descend
below 100 ft above the touchdown zone elevation using the approach
lights as a reference unless the red terminating bars or the red side
row bars are also distinctly visible and identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual approach slope indicator.
(vii) The touchdown zone or touchdown zone markings.

6-12 Phenom 100
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights.
(d) Landing. No pilot operating an aircraft, except a military aircraft of the
United States, may land that aircraft when the flight visibility is less than the
visibility prescribed in the standard instrument approach procedure being
used.

EASA/JAA use the 1,000ft 'Approach Ban' rule - Before decending below
1,000ft AGL the required minimum visibility for the approach should prevail
otherwise the approach should be discontinued.

VFR Traffic Pattern
Traffic pattern altitude for jets normally is 1,500 ft AGL. In a clean configura-
tion, slow to a minimum of 180 kts.
Initiate the Approach checklist no later than the downwind leg entry point;
lower flaps to Flaps 1. The minimum airspeed on downwind is 150 KIAS.
Lower the gear opposite the touchdown zone or about two miles out on base
leg or straight-in final (but no lower than traffic pattern altitude).
Set Flaps 2 and maintain 120 KIAS until the turn is completed on final or
descent is started if straight-in. Set Flaps landing and maintain V
REF
. Verify
autopilot disengaged on final approach and touchdown at V
REF
.
Approaches
Checklist and Configuration
Consider completing the Approach Checklist shortly after programing the
Garmin and briefing the approach. Flaps should be zero, airspeed 180 KIAS
and gear up approaching the airport enviroment.
If the aircraft is receiving radar vectors for an approach, initiate the Before
Landing checklist and aircraft configuration changes when abeam the FAF
outbound, or one to three miles before the FAF for a straight-in approach.
At uncontrolled airports, make all required position/intention reports on the
appropriate Common Traffic Advisory Frequency (CTAF).
6-12 Phenom 100
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights.
(d) Landing. No pilot operating an aircraft, except a military aircraft of the
United States, may land that aircraft when the flight visibility is less than the
visibility prescribed in the standard instrument approach procedure being
used.

EASA/JAA use the 1,000ft 'Approach Ban' rule - Before decending below
1,000ft AGL the required minimum visibility for the approach should prevail
otherwise the approach should be discontinued.

VFR Traffic Pattern
Traffic pattern altitude for jets normally is 1,500 ft AGL. In a clean configura-
tion, slow to a minimum of 180 kts.
Initiate the Approach checklist no later than the downwind leg entry point;
lower flaps to Flaps 1. The minimum airspeed on downwind is 150 KIAS.
Lower the gear opposite the touchdown zone or about two miles out on base
leg or straight-in final (but no lower than traffic pattern altitude).
Set Flaps 2 and maintain 120 KIAS until the turn is completed on final or
descent is started if straight-in. Set Flaps landing and maintain V
REF
. Verify
autopilot disengaged on final approach and touchdown at V
REF
.
Approaches
Checklist and Configuration
Consider completing the Approach Checklist shortly after programing the
Garmin and briefing the approach. Flaps should be zero, airspeed 180 KIAS
and gear up approaching the airport enviroment.
If the aircraft is receiving radar vectors for an approach, initiate the Before
Landing checklist and aircraft configuration changes when abeam the FAF
outbound, or one to three miles before the FAF for a straight-in approach.
At uncontrolled airports, make all required position/intention reports on the
appropriate Common Traffic Advisory Frequency (CTAF).
Phenom 100 6-13
Maneuvers
Typical Precision Approach (ILS)
An ILS approach is normal when both engines, the appropriate ILS facilities,
and airborne equipment are operating normally. Accomplish the following:
1. When established on the localizer inbound to the FAF, ensure flaps are
set at Flaps 1 and the APR armed function is selected.
2. Maintain airspeed at 150 KIAS and initiate the Before Landing checklist
when aircraft is configured.
3. When the glideslope is active, lower the landing gear, set flaps 2, Airspeed
120 KIAS
4. When glide slope indicates one dot prior to intercept, set landing Flaps
and maintain V
REF
.
5. Passing the outer marker, verify the altitude over the outer marker is cor-
rect, read and verify the Before Landing checklist.
6. Maintain airspeed at V
REF
.
7. At or before DA, establish visual contact with the runway.
8. Reduce power slightly to ensure crossing the runway threshold at V
REF
and verify the autopilot is disengaged prior to touchdown.
Typical Non-Precision Approach and Landing
1. When established on the inbound course to the FAF, select Flaps 1 main-
tain 150 KIAS to intercept inbound course and NAV is selected.
2. Extend landing gear and set flaps to Flaps 2 maintain 120 KIAS.
3. Select landing flaps and maintain V
REF
flaps
4. Upon crossing FAF, descend to MDA while maintaining airspeed to
maneuvering. Vertical speed in the descent should normally be 500 to
1,000 fpm.
5. After leveling off at MDA, increase power to hold airspeed at flap full
maneuvering speed while proceeding to the MAP.
6. With the runway environment in sight, disengage the autopilot and com-
plete the Before Landing checklist. Maintain V
REF
while intercepting the
proper visual glide path for landing. Cross the landing threshold at V
REF
.
Go-Around/Missed Approach
and Visual Approach/Balked Landing
Accomplish the Go-Around procedure at the DA or MDA with time expired (if
applicable) and runway visual reference either not in sight or not in a position
from which a normal visual landing approach can be accomplished.
An approach with a visual descent point (VDP) positions the aircraft for a nor-
mal glide slope to landing. When an aircraft proceeds beyond the VDP with-
Phenom 100 6-13
Maneuvers
Typical Precision Approach (ILS)
An ILS approach is normal when both engines, the appropriate ILS facilities,
and airborne equipment are operating normally. Accomplish the following:
1. When established on the localizer inbound to the FAF, ensure flaps are
set at Flaps 1 and the APR armed function is selected.
2. Maintain airspeed at 150 KIAS and initiate the Before Landing checklist
when aircraft is configured.
3. When the glideslope is active, lower the landing gear, set flaps 2, Airspeed
120 KIAS
4. When glide slope indicates one dot prior to intercept, set landing Flaps
and maintain V
REF
.
5. Passing the outer marker, verify the altitude over the outer marker is cor-
rect, read and verify the Before Landing checklist.
6. Maintain airspeed at V
REF
.
7. At or before DA, establish visual contact with the runway.
8. Reduce power slightly to ensure crossing the runway threshold at V
REF
and verify the autopilot is disengaged prior to touchdown.
Typical Non-Precision Approach and Landing
1. When established on the inbound course to the FAF, select Flaps 1 main-
tain 150 KIAS to intercept inbound course and NAV is selected.
2. Extend landing gear and set flaps to Flaps 2 maintain 120 KIAS.
3. Select landing flaps and maintain V
REF
flaps
4. Upon crossing FAF, descend to MDA while maintaining airspeed to
maneuvering. Vertical speed in the descent should normally be 500 to
1,000 fpm.
5. After leveling off at MDA, increase power to hold airspeed at flap full
maneuvering speed while proceeding to the MAP.
6. With the runway environment in sight, disengage the autopilot and com-
plete the Before Landing checklist. Maintain V
REF
while intercepting the
proper visual glide path for landing. Cross the landing threshold at V
REF
.
Go-Around/Missed Approach
and Visual Approach/Balked Landing
Accomplish the Go-Around procedure at the DA or MDA with time expired (if
applicable) and runway visual reference either not in sight or not in a position
from which a normal visual landing approach can be accomplished.
An approach with a visual descent point (VDP) positions the aircraft for a nor-
mal glide slope to landing. When an aircraft proceeds beyond the VDP with-
6-14 Phenom 100
out visual reference to the runway, the probability of a missed approach is
increased.
Go-Around Procedure
Accomplish the following:
1. Depress the TO/GA button on either thrust lever.
2. Apply go-around TO/GA power
3. Set go-around flaps to Flaps 1 or Flaps 2 depending on approach
configuration. Retract the landing gear when a positive rate of climb is
indicated on both the altimeter and VSI.
4. Continue the climb at V
AC
until a safe acceleration altitude is reached.
5. When clear of obstacles and appropriate airspeed, fully retract flaps
(Flaps 0) and accelerate to V
FS
. Adjust pitch attitude and power as nec-
essary.
6. Reduce power to Climb. At the relatively light gross weight at which
missed approaches are normally accomplished, the aircraft accelerates
quickly. Pitch and power need to be adjusted accordingly.
7. Confirm the level-off altitude and heading/course needed for the Go-
Around/Missed Approach procedure. Comply with the published missed
approach instructions unless other directions are received from ATC.
After a Missed Approach - Departing the Area
Accomplish the following.
1. Accelerate to normal climb speed.
2. Complete the After Takeoff/Climb Checklist
3. Follow normal climb out procedures.
Circling Approach
A circling approach is an instrument approach requiring a heading change of
30 degrees or more to align the aircraft with the landing runway.
Turbulence, strong winds, poor visibility, and low maneuvering altitude are
factors that must be considered when planning a circling approach. Plan to
use a published minimum circling altitude and distance appropriate to the air-
speed or approach category. The Phenom 100 is certified a Category B air-
craft for straight in approaches.
At uncontrolled airports, observe local traffic direction and restrictions.
It is recommended that the approach be flown with gear down and flaps at
Flaps 2 until arriving at a position Abeam the threshold then landing flaps.
6-14 Phenom 100
out visual reference to the runway, the probability of a missed approach is
increased.
Go-Around Procedure
Accomplish the following:
1. Depress the TO/GA button on either thrust lever.
2. Apply go-around TO/GA power
3. Set go-around flaps to Flaps 1 or Flaps 2 depending on approach
configuration. Retract the landing gear when a positive rate of climb is
indicated on both the altimeter and VSI.
4. Continue the climb at V
AC
until a safe acceleration altitude is reached.
5. When clear of obstacles and appropriate airspeed, fully retract flaps
(Flaps 0) and accelerate to V
FS
. Adjust pitch attitude and power as nec-
essary.
6. Reduce power to Climb. At the relatively light gross weight at which
missed approaches are normally accomplished, the aircraft accelerates
quickly. Pitch and power need to be adjusted accordingly.
7. Confirm the level-off altitude and heading/course needed for the Go-
Around/Missed Approach procedure. Comply with the published missed
approach instructions unless other directions are received from ATC.
After a Missed Approach - Departing the Area
Accomplish the following.
1. Accelerate to normal climb speed.
2. Complete the After Takeoff/Climb Checklist
3. Follow normal climb out procedures.
Circling Approach
A circling approach is an instrument approach requiring a heading change of
30 degrees or more to align the aircraft with the landing runway.
Turbulence, strong winds, poor visibility, and low maneuvering altitude are
factors that must be considered when planning a circling approach. Plan to
use a published minimum circling altitude and distance appropriate to the air-
speed or approach category. The Phenom 100 is certified a Category B air-
craft for straight in approaches.
At uncontrolled airports, observe local traffic direction and restrictions.
It is recommended that the approach be flown with gear down and flaps at
Flaps 2 until arriving at a position Abeam the threshold then landing flaps.
Phenom 100 6-15
Maneuvers
While maneuvering during a circling approach, fly a minimum of 120 KIAS.
When established on final in the landing configuration, fly at V
REF
to cross the
runway threshold at V
REF
.
Single Engine Operation
Engine Failure Above V
1
- Takeoff Continued
With an engine fire or failure indication after V
1
, continue the takeoff.
Maintain directional control using the rudder/nosewheel steering, and accel-
erate to V
R
. At V
R
, rotate the aircraft and with a positive rate of climb is
established, raise the landing gear and maintain V
2
speed for the climb and
identify the affected engine.
When clear of obstacles and at a minimum of 400 ft AGL select a lateral mode.
At 1000 ft. AGL, engage the Autopilot and press ALT. As the aircraft accel-
erates begin flap retraction on schedule (from Flap 1 to Zero = V2 + 11Kt,
from Flap 2 to Flap 1 = V2 + 9Kt, from Flap 1 to Zero = V2 + 20Kt).
At V
FS
select FLC and continue the climb to 1500 ft AGL then reduce power
to CON/CLB and set FLC to speed 160Kt. When aircraft is stabilized, read
the appropriate QRH check-list followed by the Normal check-list. In case of
fire, accomplish the memory items after flaps are retracted. Advise ATC and
passengers of the emergency situation when able.

Single Engine Precision/Non-Precision Approach
and Landing
A single engine inoperative approach is flown essentially the same as an
approach with both engines operating. On final approach, verify flaps 2 and
V
REF
(full) + 10.
Up to the final descent point, the aircraft is configured normally with the previ-
ously recommended speeds flown for each configuration.
If rudder trim is used during approach to counter asymmetric thrust, zero the
rudder trim prior to, or during the landing power reduction to prevent
unwanted yaw. Thrust reduction and flare are similar to a normal landing.
Thrust reduction should be slower than normal to counter roll due to yaw
effect. Consequently, slightly less flare than normal is required to prevent
floating.
After touchdown, lower the nose, apply wheel braking as required and keep
the wings level. Use rudder and differential braking to maintain directional
control.
Phenom 100 6-15
Maneuvers
While maneuvering during a circling approach, fly a minimum of 120 KIAS.
When established on final in the landing configuration, fly at V
REF
to cross the
runway threshold at V
REF
.
Single Engine Operation
Engine Failure Above V
1
- Takeoff Continued
With an engine fire or failure indication after V
1
, continue the takeoff.
Maintain directional control using the rudder/nosewheel steering, and accel-
erate to V
R
. At V
R
, rotate the aircraft and with a positive rate of climb is
established, raise the landing gear and maintain V
2
speed for the climb and
identify the affected engine.
When clear of obstacles and at a minimum of 400 ft AGL select a lateral mode.
At 1000 ft. AGL, engage the Autopilot and press ALT. As the aircraft accel-
erates begin flap retraction on schedule (from Flap 1 to Zero = V2 + 11Kt,
from Flap 2 to Flap 1 = V2 + 9Kt, from Flap 1 to Zero = V2 + 20Kt).
At V
FS
select FLC and continue the climb to 1500 ft AGL then reduce power
to CON/CLB and set FLC to speed 160Kt. When aircraft is stabilized, read
the appropriate QRH check-list followed by the Normal check-list. In case of
fire, accomplish the memory items after flaps are retracted. Advise ATC and
passengers of the emergency situation when able.

Single Engine Precision/Non-Precision Approach
and Landing
A single engine inoperative approach is flown essentially the same as an
approach with both engines operating. On final approach, verify flaps 2 and
V
REF
(full) + 10.
Up to the final descent point, the aircraft is configured normally with the previ-
ously recommended speeds flown for each configuration.
If rudder trim is used during approach to counter asymmetric thrust, zero the
rudder trim prior to, or during the landing power reduction to prevent
unwanted yaw. Thrust reduction and flare are similar to a normal landing.
Thrust reduction should be slower than normal to counter roll due to yaw
effect. Consequently, slightly less flare than normal is required to prevent
floating.
After touchdown, lower the nose, apply wheel braking as required and keep
the wings level. Use rudder and differential braking to maintain directional
control.
6-16 Phenom 100
July 2010 Rev.1 Developed for Training Purposes
Single Engine Go-Around/Missed Approach
Depress the TO/GA button on either throttle lever and apply power to the
TO/GA throttle position. Disengage the yaw damper by pressing the AP/YD/
TRIM/PUSHER quick disconnect on the yoke and rotate the aircraft to 7.5
degrees of pitch up attitude. Retract flaps to flaps 1 and upon observing a
positive rate of climb select landing gear lever to the UP position. As airspeed
increases apply rudder pressure as required to counter yaw.
Landing
With Flaps Full, cross the threshold at 50 ft AGL with a speed of V
REF
.
Reduce thrust slowly to idle and raise the nose slightly from the attitude main-
tained on final approach. With aft mounted engines, the nose tends to rise as
thrust is reduced and thus requires minimum back pressure.
Maintain attitude and allow the aircraft to fly onto the runway surface.
Upon touchdown, lower the nose wheel smoothly to the runway and apply
brakes as necessary. To achieve maximum benefit from the anti-skid system,
do not pump the brakes; instead, apply steady pressure on the brake pedals.
Use nose wheel steering via the rudder pedals and differential braking to
maintain directional control.
Crosswind
On the final approach in a crosswind, either the crab approach or the wing-
down method may be used.
Do not allow the aircraft to float with power off prior to touchdown.
Fly to touchdown with little, if any, flare. Follow through the landing roll with
ailerons into the wind. Use nose wheel steering and differential braking for
directional control.
Contaminated Runways
Landing on a slick surface requires careful consideration of many factors:
type of runway surface, approach hazards, aircraft weight/speed, wind condi-
tions, temperature, ice, water, and snow.
There is a possibility of hydroplaning on surface water, slow below hydroplan-
ing speed before using the wheel brakes. Hydroplaning speed (V
H
), based on
NASA test data, is:
Takeoff: V
H
= 9*tire pressure
Landing: V
H
= 7.7*tire pressure
Note: Do not engage the autopilot less than 1000 AGL
6-16 Phenom 100
Single Engine Go-Around/Missed Approach
Depress the TO/GA button on either throttle lever and apply power to the
TO/GA throttle position. Disengage the yaw damper by pressing the AP/YD/
TRIM/PUSHER quick disconnect on the yoke and rotate the aircraft to 7.5
degrees of pitch up attitude. Retract flaps to flaps 1 and upon observing a
positive rate of climb select landing gear lever to the UP position. As airspeed
increases apply rudder pressure as required to counter yaw.
Landing
With Flaps Full, cross the threshold at 50 ft AGL with a speed of V
REF
.
Reduce thrust slowly to idle and raise the nose slightly from the attitude main-
tained on final approach. With aft mounted engines, the nose tends to rise as
thrust is reduced and thus requires minimum back pressure.
Maintain attitude and allow the aircraft to fly onto the runway surface.
Upon touchdown, lower the nose wheel smoothly to the runway and apply
brakes as necessary. To achieve maximum benefit from the anti-skid system,
do not pump the brakes; instead, apply steady pressure on the brake pedals.
Use nose wheel steering via the rudder pedals and differential braking to
maintain directional control.
Crosswind
On the final approach in a crosswind, either the crab approach or the wing-
down method may be used.
Do not allow the aircraft to float with power off prior to touchdown.
Fly to touchdown with little, if any, flare. Follow through the landing roll with
ailerons into the wind. Use nose wheel steering and differential braking for
directional control.
Contaminated Runways
Landing on a slick surface requires careful consideration of many factors:
type of runway surface, approach hazards, aircraft weight/speed, wind condi-
tions, temperature, ice, water, and snow.
There is a possibility of hydroplaning on surface water, slow below hydroplan-
ing speed before using the wheel brakes. Hydroplaning speed (V
H
), based on
NASA test data, is:
Takeoff: V
H
= 9*tire pressure
Landing: V
H
= 7.7*tire pressure
Note: Do not engage the autopilot less than 1000 AGL
Phenom 100 6-17
Maneuvers
The difference in hydroplaning speed between takeoff and landing is due to
the wheels rolling for takeoff and not rolling prior to landing.
After Landing
After clearing the runway, complete the After Landing checklist. The engines
should be operated at idle for at least two minute prior to shutdown; taxi time
may be included. After the aircraft is parked, complete the shutdown
checklist.
Flight Profiles
The following flight profiles illustrate how selected maneuvers are performed.
Each maneuver is broken down into sequential events that illustrate
appropriate configurations.
Unusual Attitude
Steep Turns
Approach to Stalls at Altitude
Normal Takeoff Flaps 1 or Flaps 2 (Typical)
Precision Approach (ILS)
Non-precision Approach (VOR/NDB/RNAV)
Visual Approach (Typical)
Circling Approach
Takeoff with Engine Failure Above V

1
One Engine Inoperative (OEI) Visual Approach
One Engine Inoperative (OEI) Precision Approach (ILS)
One Engine Inoperative (OEI) Non-precision Approach (VOR/NDB/RNAV)

Note:
The suggested airspeeds prior to the FAF/GS Intercept Point/Visual

Final are recommended for optimum performance.
Airspeed to be maintained shall be dictated by the pilots judgment

based on situational awareness. - Minimum airspeed for the airplane
configuration must not be
lower than the airspeed indicated by the Green Circle. - Strict adher-
ence to the airplane configuration speed limitations must be followed.
During Final Approach Phase it is imperative to maintain V

REF
up to
runway threshold with no wind additives.
During Go-around procedures, acceleration to VAC shall be accom-

plished before performing any maneuver.
Phenom 100 6-17
Maneuvers
The difference in hydroplaning speed between takeoff and landing is due to
the wheels rolling for takeoff and not rolling prior to landing.
After Landing
After clearing the runway, complete the After Landing checklist. The engines
should be operated at idle for at least two minute prior to shutdown; taxi time
may be included. After the aircraft is parked, complete the shutdown
checklist.
Flight Profiles
The following flight profiles illustrate how selected maneuvers are performed.
Each maneuver is broken down into sequential events that illustrate
appropriate configurations.
Unusual Attitude
Steep Turns
Approach to Stalls at Altitude
Normal Takeoff Flaps 1 or Flaps 2 (Typical)
Precision Approach (ILS)
Circling Approach
Takeoff with Engine Failure Above V

1
One Engine Inoperative (OEI) Visual Approach
One Engine Inoperative (OEI) Precision Approach (ILS)
One Engine Inoperative (OEI) Non-precision Approach (VOR/NDB/RNAV)

Note:
The suggested airspeeds prior to the FAF/GS Intercept Point/Visual

Final are recommended for optimum performance.
Airspeed to be maintained shall be dictated by the pilots judgment

based on situational awareness. - Minimum airspeed for the airplane
configuration must not be
lower than the airspeed indicated by the Green Circle. - Strict adher-
ence to the airplane configuration speed limitations must be followed.
During Final Approach Phase it is imperative to maintain V

REF
up to
runway threshold with no wind additives.
During Go-around procedures, acceleration to VAC shall be accom-

plished before performing any maneuver.
6-18 Phenom 100
Steep Turns
3
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6-18 Phenom 100
Steep Turns
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R
E
A
S
E

4
%
T
O

5
%

N
1

(
T
O

M
A
I
N
T
A
I
N

1
8
0

K
I
A
S
)
T
O
L
E
R
A
N
C
E
S
:

S
P
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E
D

1
0

K
I
A
S
A
L
T
I
T
U
D
E

1
0
0

F
T

B
A
N
K

H
E
A
D
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N
G

1
0
C
L
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A
N

C
O
N
F
I
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R
A
T
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N

P
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S

R
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1
8
0

K
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C
O
N
F
I
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A
T
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N

F
L
A
P
S

U
P

G
E
A
R

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P

N
1

6
8
%

-

7
2
%
T
H
I
S

M
A
N
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U
V
E
R

M
A
Y

B
E

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D

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R

A

1
8
0

O
R

3
6
0
T
U
R
N
,
A
N
D

M
A
Y

B
E

F
O
L
L
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D

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Y

A

T
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R
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I
N

T
H
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P
P
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D
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N
.
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M

M
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I
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C
T
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D

B
Y
T
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E

P
F
.
1
2
B
A
N
K

S
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Y

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4
5
A
L
T
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T
U
D
E

M
A
I
N
T
A
I
N
T
R
I
M

A
S

D
E
S
I
R
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D

P
I
T
C
H

T
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M
A
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T
A
I
N

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L
T
I
T
U
D
E
P
O
W
E
R

I
N
C
R
E
A
S
E

4

%
T
O

5
%

N
1

(
T
O

M
A
I
N
T
A
I
N

1
8
0

K
I
A
S
)
4
A
L
T
I
T
U
D
E

M
A
I
N
T
A
I
N
A
I
R
S
P
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E
D

M
A
I
N
T
A
I
N

B
A
N
K

M
A
I
N
T
A
I
N
Phenom 100 6-19
Maneuvers
Approach to Stalls
I
N
I
T
I
A
T
E

A
T

A

C
O
N
S
T
A
N
T

A
L
T
I
T
U
D
E
T
r
i
m

t
o

w
i
n
g
s

l
e
v
e
l

u
n
t
i
l

1
2
0

K
I
A
S

t
h
e
n

m
a
i
n
t
a
i
n

a
l
t
i
t
u
d
e
w
i
t
h

b
a
c
k

p
r
e
s
s
u
r
e
,

s
e
t

p
o
w
e
r

4
5
%
,

r
e
c
o
v
e
r

a
t
f
i
r
s
t

i
n
d
i
c
a
t
i
o
n

o
f

a

s
t
a
l
l
C
l
e
a
n

C
o
n
f
i
g
u
r
a
t
i
o
n

S
t
a
l
l
T
a
k
e
o
f
f
f

C
o
n
f
i
g
u
r
a
t
i
o
n

/

D
e
p
a
r
t
u
r
e

T
u
r
n
i
n
g

S
t
a
l
l

(
2
0

d
e
g
r
e
e
s

b
a
n
k
)
A
p
p
r
o
a
c
h

t
o

L
a
n
d
i
n
g

S
t
a
l
l

(
G
e
a
r

&

L
a
n
d
i
n
g

F
l
a
p
s
)
Phenom 100 6-19
Maneuvers
Approach to Stalls
I
N
I
T
I
A
T
E

A
T

A

C
O
N
S
T
A
N
T

A
L
T
I
T
U
D
E
T
r
i
m

t
o

w
i
n
g
s

l
e
v
e
l

u
n
t
i
l

1
2
0

K
I
A
S

t
h
e
n

m
a
i
n
t
a
i
n

a
l
t
i
t
u
d
e
w
i
t
h

b
a
c
k

p
r
e
s
s
u
r
e
,

s
e
t

p
o
w
e
r

4
5
%
,

r
e
c
o
v
e
r

a
t
f
i
r
s
t

i
n
d
i
c
a
t
i
o
n

o
f

a

s
t
a
l
l
C
l
e
a
n

C
o
n
f
i
g
u
r
a
t
i
o
n

S
t
a
l
l
T
a
k
e
o
f
f
f

C
o
n
f
i
g
u
r
a
t
i
o
n

/

D
e
p
a
r
t
u
r
e

T
u
r
n
i
n
g

S
t
a
l
l

(
2
0

d
e
g
r
e
e
s

b
a
n
k
)
A
p
p
r
o
a
c
h

t
o

L
a
n
d
i
n
g

S
t
a
l
l

(
G
e
a
r

&

L
a
n
d
i
n
g

F
l
a
p
s
)
6-20 Phenom 100
Normal Takeoff Flaps 1 or 2 (Typical)

T
H
R
U
S
T

L
E
V
E
R
S

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
N
O
R
M
A
L

T
A
K
E
O
F
F

F
L
A
P
S

1

O
R

2

(
T
Y
P
I
C
A
L
)

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
G
E
A
R

U
P
T
O
/
G
A

T
H
R
U
S
T

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

D
E
P
A
R
T
U
R
E

P
R
O
F
I
L
E

S
P
E
E
D

1
6
0

K
I
A
S
2

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

V

+

1
5

K
I
A
S

M
A
I
N
T
A
I
N

T
A
K
E
O
F
F

F
L
A
P
S

S
E
T

C
O
N
/
C
L
B

T
H
R
U
S
T

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T

I
N
C
R
E
A
S
E

S
P
E
E
D

T
O

2
0
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

R
O
T
A
T
E

T
O

9

F
O
R

F
L
A
P
S

2

E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

S
E
L
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C
T

L
A
T
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R
A
L

M
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D
E

A
C
C
O
R
D
I
N
G

T
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D
E
P
A
R
T
U
R
E

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

C
O
N
/
C
L
B

T
H
R
U
S
T
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
2
C
.
D
G
N

R
O
T
A
T
E

T
O

9
.
5

F
O
R

F
L
A
P
S

1

6-20 Phenom 100
Normal Takeoff Flaps 1 or 2 (Typical)

T
H
R
U
S
T

L
E
V
E
R
S

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
N
O
R
M
A
L

T
A
K
E
O
F
F

F
L
A
P
S

1

O
R

2

(
T
Y
P
I
C
A
L
)

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
G
E
A
R

U
P
T
O
/
G
A

T
H
R
U
S
T

S
E
L
E
C
T

L
A
T
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R
A
L

M
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D
E

A
C
C
O
R
D
I
N
G

T
O

D
E
P
A
R
T
U
R
E

P
R
O
F
I
L
E

S
P
E
E
D

1
6
0

K
I
A
S
2

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

V

+

1
5

K
I
A
S

M
A
I
N
T
A
I
N

T
A
K
E
O
F
F

F
L
A
P
S

S
E
T

C
O
N
/
C
L
B

T
H
R
U
S
T

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T

I
N
C
R
E
A
S
E

S
P
E
E
D

T
O

2
0
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

R
O
T
A
T
E

T
O

9

F
O
R

F
L
A
P
S

2

E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

D
E
P
A
R
T
U
R
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P
R
O
F
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L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

C
O
N
/
C
L
B

T
H
R
U
S
T
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
2
C
.
D
G
N

R
O
T
A
T
E

T
O

9
.
5

F
O
R

F
L
A
P
S

1

Phenom 100 6-21
Maneuvers
Precision Approach

C
H
E
C
K
L
I
S
T

1
8
0

K
I
A
S

G
E
A
R

U
P
P
R
E
C
I
S
I
O
N

A
P
P
R
O
A
C
H

(
I
L
S
)

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

F
L
A
P
S

0

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H

H
O
L
D
I
N
G

S
P
E
E
D
:

1
6
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0

1
5
0

K
I
A
S
R
E
F

M
A
I
N
T
A
I
N

V

G
E
A
R

D
O
W
N

1
2
0

K
I
A
S

R
E
D
U
C
E

S
P
E
E
D

T
O

V
R
E
F

F
L
A
P
S

1

F
L
A
P
S

2

S
E
T

G
O
A
R
O
U
N
D

A
L
T
I
T
U
D
E

A
N
D

H
E
A
D
I
N
G

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
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N
D

A
T
T
I
T
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D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S
A
F
T
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R

E
S
T
A
B
L
I
S
H
E
D

O
N

G
L
I
D
E
S
L
O
P
E

S
E
L
E
C
T

L
A
T
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R
A
L

M
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D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
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L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
3
B
.
D
G
N
Phenom 100 6-21
Maneuvers
Precision Approach

C
H
E
C
K
L
I
S
T

1
8
0

K
I
A
S

G
E
A
R

U
P
P
R
E
C
I
S
I
O
N

A
P
P
R
O
A
C
H

(
I
L
S
)

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

F
L
A
P
S

0

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H

H
O
L
D
I
N
G

S
P
E
E
D
:

1
6
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0

1
5
0

K
I
A
S
R
E
F

M
A
I
N
T
A
I
N

V

G
E
A
R

D
O
W
N

1
2
0

K
I
A
S

R
E
D
U
C
E

S
P
E
E
D

T
O

V
R
E
F

F
L
A
P
S

1

F
L
A
P
S

2

S
E
T

G
O
A
R
O
U
N
D

A
L
T
I
T
U
D
E

A
N
D

H
E
A
D
I
N
G

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S
A
F
T
E
R

E
S
T
A
B
L
I
S
H
E
D

O
N

G
L
I
D
E
S
L
O
P
E

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
3
B
.
D
G
N
6-22 Phenom 100

G
E
A
R

D
O
W
N
C
H
E
C
K
L
I
S
T

1
8
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0

H
O
L
D
I
N
G

S
P
E
E
D
:

1
6
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H

1
5
0

K
I
A
S

1
2
0

K
I
A
S
R
E
F

M
A
I
N
T
A
I
N

V

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T
R
E
F

R
E
D
U
C
E

S
P
E
E
D

T
O

V

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

F
L
A
P
S

1

F
L
A
P
S

2

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S
V
O
R
/
N
D
B

S
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T

G
O
A
R
O
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N
D

A
L
T
I
T
U
D
E
N
O
N

P
R
E
C
I
S
I
O
N

A
P
P
R
O
A
C
H

(
V
O
R
/
N
D
B
/
R
N
A
V
)
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
4
B
.
D
G
N

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
6-22 Phenom 100

G
E
A
R

D
O
W
N
C
H
E
C
K
L
I
S
T

1
8
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0

H
O
L
D
I
N
G

S
P
E
E
D
:

1
6
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H

1
5
0

K
I
A
S

1
2
0

K
I
A
S
R
E
F

M
A
I
N
T
A
I
N

V

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T
R
E
F

R
E
D
U
C
E

S
P
E
E
D

T
O

V

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

F
L
A
P
S

1

F
L
A
P
S

2

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S
V
O
R
/
N
D
B

S
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T

G
O
A
R
O
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N
D

A
L
T
I
T
U
D
E
N
O
N

P
R
E
C
I
S
I
O
N

A
P
P
R
O
A
C
H

(
V
O
R
/
N
D
B
/
R
N
A
V
)
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
4
B
.
D
G
N

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
Phenom 100 6-23
Maneuvers

G
E
A
R

D
O
W
N

M
A
X
I
M
U
M

B
A
N
K

3
0
V
I
S
U
A
L

A
P
P
R
O
A
C
H

(
T
Y
P
I
C
A
L
)

1
8
0

K
I
A
S

G
E
A
R

U
P
C
H
E
C
K
L
I
S
T
3
0

s

F
L
A
P
S

0

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H
R
E
F

1
2
0

K
I
A
S

1
2
0

K
I
A
S
R
E
F

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C
1
.
5

N
M

F
L
A
P
S

2

G
E
A
R

U
P

F
L
A
P
S

1

1
5
0

K
I
A
S

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S

R
E
D
U
C
E

S
P
E
E
D

T
O

V

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

F
L
A
P
S

2

1
2
0

K
I
A
S
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
5
B
.
D
G
N

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
Phenom 100 6-23
Maneuvers

G
E
A
R

D
O
W
N

M
A
X
I
M
U
M

B
A
N
K

3
0
V
I
S
U
A
L

A
P
P
R
O
A
C
H

(
T
Y
P
I
C
A
L
)

1
8
0

K
I
A
S

G
E
A
R

U
P
C
H
E
C
K
L
I
S
T
3
0

s

F
L
A
P
S

0

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H
R
E
F

1
2
0

K
I
A
S

1
2
0

K
I
A
S
R
E
F

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C
1
.
5

N
M

F
L
A
P
S

2

G
E
A
R

U
P

F
L
A
P
S

1

1
5
0

K
I
A
S

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S

R
E
D
U
C
E

S
P
E
E
D

T
O

V

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

F
L
A
P
S

2

1
2
0

K
I
A
S
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
5
B
.
D
G
N

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
6-24 Phenom 100
Circling Approach

R
U
N
W
A
Y

M
U
S
T

B
E

I
N

S
I
G
H
T

D
U
R
I
N
G

A
C
C
O
R
D
I
N
G

T
O

T
H
E

T
Y
P
E

O
F

C
I
R
C
L
I
N
G

A
L
T
I
T
U
D
E

M
U
S
T

B
E

M
A
I
N
T
A
I
N
E
D

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
O
I
N
T
T
H
E

C
I
R
C
L
I
N
G

M
A
N
E
U
V
E
R

U
S
E

O
F

A
U
T
O
P
I
L
O
T

I
S

R
E
C
O
M
M
E
N
D
E
D

V
R
E
F
C
I
R
C
L
I
N
G

A
P
P
R
O
A
C
H

1
2
0

K
I
A
S

M
A
I
N
T
A
I
N

V
I
S
U
A
L

R
E
F
E
R
E
N
C
E

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S

1
1
5

K
I
A
S

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

S
E
T

G
O
A
R
O
U
N
D

A
L
T
I
T
U
D
E

D
U
R
I
N
G

T
H
E

W
H
O
L
E

M
A
N
E
U
V
E
R
A
P
P
R
O
A
C
H

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T

D
I
S
E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

G
E
A
R

D
O
W
N

F
L
A
P
S

2

1
2
0

K
I
A
S

S
E
T

C
I
R
C
L
I
N
G

M
I
N
I
M
U
M
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
6
C
.
D
G
N
6-24 Phenom 100
Circling Approach

R
U
N
W
A
Y

M
U
S
T

B
E

I
N

S
I
G
H
T

D
U
R
I
N
G

A
C
C
O
R
D
I
N
G

T
O

T
H
E

T
Y
P
E

O
F

C
I
R
C
L
I
N
G

A
L
T
I
T
U
D
E

M
U
S
T

B
E

M
A
I
N
T
A
I
N
E
D

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
O
I
N
T
T
H
E

C
I
R
C
L
I
N
G

M
A
N
E
U
V
E
R

U
S
E

O
F

A
U
T
O
P
I
L
O
T

I
S

R
E
C
O
M
M
E
N
D
E
D

V
R
E
F
C
I
R
C
L
I
N
G

A
P
P
R
O
A
C
H

1
2
0

K
I
A
S

M
A
I
N
T
A
I
N

V
I
S
U
A
L

R
E
F
E
R
E
N
C
E

S
E
T

L
A
N
D
I
N
G

F
L
A
P
S

1
1
5

K
I
A
S

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

S
E
T

G
O
A
R
O
U
N
D

F
L
A
P
S

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

S
E
T

G
O
A
R
O
U
N
D

A
L
T
I
T
U
D
E

D
U
R
I
N
G

T
H
E

W
H
O
L
E

M
A
N
E
U
V
E
R
A
P
P
R
O
A
C
H

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

F
L
C

A
N
D

S
P
E
E
D

1
6
0

K
I
A
S

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

A
F
T
E
R

F
L
A
P
S

A
R
E

U
P
,

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T

D
I
S
E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

G
E
A
R

D
O
W
N

F
L
A
P
S

2

1
2
0

K
I
A
S

S
E
T

C
I
R
C
L
I
N
G

M
I
N
I
M
U
M
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
6
C
.
D
G
N
Phenom 100 6-25
Maneuvers

T
H
R
U
S
T

L
E
V
E
R
S
F
S

2

G
E
A
R

U
P

V
E
R
I
F
Y

T
O

R
S
V

I
N
D
I
C
A
T
I
O
N
T
A
K
E
O
F
F

W
I
T
H

E
N
G
I
N
E

F
A
I
L
U
R
E

A
B
O
V
E

V

1

T
O
/
G
A

T
H
R
U
S
T

S
E
L
E
C
T

F
L
C

A
N
D

V

C
O
N
/
C
L
B

T
H
R
U
S
T

C
O
M
P
L
E
T
E

A
P
P
L
I
C
A
B
L
E

C
H
E
C
K
L
I
S
T

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T

R
O
T
A
T
E

T
O

9

F
O
R

F
L
A
P
S

2

E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

D
E
P
A
R
T
U
R
E

P
R
O
F
I
L
E

S
E
L
E
C
T

A
L
T

H
O
L
D

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

R
O
T
A
T
E

T
O

9
.
5

F
O
R

F
L
A
P
S

1
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
7
C
.
D
G
N

Phenom 100 6-25
Maneuvers

T
H
R
U
S
T

L
E
V
E
R
S
F
S

2

G
E
A
R

U
P

V
E
R
I
F
Y

T
O

R
S
V

I
N
D
I
C
A
T
I
O
N
T
A
K
E
O
F
F

W
I
T
H

E
N
G
I
N
E

F
A
I
L
U
R
E

A
B
O
V
E

V

1

T
O
/
G
A

T
H
R
U
S
T

S
E
L
E
C
T

F
L
C

A
N
D

V

C
O
N
/
C
L
B

T
H
R
U
S
T

C
O
M
P
L
E
T
E

A
P
P
L
I
C
A
B
L
E

C
H
E
C
K
L
I
S
T

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T

R
O
T
A
T
E

T
O

9

F
O
R

F
L
A
P
S

2

E
N
G
A
G
E

A
U
T
O
P
I
L
O
T

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

D
E
P
A
R
T
U
R
E

P
R
O
F
I
L
E

S
E
L
E
C
T

A
L
T

H
O
L
D

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

R
O
T
A
T
E

T
O

9
.
5

F
O
R

F
L
A
P
S

1
E
M
5
0
0
E
N
A
O
M
1
4
0
1
9
7
C
.
D
G
N

6-26 Phenom 100
One Engine Inoperative Visual Approach

G
E
A
R

D
O
W
N
O
N
E

E
N
G
I
N
E

I
N
O
P
E
R
A
T
I
V
E

V
I
S
U
A
L

A
P
P
R
O
A
C
H
3
0

s
R
E
F

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H

C
H
E
C
K
L
I
S
T

1
8
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0
R
E
F

M
A
X
I
M
U
M

B
A
N
K

3
0

1
2
0

K
I
A
S

1
2
0

K
I
A
S

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

F
L
A
P
S

2

(
F
I
N
A
L

F
L
A
P
S

S
E
T
T
I
N
G
)

V

1
.
5

N
M

F
L
A
P
S

2

G
E
A
R

U
P

F
L
A
P
S

1

1
5
0

K
I
A
S

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

F
L
A
P
S

1

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

A
L
T

H
O
L
D

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

S
E
L
E
C
T

F
L
C

C
O
N
/
C
L
B

T
H
R
U
S
T

C
O
M
P
L
E
T
E

A
P
P
L
I
C
A
B
L
E

C
H
E
C
K
L
I
S
T

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
R
E
F

F
U
L
L

V

=

V

+

1
0

K
I
A
S
R
E
F
E
M
5
0
0
E
N
A
O
M
1
4
0
2
3
4
C
.
D
G
N
6-26 Phenom 100
One Engine Inoperative Visual Approach

G
E
A
R

D
O
W
N
O
N
E

E
N
G
I
N
E

I
N
O
P
E
R
A
T
I
V
E

V
I
S
U
A
L

A
P
P
R
O
A
C
H
3
0

s
R
E
F

C
O
M
P
L
E
T
E

A
P
P
R
O
A
C
H

C
H
E
C
K
L
I
S
T

1
8
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0
R
E
F

M
A
X
I
M
U
M

B
A
N
K

3
0

1
2
0

K
I
A
S

1
2
0

K
I
A
S

B
E
F
O
R
E

L
A
N
D
I
N
G

C
H
E
C
K
L
I
S
T

F
L
A
P
S

2

(
F
I
N
A
L

F
L
A
P
S

S
E
T
T
I
N
G
)

V

1
.
5

N
M

F
L
A
P
S

2

G
E
A
R

U
P

F
L
A
P
S

1

1
5
0

K
I
A
S

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

F
L
A
P
S

1

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

A
L
T

H
O
L
D

R
E
T
R
A
C
T

F
L
A
P
S

O
N

S
C
H
E
D
U
L
E

S
E
L
E
C
T

F
L
C

C
O
N
/
C
L
B

T
H
R
U
S
T

C
O
M
P
L
E
T
E

A
P
P
L
I
C
A
B
L
E

C
H
E
C
K
L
I
S
T

A
F
T
E
R

T
A
K
E
O
F
F

C
H
E
C
K
L
I
S
T
R
E
F

F
U
L
L

V

=

V

+

1
0

K
I
A
S
R
E
F
E
M
5
0
0
E
N
A
O
M
1
4
0
2
3
4
C
.
D
G
N
Phenom 100 6-27
Maneuvers
One Engine Inoperative Precision Approach (ILS)

G
E
A
R

D
O
W
N

C
O
M
P
L
E
T
E

D
E
S
C
E
N
T
/
A
P
P
R
O
A
C
H
C
H
E
C
K
L
I
S
T

1
8
0

K
I
A
S

G
E
A
R

U
P
O
N
E

E
N
G
I
N
E

I
N
O
P
E
R
A
T
I
V
E

P
R
E
C
I
S
I
O
N

A
P
P
R
O
A
C
H

(
I
L
S
)

F
L
A
P
S

0

H
O
L
D
I
N
G

S
P
E
E
D
:

1
6
0

K
I
A
S

G
E
A
R

U
P

F
L
A
P
S

0

1
5
0

K
I
A
S

1
2
0

K
I
A
S
R
E
F
R
E
F

P
U
S
H

G
O
A
R
O
U
N
D

B
U
T
T
O
N

T
O
/
G
A

T
H
R
U
S
T

R
O
T
A
T
E

T
O

G
O
A
R
O
U
N
D

A
T
T
I
T
U
D
E

F
L
A
P
S

1

W
I
T
H

P
O
S
I
T
I
V
E

R
A
T
E

O
F

C
L
I
M
B
,

G
E
A
R

U
P

M
I
N
I
M
U
M

A
I
R
S
P
E
E
D

V
A
C

S
E
L
E
C
T

L
A
T
E
R
A
L

M
O
D
E

A
C
C
O
R
D
I
N
G

T
O

M
I
S
S
E
D

A
P
P
R
O
A
C
H

P
R
O
F
I
L
E

S
E
L
E
C
T

A
L
T

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(
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C
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3

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1
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3
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Phenom 100 6-27
Maneuvers
One Engine Inoperative Precision Approach (ILS)

G
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T
6-28 Phenom 100
August 2010 Rev.1 Developed for Training Purposes
One Engine Inoperative Non Precision Approach
(VOR/NDB/RNAV)

C
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E
C
K
L
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T

1
8
0

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0
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A
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A
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F

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1
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K
I
A
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F
L
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C
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N
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B

T
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1
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5
6
A
.
D
G
N
6-28 Phenom 100
August 2010 Rev.1 Developed for Training Purposes
One Engine Inoperative Non Precision Approach
(VOR/NDB/RNAV)

C
H
E
C
K
L
I
S
T

1
8
0

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N

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0
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N
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I
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O
N

P
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C
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I
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N

A
P
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(
V
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F
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2

(
F
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N
A
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F
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A
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N
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)

F
L
A
P
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1
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F

3

V

=

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+

1
0

K
I
A
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S
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L
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C
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F
L
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C
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N
/
C
L
B

T
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U
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T

C
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P
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A
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A
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C
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C
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A
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K
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5
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N
A
O
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1
4
0
3
5
6
A
.
D
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N
Phenom 100 7-1
Limitations
Limitations
General
This airplane must be operated in accordance with the limitations presented
in this Section. These limitations also apply to operations in accordance with
an approved Supplement or Appendix to the AFM, except as altered by such
Supplement or Appendix.
The safety and integrity of the airplane and its occupants is highly dependent
on the compliance with the operating limitations. Pilots should have all the
limitations committed to memory. Some limitations, however, may be too
complex to memorize. Such limitations are like the following:
Limitations which are automatically complied with by the airplane systems
Limitations associated to more than one parameter and that constantly

varies in time
Tables
Charts
Weight
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 between MTOW and the following weights:
Maximum takeoff weight as calculated using the approved OPERA soft-

ware, and as limited by field length, climb and brake energy.
Maximum takeoff weight, as limited by enroute, and landing operating

requirements.
The landing weight is the lowest between MLW and the following weights:
Maximum approach and landing weight as limited by runway length, alti-

tude and temperature and calculated using the approved OPERA soft-
ware.
Airplane Model Phenom 100
MAX Ramp Weight (MRW) 4770 Kg
MAX Takeoff Weight (MTOW) 4750 Kg
MAX Landing Weight (MLW) 4430 Kg
MAX Zero Fuel Weight (MZFW) 3830 Kg
Phenom 100
10516 lb
10472 lb
9766 lb
8444 lb
Phenom 100 7-1
Limitations
Limitations
General
This airplane must be operated in accordance with the limitations presented
in this Section. These limitations also apply to operations in accordance with
an approved Supplement or Appendix to the AFM, except as altered by such
Supplement or Appendix.
The safety and integrity of the airplane and its occupants is highly dependent
on the compliance with the operating limitations. Pilots should have all the
limitations committed to memory. Some limitations, however, may be too
complex to memorize. Such limitations are like the following:
Limitations which are automatically complied with by the airplane systems
Limitations associated to more than one parameter and that constantly

varies in time
Tables
Charts
Weight
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.
Maximum takeoff weight as calculated using the approved OPERA soft-


requirements.

tude and temperature and calculated using the approved OPERA soft-
ware.
MAX Ramp Weight (MRW) 4770 Kg
MAX Takeoff Weight (MTOW) 4750 Kg
MAX Landing Weight (MLW) 4430 Kg
MAX Zero Fuel Weight (MZFW) 3830 Kg
Phenom 100
10516 lb
10472 lb
9766 lb
8444 lb
7-2 Phenom 100
Loading
The airplane must be loaded in accordance with the information contained in
the Weight and Balance Section.
Center of Gravity Envelope
Phenom 100
6200
6400
6600
6800
7000
7200
7400
7600
7800
8000
8200
8400
8600
8800
9000
9200
9400
9600
9800
10000
10200
10400
10600
10800
11000
5 15 25 35 45 55 65
INFLIGHT LIMITS (FL
TAKEOFF AND LANDIN
APS AND GEAR UP)
G LIMITS
W
E
I
G
H
T

-

l
b
CG POSITION - %MAC
MTOW
23.5%
19.5%
MZFW
7099 lb
8885 lb
35%
21.5%
10472 lb
36.9%
6614 lb
21.5%
7540 lb
8885 lb
MLW
9877 lb
38.5%
7-2 Phenom 100
Loading
the Weight and Balance Section.
Phenom 100
6200
6400
6600
6800
7000
7200
7400
7600
7800
8000
8200
8400
8600
8800
9000
9200
9400
9600
9800
10000
10200
10400
10600
10800
11000
5 15 25 35 45 55 65
INFLIGHT LIMITS (FL
TAKEOFF AND LANDIN
APS AND GEAR UP)
G LIMITS
W
E
I
G
H
T

-

l
b
CG POSITION - %MAC
MTOW
23.5%
19.5%
MZFW
7099 lb
8885 lb
35%
21.5%
10472 lb
36.9%
6614 lb
21.5%
7540 lb
8885 lb
MLW
9877 lb
38.5%
Phenom 100 7-3
Limitations
Operation Limitations
Operational Envelope
Note: Yaw damper must be engaged above 25000 ft, and above 250
KIAS.
Note: In the event of a landing below -40C, report to the maintenance
personnel.
TAKEOFF, LANDING & GROUND START
-21.5C
41000 ft
ISA + 35C
10000 ft
5000
0 -1000 ft
52C
-54C -40C
-5000
45000
40000
35000
30000
A
L
T
I
T
U
D
E

-

f
t
25000
20000
15000
10000
STATIC AIR TEMPERATURE - C
5
0
0
C
T
A
0
1

-

1
7
J
A
N
0
7
-80 -70 0 -20 -30 -40 -50 -60 -10 10 20 30 40 50 60
1
-60C
1
Phenom 100 7-3
Limitations
Operation Limitations
Operational Envelope
Note: Yaw damper must be engaged above 25000 ft, and above 250
KIAS.
Note: In the event of a landing below -40C, report to the maintenance
personnel.
TAKEOFF, LANDING & GROUND START
-21.5C
41000 ft
ISA + 35C
10000 ft
5000
0 -1000 ft
52C
-54C -40C
-5000
45000
40000
35000
30000
A
L
T
I
T
U
D
E

-

f
t
25000
20000
15000
10000
STATIC AIR TEMPERATURE - C
5
0
0
C
T
A
0
1

-

1
7
J
A
N
0
7
-80 -70 0 -20 -30 -40 -50 -60 -10 10 20 30 40 50 60
1
-60C
1
7-4 Phenom 100
Airspeeds
Landing Gear Operation/extended Speed (V
LO
AND V
LE
)
V
LO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
V
LO
is the maximum speed at which the landing gear can be safely
extended and retracted.
V
LE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS
V
LE
is the maximum speed at which the airplane can be safely flown with
the landing gear extended and locked.
Minimum Control Speeds (V
MC
)
For takeoff:
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS
For landing:
VMC (no icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 KIAS
VMC (icing conditions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS
Note: For emergency purposes only, the landing gear may be extended at
speeds higher than 180 KIAS but not exceeding 250 KIAS. If land-
ing gear is extended above 180 KIAS, report to the maintenance
personnel.
Note: The VMC above represents the highest value to be found within the
takeoff envelope. Specifics VMC may be obtained through the
OPERA as a function of altitude, temperature, weight and accord-
ing to the takeoff flaps.
Note: VMC is the airspeed at which, when the critical engine is suddenly
made inoperative, it is possible to maintain control of the airplane
with that engine still inoperative, and thereafter maintain straight
flight at the same speed with an angle of bank of not more than 5
degrees.
7-4 Phenom 100
Airspeeds
LO
AND V
LE
)
V
LO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
V
LO
V
LE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS
V
LE
MC
)
For takeoff:
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS
For landing:
personnel.
degrees.
Phenom 100 7-5
Limitations
Maximum Operating Speed (V
MO
/M
MO
)
Note: V
MO
/M
MO
may not be deliberately exceeded in any regime of flight
(climb, cruise or descent), unless a higher speed is authorized for
flight test or pilot training.
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
A
L
T
I
T
U
D
E

-

f
t
AIRSPEED - KIAS
M
MO
=0.70
V
MO
Phenom 100 7-5
Limitations
MO
/M
MO
)
Note: V
MO
/M
MO
flight test or pilot training.
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
A
L
T
I
T
U
D
E

-

f
t
AIRSPEED - KIAS
M
MO
=0.70
V
MO
7-6 Phenom 100
Operating Maneuvering Speed
V
O
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS

Maximum Flap Extended Speed (V
FE
)
Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS
Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS
Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS
Maximum Altitude For Flap Extension
Maximum Altitude for Flap Extension
Yaw Damper Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15000 ft
Yaw Damper Not Operative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12000 ft
Maximum Tire Ground Speed
Maximum Tire Ground Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139 kt
Maneuvering
No acrobatic maneuvers, including spins, are authorized.
Note: Maneuvers that involve angle of attack near the stall or full applica-
tion of rudder, elevator, and aileron controls should be confined to
speeds below V
O
. In addition, the maneuvering flight load factor
limits, presented in this Section, should not be exceeded.
Note: Maneuvers are limited to any maneuver incident to normal flying,
stalls (except whip stalls) and steep turns in which the angle of
bank is not more than 60 degrees.
CAUTION
Rapid and large alternating control inputs, especially in combination with
large changes in pitch, roll, or yaw (e.g. large sideslip angles) may result in
structural failures at any speed, even below V
O
.
Note: Flaps 3 is not approved for operation.
7-6 Phenom 100
V
O
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS

FE
)
Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS
Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS
Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS
Maneuvering
speeds below V
O
Note: Maneuvers are limited to any maneuver incident to normal flying,
bank is not more than 60 degrees.
CAUTION
O
.
Phenom 100 7-7
Limitations
Maneuvering Flight Load Factors
These corresponding accelerations limit the bank angle during turns and limit
the pull-up maneuvers.
Minimum Crew
Minimum Flight Crew. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PILOT
Maximum PAX Seating
Maximum Passenger Seating Configuration . . . . . . . . . . 5 PAX plus 1 Infant
Cockpit And Passenger Cabin
Pilots sunvisors must be kept at the vertical position when in use and must
be stowed for taxi, takeoff and landing.
Cockpit curtain to be used on ground only during cabin temperature pull

down.
Load Factor
Limit
Flaps Up
Flaps Down
(1, 2 And Full)
Positive 3.27 g 2.00 g
Note:
The pilot must occupy the left cockpit seat
An operative autopilot and flight director are required for single pilot
operations
Pilot must use a headset mounted microphone.

Note:
A passenger may occupy the right cockpit seat only in single pilot opera-
tions.
The use of the lavatory is prohibited for taxi, takeoff, and landing.
The maximum seating configuration refers to adult passengers. One

infant under 2 years old held by an adult (lap child) may be in one of
the aft seats (in an adults lap) in addition to 5 adult passengers.
Phenom 100 7-7
Limitations
Minimum Crew
Minimum Flight Crew. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PILOT
Maximum PAX Seating
Maximum Passenger Seating Configuration . . . . . . . . . . 5 PAX plus 1 Infant
Cockpit And Passenger Cabin
Pilots sunvisors must be kept at the vertical position when in use and must
be stowed for taxi, takeoff and landing.
Cockpit curtain to be used on ground only during cabin temperature pull

down.
Load Factor
Limit
Flaps Up
Flaps Down
(1, 2 And Full)
Note:
The pilot must occupy the left cockpit seat
An operative autopilot and flight director are required for single pilot
operations
Pilot must use a headset mounted microphone.

Note:
A passenger may occupy the right cockpit seat only in single pilot opera-
tions.
The use of the lavatory is prohibited for taxi, takeoff, and landing.
The maximum seating configuration refers to adult passengers. One

infant under 2 years old held by an adult (lap child) may be in one of
the aft seats (in an adults lap) in addition to 5 adult passengers.
7-8 Phenom 100
Baggage Loading
Maximum Loading:
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Kg / 33 lb
AFT Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lb
FWD Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb
Runway
Runway Slope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -2% TO +2%
Runway Surface Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PAVED
Wind Limitations
Maximum Takeoff and Landing Tailwind Component . . . . . . . . . . . . . . . .10 kt
Hydraulic
The hydraulic system must be checked each 15 consecutive calendar days or
before next flight, whichever occurs last.
Warning
Stall Warning and Protection
The stall warning and protection system must be tested prior each flight.
Note: The maximum intensity of loading in each compartment is the fol-
lowing:
- AFT Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.7 lb/ft2
- FWD Compartment - Upper . . . . . . . . . . . . . . . . . . . . . . .12.5 lb/ft2
- FWD Compartment - Bottom . . . . . . . . . . . . . . . . . . . . . . 18.2 lb/ft2
7-8 Phenom 100
Baggage Loading
Maximum Loading:
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 Kg / 33 lb
AFT Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Kg / 353 lb
FWD Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Kg / 66 lb
Runway
Runway Slope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -2% TO +2%
Runway Surface Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PAVED
Wind Limitations
Maximum Takeoff and Landing Tailwind Component . . . . . . . . . . . . . . . .10 kt
Hydraulic
The hydraulic system must be checked each 15 consecutive calendar days or
Warning
Note: The maximum intensity of loading in each compartment is the fol-
lowing:
- AFT Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.7 lb/ft2
- FWD Compartment - Upper . . . . . . . . . . . . . . . . . . . . . . .12.5 lb/ft2
- FWD Compartment - Bottom . . . . . . . . . . . . . . . . . . . . . . 18.2 lb/ft2
Phenom 100 7-9
Limitations
Terrain Awareness And Warning System (TAWS)
TAWS displays terrain and obstructions relative to the altitude of the airplane.
The following applies:
Navigation must not be predicated upon the use of the TAWS.
To avoid giving unwanted alerts, the TAWS must be inhibited when land-
ing at an airport that is not included in the airport database.
Pilots are authorized to deviate from their current ATC clearance to the
extent necessary to comply with TAWS warnings.
Terrain database coverage is worldwide. However the Terrain data is not

displayed when the airplane latitude is greater than 75N or 60S.
Traffic Information System (TIS)
TIS is not intended to be used as a collision avoidance system and does not
relieve the pilot of the responsibility to see and avoid other airplane.
TIS shall not be used for avoidance maneuvers during instrument meteor log-
ical conditions (IMC) or when there is no visual contact with the intruder air-
plane.
Satellite Weather Radio System (XM Weather)
XM Weather information must not be used for hazardous weather penetra-
tion. Weather information is provided only for hazardous weather avoidance.
NEXRAD weather data is intended for long-range planning purposes only.
Due to inherent delays and relative age of the data, NEXRAD weather data
should not be used for short-range avoidance of hazardous weather.
Note: The terrain display is intended to serve as a situational awareness
tool only. It may not provide either the accuracy or fidelity, or both,
on which to solely base decisions and plan maneuvers to avoid ter-
rain or obstacles.
Note: TIS is available only when the airplane is within the service volume
of a TIS-capable terminal radar site.
Phenom 100 7-9
Limitations

plane.
rain or obstacles.
7-10 Phenom 100
Electrical
Batteries Voltage
Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V
Generators Load
Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH
Fuel
Note: Minimum GPU voltage for batteries charging is 27 V.
Note: May be exceeded up to 300 A inflight below 34000 ft.
Maximum usable quantity per tank
636.5 Kg (792.5 L) / 1403 lb (209.4 gal)
Unusable quantity per tank
10 Kg (12.5 L) / 22 lb (3.3 gal)
Note:
Maximum fuel capacity is 1610 L (1293 Kg) / 425.4 US Gal

(2850 lb).
The maximum permitted imbalance between tanks is 125 L

(100 Kg) / 33 US Gal (220 lb).
When operating in engine suction mode (jet pump and DC pump

failed on the same tank) the unusable fuel quantity is 51.5 L
(41.5 Kg) / 13.6 US Gal (91.3 lb) per tank.
Fuel can not be transferred from one wing to another when fuel
quantity reaches 174 L (140 Kg) / 46 US Gal (308 lb) for single
engine condition and 205 L (165 Kg) / 54.2 US Gal (363 lb) for
dual engine condition.

When EIS fuel quantity is zero, any fuel remaining in the tanks
can not be used safely in flight.

The weights above have been determined for an adopted fuel
density of 0.8 Kg/Liter / 6.701 lb/US Gal. Different fuel densities
may be used provided the volumetric limits are not exceeded.
7-10 Phenom 100
Electrical
Batteries Voltage
Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V
Generators Load
Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH
Fuel
Maximum usable quantity per tank
636.5 Kg (792.5 L) / 1403 lb (209.4 gal)
Unusable quantity per tank
10 Kg (12.5 L) / 22 lb (3.3 gal)
Note:
Maximum fuel capacity is 1610 L (1293 Kg) / 425.4 US Gal

(2850 lb).
The maximum permitted imbalance between tanks is 125 L

(100 Kg) / 33 US Gal (220 lb).

failed on the same tank) the unusable fuel quantity is 51.5 L
(41.5 Kg) / 13.6 US Gal (91.3 lb) per tank.
quantity reaches 174 L (140 Kg) / 46 US Gal (308 lb) for single
engine condition and 205 L (165 Kg) / 54.2 US Gal (363 lb) for


density of 0.8 Kg/Liter / 6.701 lb/US Gal. Different fuel densities
may be used provided the volumetric limits are not exceeded.
Phenom 100 7-11
Limitations
Fuel Specification
Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1
ASTM Specification . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1
American Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . MIL-T-83133A-JP8
Fuel Tank Temperature
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37C
Maximum (on ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52C
Transfer Valve Operation
FUEL XFR Button must be pushed out during takeoff, landing, maneuvers
and turbulence.
Note: For approved fuel additives see AMM.
Note: In flight, the maximum fuel temperature may be extended but not
exceeding 80C.
Phenom 100 7-11
Limitations
Fuel Specification
Brazilian Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1
ASTM Specification . . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37C
and turbulence.
exceeding 80C.
7-12 Phenom 100
Power Plant
Engines
Two Pratt & Whitney Canada PW617F-E.
Operational Limits
Operating Conditions Operating Limits
Thrust
Setting
Time Limit
(minutes)
Max ITT
(trimmed)
(C)
N2
(%)
N1
(%)
Oil (1)
Press
(psig)
Oil Temp
(C)
Maximum 10 (1) 845 100.4 100 -) -
Takeoff 5 (2) 830 100.4 100 170 (3) 14 to 130 (4)
Maximum
Continuous
(7) 830 100.4 100 170 (3) 14 to 130
Ground Idle
Sea Level
No time
limit
- 54 (5) - 170 (3) -40 to 130
Flight Idle
Sea Level
No time
limit
- 59 (5) - 170 (3) 14 to 130
Starting N/A 830 (6) - - 0-275 -40(5)
Transient
20 sec. 830 (8) 102 101 (3) -
90 sec. - (3) 130 to 141
Note: 1) Maximum is an ATR intended to be used for a period of not over
10 minutes after the failure of one engine.
Note: 2) The total time during which takeoff thrust may be used is limited
to 5 minutes per flight. This limit commences when the thrust
lever is first set at TO/GA detent.
Note: 3) May be exceeded up to 250 psig during 500 sec. For lower oil
pressure limit see Figure on page 7-13.
Note: 4) After completing a start under cold conditions or with cold fuel
(below 0C) and achieving a stabilized idle, remain at ground idle
for the time required for the oil to reach the minimum operating
temperature of 14C. During this time the transient oil pressure
limit applies. Run the engine for an additional 3 minutes to
ensure that no ice particles are present in the fuel supplied to the
engine.
Note: 5) Minimum Limits.
7-12 Phenom 100
Power Plant
Engines
Operational Limits
Thrust
Setting
Time Limit
(minutes)
Max ITT
(trimmed)
(C)
N2
(%)
N1
(%)
Oil (1)
Press
(psig)
Oil Temp
(C)
Maximum 10 (1) 845 100.4 100 -) -
Takeoff 5 (2) 830 100.4 100 170 (3) 14 to 130 (4)
Maximum
Continuous
(7) 830 100.4 100 170 (3) 14 to 130
Ground Idle
Sea Level
No time
limit
- 54 (5) - 170 (3) -40 to 130
Flight Idle
Sea Level
No time
limit
- 59 (5) - 170 (3) 14 to 130
Starting N/A 830 (6) - - 0-275 -40(5)
Transient
20 sec. 830 (8) 102 101 (3) -
90 sec. - (3) 130 to 141
pressure limit see Figure on page 7-13.
engine.
Phenom 100 7-13
Limitations
Oil Specification
Engine oil must comply with MIL-PRF-23699F specification.
Oil Pressure Limits
Note: 6) Maybe exceeded up to 892C during 5 seconds.
Note: 7) Maximum Continuous is not intended for regular, normal opera-
tion.
Note: 8) For normal and ATR takeoff modes, may be exceeded up to
862C during 20 seconds. For ATR takeoff mode only, may be
exceeded up to 845C.
AREA TIME LIMIT
A
B
C
D
500 sec
90 sec
15 sec
CONTINUOUS
300
250
200
150
100
50
0
0 25 50 75 100
A
D
B
C
% N2
M
O
P

(
p
s
i
g
)
Phenom 100 7-13
Limitations
Oil Specification
Oil Pressure Limits
tion.
AREA TIME LIMIT
A
B
C
D
500 sec
90 sec
15 sec
CONTINUOUS
300
250
200
150
100
50
0
0 25 50 75 100
A
D
B
C
% N2
M
O
P

(
p
s
i
g
)
7-14 Phenom 100
Starter Limits
Pneumatic, Air Conditioning And Pressurization
Air Conditioning
For air conditioning system operation on ground the GPU must be used or
both generators must be turned on
Pressurization
Maximum Differential Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3psi
Maximum Differential Overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6psi
Maximum Differential Negative Pressure . . . . . . . . . . . . . . . . . . . . . .- 0.4 psi
Maximum Differential Pressure For Takeoff And Landing. . . . . . . . . . . 0.2 psi
Ice and Rain Protection
Minimum Temperature for Wing/ Stabilizer Deice System Operation . . -40C
Crew must activate the ice protection system when icing conditions exist or
are anticipated below 10C as follows:
If OAT is between 5C and 10C with visible moisture:
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WSHLD 1 and WSHLD 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If OAT is below 5C with visible moisture:
Motoring Number Cool-Down Time
1 60 seconds
2 60 seconds
3 15 minutes
4 30 minutes
Note: After four sequential motorings, cycle may be repeated following a
30 minutes cool-down period.
7-14 Phenom 100
Starter Limits
Pneumatic, Air Conditioning And Pressurization
Air Conditioning
For air conditioning system operation on ground the GPU must be used or
both generators must be turned on
Pressurization
Ice and Rain Protection
1 60 seconds
2 60 seconds
3 15 minutes
4 30 minutes
Phenom 100 7-15
Limitations
Note:
Icing conditions may exist whenever the Static Air Temperature (SAT) on
the ground or for takeoff, or Total Air Temperature (TAT) inflight, is 10C
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 10C or below when operating on ramps, taxiways, 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.
WINGSTAB switch must remain at the ON position until the entire wing,
including unprotected areas and areas behind the wing deicing boot, are
free of ice accretion.
In icing conditions the airplane must be operated, and its ice protection
systems used as described in the operating procedures section of the
AFM. Where specific operational speeds and performance information
have been established for such conditions, this information must be
used.
Take-off is prohibited with frost, ice, snow or slush adhering to wings,

control surfaces, engine inlets, or other critical surfaces.
The airplane must exit SLD (Super Cooled Large Droplet) icing condi-
tions environment. SLD conditions will be recognized by ice formation aft
protected surfaces or in areas where not normally collect ice (side win-
dows).
Intentional flight in freezing drizzle or freezing rain is prohibited. If the air-

plane encounters conditions that are determined to contain freezing rain
or freezing drizzle, the pilot must immediately exit the freezing rain or
freezing drizzle conditions by changing altitude or course. Such condi-
tions may be identified by the following visual cues:
Unusually extensive ice accreted on the airframe in areas not normally

observed to collect ice.
Accumulation of ice on the upper surface or lower surface of the wing aft
of the protected area.
Phenom 100 7-15
Limitations
Note:
free of ice accretion.
systems used as described in the operating procedures section of the
AFM. Where specific operational speeds and performance information
have been established for such conditions, this information must be
used.

The airplane must exit SLD (Super Cooled Large Droplet) icing condi-
tions environment. SLD conditions will be recognized by ice formation aft
protected surfaces or in areas where not normally collect ice (side win-
dows).
Intentional flight in freezing drizzle or freezing rain is prohibited. If the air-

plane encounters conditions that are determined to contain freezing rain
or freezing drizzle, the pilot must immediately exit the freezing rain or
freezing drizzle conditions by changing altitude or course. Such condi-
tions may be identified by the following visual cues:
Unusually extensive ice accreted on the airframe in areas not normally

observed to collect ice.
Accumulation of ice on the upper surface or lower surface of the wing aft
of the protected area.
7-16 Phenom 100

Note:
There are many methods to ensure the wing is clear of ice. If visual
inspection does not indicate wing contamination, a tactile (hand on sur-
face) 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 must be performed whenever the outside tempera-
ture is less than 6C or if it cannot be ascertained that the wing fuel tem-
perature is above 0C, and there is visible moisture, or:
Water is present on the wing; or
When difference between the dew point and the outside air temperature
is 3C or less; or
The atmospheric conditions have been conducive to frost formation.
Since the autopilot can mask tactile cues that indicate adverse changes
in handling characteristics, therefore, the pilot should consider not using
the autopilot when any ice is visible on the airplane or the autopilot using
is prohibited when:
Severe icing;
Unusual control force or control deflection, or unusually large control

forces to move flight controls when the autopilot is disconnected period-
ically; or
Indications of frequent autopilot re-trimming during straight and level

flight.
CAUTION
On ground, do not rely on visual icing evidence to turn on the de-icing / anti-
icing system. Use the temperature and visual moisture criteria as specified
above. Delaying the use of the de-icing / anti-icing system until ice build-up
is visible from the cockpit may result in ice ingestion and possible engine
damage or flameout.
7-16 Phenom 100

Note:
There are many methods to ensure the wing is clear of ice. If visual
inspection does not indicate wing contamination, a tactile (hand on sur-
face) 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 must be performed whenever the outside tempera-
ture is less than 6C or if it cannot be ascertained that the wing fuel tem-
perature is above 0C, and there is visible moisture, or:
Water is present on the wing; or
When difference between the dew point and the outside air temperature
is 3C or less; or
The atmospheric conditions have been conducive to frost formation.
Since the autopilot can mask tactile cues that indicate adverse changes
in handling characteristics, therefore, the pilot should consider not using
the autopilot when any ice is visible on the airplane or the autopilot using
is prohibited when:
Severe icing;
Unusual control force or control deflection, or unusually large control

forces to move flight controls when the autopilot is disconnected period-
ically; or
Indications of frequent autopilot re-trimming during straight and level

flight.
CAUTION
On ground, do not rely on visual icing evidence to turn on the de-icing / anti-
icing system. Use the temperature and visual moisture criteria as specified
above. Delaying the use of the de-icing / anti-icing system until ice build-up
is visible from the cockpit may result in ice ingestion and possible engine
damage or flameout.
Phenom 100 7-17
Limitations
Autopilot/Yaw Damper
Minimum Engagement Height (dual engine) . . . . . . . . . . . . . . . . . . . . . .500 ft
Minimum Engagement Height (single engine) . . . . . . . . . . . . . . . . . . . .1000 ft
Minimum Use Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 ft
Altitude Loss (maneuvering / cruise) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54 ft
The Phenom 100 is approved for CAT I approaches. This statement does not
grant operational approval to conduct CAT I operations.
Attitude and Heading Reference System (AHRS)
The airplane may not be operated in the regions stated on the table below:
Magnetic
Cut-Out
Regions
Latitude Longitude
North
Between 65N and 70N Between 75W and 120W
North of 70N Between 0 and 180W/E
South
Between 55S and 70S Between 120E and165E
South of 70S Between 0 and 180W/E
Note: Alternative procedures must be established for dispatch if
the indication GEO LIMITS is displayed.
Phenom 100 7-17
Limitations
Magnetic
Cut-Out
Regions
Latitude Longitude
North
South
7-18 Phenom 100
Garmin G1000 Avionics System
The GARMIN G1000 avionics system has the following limitations:
Use of VNAV is prohibited during the intermediate segment of an approach

that includes a teardrop course reversal because will become available.
Dead Reckoning Mode use is allowed only in Enroute (ENR) or Oceanic

(OCN) phases of flight. The estimated navigation data supplied by the sys-
tem in DR Mode must not be used as a sole means of navigation.
The fuel quantity, fuel required, fuel remaining, and gross weight estimate
functions of the G1000 are supplemental information only and must be
verified by the flight crew.
Garmin G1000 GPS Navigation System
Operational Approvals
The Garmin G1000 GPS receivers are approved under TSO C145a Class 3.
The Garmin G1000 system has been demonstrated capable of, and has been
shown to meet the accuracy requirements for, the following operations pro-
vided it is receiving usable navigation data.
These do not constitute operational approvals.
Enroute, terminal, non-precision instrument approach operations using

GPS and WAAS (including "GPS", "or GPS", and "RNAV" approaches),
and approach procedures with vertical guidance (including "LNAV/VNAV",
"LNAV + V", and "LPV") within the U.S. National Airspace System in
accordance with AC 20-138A.
Barometric VNAV is approved to enroute and terminal descents, as per AC

20-129. Guidance is provided up to the FAF waypoint when there is not a
procedure that provides vertical guidance following the FAF. Guidance is
provided up to the waypoint preceding the FAF (FAF-1) when there is a
procedure that provides vertical guidance (ILS or GPS WAAS) following
the FAF.
Oceanic/Remote/MNPSRNP-10 (per FAA AC 20-138A and FAA Order

8400-12A. Both GPS receivers are required to be operating and receiving
usable signals except for routes requiring only one Long Range Naviga-
tion (LRN) sensor.
Note: For Oceanic/Remote operations, the G1000 WFDE prediction pro-
gram works in combination with the Route Planning Software (ver-
sion 1.2 or later approved version). For information on using the
WFDE prediction program, refer to the WFDE Prediction Program
Instructions Garmin part number 190-00643-01.
7-18 Phenom 100




the FAF.

tion (LRN) sensor.
Phenom 100 7-19
Limitations
Enroute and Terminal including RNP5/BRNAV and PRNAV (RNP-1) in

accordance with JAA TGL-10 and AC 90-96A, provided the FMS is receiv-
ing usable navigation information from one or more GPS receivers.
Limitations
GPS based IFR enroute, oceanic, and terminal navigation is prohibited

unless the pilot verifies the currency of the database or verifies each
selected waypoint for accuracy by reference to current approved data.
RNAV/GPS instrument approaches must be accomplished in accordance

with approved instrument approach procedures that are retrieved from the
G1000 navigation database.
The G1000 database must incorporate the current update cycle.
Receiver Autonomous Integrity Monitoring (RAIM) must be available when

conducting instrument approaches utilizing the GPS receiver.
IFR non-precision approach approval is limited to published approaches

within the local Airspace System. Approaches to airports in other airspace
are not approved unless authorized by the appropriate governing author-
ity.
Use of the Garmin G1000 GPS receiver to accomplish ILS, LOC, LOC-BC,
LDA, SDF, MLS or any other type of approach not approved for GPS over-
lay is not authorized.
Operation in airspace referenced to a datum other than WGS-84 or NAD-

83 is prohibited.
RNP operations are not authorized except as noted in the Operational

Approvals Section.
Use of the Garmin G1000 system for GPS or WAAS navigation under
Instrument Flight Rules (IFR) requires that:
a. The airplane must be equipped with an approved and operational
alternate means of navigation appropriate to the route being flown
(NAV receiver, DME or ADF).
b. For flight planning purposes, if an alternate airport is required, it
must have an approved instrument approach procedure, other
then GPS or RNAV, which is anticipated to be operational and
available at the estimated time of arrival. All equipment required
for this procedure must be installed and operational.
Note: Not all the published approaches are in the navigation database.
The flight crew must ensure that the planned approach is in the
database.
Phenom 100 7-19
Limitations

Limitations




ity.

83 is prohibited.

Approvals Section.
database.
7-20 Phenom 100
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
operational requirements are approved, installed and in an operable condition
as defined in the KINDS OF OPERATIONS EQUIPMENT LIST:
Visual Flight Rules (VFR)
Instrument Flight Rules (IFR)
Icing Conditions
Kinds of Operation Equipment List
The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicted. The systems
and items of equipment listed must be installed and operable unless:
1. The airplane is approved to be operated in accordance with a current Mini-
mum Equipment List (MEL) approved by FAA, or
2. An alternate procedure is provided in the basic FAA Approved Airplane Flight
Manual for the inoperative state of the listed equipment and all limitations are
complied with.
The following systems and equipment list does not include all specific flight
and radio-navigation equipment required by local operating rules. It also does
not include components obviously required for the airplane to be airworthy
such as wings, primary flight controls, empennage, engine, etc.
7-20 Phenom 100
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
operational requirements are approved, installed and in an operable condition
as defined in the KINDS OF OPERATIONS EQUIPMENT LIST:
Visual Flight Rules (VFR)
Instrument Flight Rules (IFR)
Icing Conditions
Kinds of Operation Equipment List
The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicted. The systems
and items of equipment listed must be installed and operable unless:
1. The airplane is approved to be operated in accordance with a current Mini-
mum Equipment List (MEL) approved by FAA, or
2. An alternate procedure is provided in the basic FAA Approved Airplane Flight
Manual for the inoperative state of the listed equipment and all limitations are
complied with.
The following systems and equipment list does not include all specific flight
and radio-navigation equipment required by local operating rules. It also does
not include components obviously required for the airplane to be airworthy
such as wings, primary flight controls, empennage, engine, etc.
Phenom 100 7-21
Limitations
Kinds of Operation Equipment List (KOEL)
Operation: Day VFR
1) Installations
System Function / Equipment
Environmental / Pressurization Pressure Relief Valve (PRV)
Environmental / Pressurization Negative Pressure Relief Valve (NPRV)
Environmental / Pressurization Outflow Valve
Environmental / Pressurization Pressurization Control
Environmental / Pressurization Flow Control Shutoff Valve (FCSOV)
Environmental / Pressurization Pressure Regulating Shutoff Valve
(PRSOV)
Electrical Starter Generators
Electrical Batteries
Fire Protection Portable Fire Extinguisher
Fire Protection Engine Fire Detection System
Fire Protection Engine Fire Extinguisher System
Fuel Fuel jet pumps
Fuel Fuel emergency pumps
Fuel Fuel shutoff valves
Landing Gear Landing Gear Emergency Operation
System
Lights Anti-Collision Lights
Flight Instruments / Navigation Air Data System (ADS)
Flight Instruments / Navigation Attitude and Heading Reference System
(AHRS)
Oxygen Oxygen System
Miscellaneous
ELT
Miscellaneous
Seat Belts
Miscellaneous
Hand Microphone
Phenom 100 7-21
Limitations
Operation: Day VFR
1) Installations
(PRSOV)
Fuel Fuel jet pumps
System
(AHRS)
Miscellaneous
ELT
Miscellaneous
Seat Belts
Miscellaneous
Hand Microphone
7-22 Phenom 100
Operation: Day VFR (CONT.)
2) Instruments / Indications
Environmental / Pressurization Pressurization Indications (Cabin alti-
tude, rate and delta pressure, Landing
Field Elevation)*
Electrical Battery Voltage Indication
Flight Controls Flaps Position Indication
Fuel Fuel Quantity Indications
Landing Gear Landing Gear Position Indication
Flight Instruments / Navigation Primary Flight Displays (PFD) (Air-
speed Indication, Altitude Indication,
Heading Indication, Warning Caution
and Advisory Function)
Flight Instruments / Navigation Integrated Electronic Standby Instru-
ment (IESI) (Airspeed Indication, Alti-
tude Indication, Heading Indication)
Flight Instruments / Navigation Multi-Function Display (MFD)
Flight Instruments / Navigation Magnetic Compass
Engine Engine Indications (Oil pressure and
Temperature, Fuel flow, ITT, N1, N2)*
Warning Aural Warning System
Warning Takeoff Warning System
Miscellaneous Approved Airplane Flight Manual
(AFM)
Miscellaneous Embrear Prodigy Cockpit Reference
Guide
7-22 Phenom 100
Field Elevation)*
(AFM)
Guide
Phenom 100 7-23
Limitations
Operation: Night VFR
Installations
All equipment/indications required for day VFR
Lights Instruments Lights
Lights Position Lights
Lights Landing / Taxi Lights
Lights Courtesy Lights
Lights Flashlight
Lights Attitude indication
Operation: IFR
Installations and Indications
All equipment/indications required for night VFR (for night flights)
Ice Protection Pitot /Static-AOA Heating System
Flight Instruments / Navigation Slip-Skid Indication
Flight Instruments / Navigation Clock
Phenom 100 7-23
Limitations
Installations
Lights Flashlight
Operation: IFR
7-24 Phenom 100
*Only required for night operation
**Operating rules may require additional equipment.
Operation: Icing Conditions
Installations
All equipment / indications required for IFR
Ice Protection Cockpit Fan
Ice Protection Wing and Horizontal Stabilizer De-Icing Sys-
tem
Ice Protection Engine Anti-Icing System
Ice Protection Windshield Heating System
Lights Wing Inspection Light*
Operation: Extended over Water
Installations
Miscellaneous Water Barrier
7-24 Phenom 100
Installations
tem
Installations
Phenom 100 8-1
Planning and Performance
Flight Planning
General
Flight planning is one of the most important activites that occurs prior to each
flight.
A preflight briefing may be obtained by computer terminal from DUAT or from
a Flight Service Station by telephone, radio, or personal visit. The briefing
should consist of weather, airport, enroute NAVAID information, including
RAIM, if applicable to the approach planned, and NOTAMS.
Normally, plan the trip and compute the weight and balance first. However,
when conditions at the departure airport are near the maximum operating lim-
its of the aircraft, determine takeoff performance data first. This prevents
planning a trip and then discovering that takeoff is impossible with the
planned passenger and fuel load.
The performance tables require that the planned altitude and approximate
aircraft weight be known. Aircraft weight decreases as fuel is consumed.
In real world situations, the estimated fuel required must be modified for
known delays (e.g., weather, diversions, and air traffic flow).
If fuel conservation is more important than time to destination, consult the
cruise tables in the Phenom 100 Operating Manual for long range cruise
information.
This chapter uses Phenom 100 M.65 Cruise thrust setting and fuel flow for
the atmospheric conditions during the cruise leg to the primary destination.
Phenom 100 8-1
Flight Planning
General
Flight planning is one of the most important activites that occurs prior to each
flight.
A preflight briefing may be obtained by computer terminal from DUAT or from
a Flight Service Station by telephone, radio, or personal visit. The briefing
should consist of weather, airport, enroute NAVAID information, including
RAIM, if applicable to the approach planned, and NOTAMS.
Normally, plan the trip and compute the weight and balance first. However,
when conditions at the departure airport are near the maximum operating lim-
its of the aircraft, determine takeoff performance data first. This prevents
planning a trip and then discovering that takeoff is impossible with the
planned passenger and fuel load.
The performance tables require that the planned altitude and approximate
aircraft weight be known. Aircraft weight decreases as fuel is consumed.
In real world situations, the estimated fuel required must be modified for
known delays (e.g., weather, diversions, and air traffic flow).
If fuel conservation is more important than time to destination, consult the
cruise tables in the Phenom 100 Operating Manual for long range cruise
information.
This chapter uses Phenom 100 M.65 Cruise thrust setting and fuel flow for
the atmospheric conditions during the cruise leg to the primary destination.
8-2 Phenom 100
Trip Planning Data
The example depicted in this chapter is based on the following data.
Departure (Fresno, CA - KFAT)
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7205 ft
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0%
Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9400 lbs (4264kg)
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Takeoff Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20C
Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336 ft
Runway Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calm
Obstacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
Enroute
Cruising Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26000 ft
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -27C
Headwind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 KTS
Distance to Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 NM
Arrival (Hawthorne, CA - KHHR)
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4956 ft
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20C
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Full
8-2 Phenom 100
Trip Planning Data
The example depicted in this chapter is based on the following data.
Departure (Fresno, CA - KFAT)
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7205 ft
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0%
Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9400 lbs (4264kg)
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Takeoff Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20C
Obstacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None
Enroute
Cruising Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26000 ft
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -27C
Headwind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 KTS
Distance to Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 NM
Arrival (Hawthorne, CA - KHHR)
Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4956 ft
Runway Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
Runway Heading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20C
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Full
Phenom 100 8-3
Flight Planning Overview
Proper detailed planning is required to ensure safe performance. This section
provides necessary steps and performance charts to plan a trip from Fresno
Yosemite Intl in Fresno, California (KFAT) to Northrop/Hawthorne Muni in
Hawthorne, California (KHHR) in the Phenom 100 Aircraft. An understanding
of Phenom 100 Performance Data and it's effective use should be achieved
with the completion of this training material.
In this example, there are no unusual conditions (e.g., distance, elevation,
climb gradient requirements, airport ambient temperatures, runway lengths).
A takeoff weight of 9400 lbs (4264 kg) is desired with Flaps 2.
The aircraft is positioned at the general aviation parking area on the SW area
on the field. Takeoff data to include V speeds will be computed first, climb
information to follow, then cruise, descent, and landing data.
A reference information section on performance definitions, regulations, and
issues is provided in the last portion of this chapter.
9400
2
Calm Winds
20

Phenom 100
TAKEOFF
ATIS
CLIMB LIMITED TAKEOFF
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
Phenom 100 8-3
Flight Planning Overview
Proper detailed planning is required to ensure safe performance. This section
provides necessary steps and performance charts to plan a trip from Fresno
Yosemite Intl in Fresno, California (KFAT) to Northrop/Hawthorne Muni in
Hawthorne, California (KHHR) in the Phenom 100 Aircraft. An understanding
of Phenom 100 Performance Data and it's effective use should be achieved
with the completion of this training material.
In this example, there are no unusual conditions (e.g., distance, elevation,
climb gradient requirements, airport ambient temperatures, runway lengths).
A takeoff weight of 9400 lbs (4264 kg) is desired with Flaps 2.
The aircraft is positioned at the general aviation parking area on the SW area
on the field. Takeoff data to include V speeds will be computed first, climb
information to follow, then cruise, descent, and landing data.
A reference information section on performance definitions, regulations, and
issues is provided in the last portion of this chapter.
9400
2
Calm Winds
20

Phenom 100
TAKEOFF
ATIS
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
8-4 Phenom 100
Licensed to JeppView3. Printed on 30 Jul 2008.
Notice: After 15 Aug 2008 0901Z, this chart may no longer be valid. Disc 15-2008
JEPPESEN
JeppView 3.6.0.0
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FRESNO, CALIF
FRESNO YOSEMITE INTL
N36 46.6 W119 43.1
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| JEPPESEN SANDERSON, INC., 2000, 2006. ALL RIGHTS RESERVED.
KFAT/FAT
2
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26 JAN 07
None.
JEPPESEN
5
0
0
2
0
0
0
2
5
0
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8
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6
0
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2
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5
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0
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0
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8-4 Phenom 100
JEPPESEN
JeppView 3.6.0.0
A
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ATIS FRESNO Clearance
124.35 121.7 118.2
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^
FRESNO Departure (R)
119.6 121.35
091^-239^
132.35
240^-090^
CHANGES:
C
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T
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C
A
B
7
C
C
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.
FRESNO, CALIF
FRESNO YOSEMITE INTL
N36 46.6 W119 43.1
10-9
336' Apt Elev
C
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B
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2
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| JEPPESEN SANDERSON, INC., 2000, 2006. ALL RIGHTS RESERVED.
KFAT/FAT
2
4
5
7
6
1
6
1
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1
1
B
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B 1
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26 JAN 07
None.
JEPPESEN
5
0
0
2
0
0
0
2
5
0
0
8
0
0
6
0
0
2
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Phenom 100 8-5
PerformancePlanning
This section illustrates the step by step process necessary to determine take-
off, climb, cruise, and landing data. The performance data is presented in
tabulated form. Extracting the data is relatively simple. Find the line of data
that equates to the parameters that apply to the conditions of the flight, i.e.
field elevation, temperature, wind, altitude, or weight. Be very methodical
and make sure correct data is used to compute the information. Interpolation
of the data is acceptable only between given values. Extrapolation of data
outside given values is not allowed. Double check the data to make sure it is
correct. To determine if a flight can operate several determining factors must
be analyzed. Those factors are:
Structural Weight Limitations
Climb Limited Takeoff Weight

Aircraft Takeoff Weight
The gross takeoff weight is determined by the weight and balance computa-
tions.
9400
2
Calm Winds
20

Phenom 100
TAKEOFF
ATIS
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
Phenom 100 8-5
PerformancePlanning
This section illustrates the step by step process necessary to determine take-
off, climb, cruise, and landing data. The performance data is presented in
tabulated form. Extracting the data is relatively simple. Find the line of data
that equates to the parameters that apply to the conditions of the flight, i.e.
field elevation, temperature, wind, altitude, or weight. Be very methodical
and make sure correct data is used to compute the information. Interpolation
of the data is acceptable only between given values. Extrapolation of data
outside given values is not allowed. Double check the data to make sure it is
correct. To determine if a flight can operate several determining factors must
be analyzed. Those factors are:
Structural Weight Limitations

Aircraft Takeoff Weight
The gross takeoff weight is determined by the weight and balance computa-
tions.
9400
2
Calm Winds
20

Phenom 100
TAKEOFF
ATIS
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
8-6 Phenom 100
Airport Information
Airport information is obtained from the standard sources.
In this case, use the trip planning data provided and calm winds. If winds
were a factor, the use of the Crosswind Component Chart would be appropri-
ate.
Crosswind Component Chart
Use the Crosswind Component chart to determine the wind component at
takeoff.
As an example:
1. First, determine the angle between the runway heading and the forecast wind
direction.
With a runway heading of 170 and a forecast wind from 190, the resultant
angle is 20.
2. Plot the point at which the forecast wind velocity (15 kts) intersects the angu-
lar difference between the runway heading and the forecast wind direction
(20).
3. Move left to the edge of the chart to obtain the headwind / tailwind compo-
nent (14 kts).
4. Move down from the intersection to the 0 reference line of the chart to obtain
the crosswind component (6 kts).
8-6 Phenom 100
Airport Information
Airport information is obtained from the standard sources.
In this case, use the trip planning data provided and calm winds. If winds
were a factor, the use of the Crosswind Component Chart would be appropri-
ate.
Crosswind Component Chart
Use the Crosswind Component chart to determine the wind component at
takeoff.
As an example:
1. First, determine the angle between the runway heading and the forecast wind
direction.
With a runway heading of 170 and a forecast wind from 190, the resultant
angle is 20.
2. Plot the point at which the forecast wind velocity (15 kts) intersects the angu-
lar difference between the runway heading and the forecast wind direction
(20).
3. Move left to the edge of the chart to obtain the headwind / tailwind compo-
nent (14 kts).
4. Move down from the intersection to the 0 reference line of the chart to obtain
the crosswind component (6 kts).
Phenom 100 8-7
Wind Component Chart
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
60
70
80
0 10 20 30 40 50 60 70 80 90
CROSSWIND
COMPONENT
- KTS
WIND DIRECTION RELATIVE
TO RUNWAY
(STRAIGHT LINES)
10
20
30
40
50
60
70
80
90
100
110
120
140
150
160
170
0
180
REPORTED WIND
SPEED
(CURVED LINES)
E
F
F
E
C
T
I
V
E

T
A
I
L
W
I
N
D
C
O
M
P
O
N
E
N
T

-

K
T
S
130
E
F
F
E
C
T
I
V
E

H
E
A
D
W
I
N
D
C
O
M
P
O
N
E
N
T

-

K
T
S
14
6
Phenom 100 8-7
Wind Component Chart
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
60
70
80
0 10 20 30 40 50 60 70 80 90
CROSSWIND
COMPONENT
- KTS
WIND DIRECTION RELATIVE
TO RUNWAY
(STRAIGHT LINES)
10
20
30
40
50
60
70
80
90
100
110
120
140
150
160
170
0
180
REPORTED WIND
SPEED
(CURVED LINES)
E
F
F
E
C
T
I
V
E

T
A
I
L
W
I
N
D
C
O
M
P
O
N
E
N
T

-

K
T
S
130
E
F
F
E
C
T
I
V
E

H
E
A
D
W
I
N
D
C
O
M
P
O
N
E
N
T

-

K
T
S
14
6
8-8 Phenom 100
It is the maximum allowed takeoff weight for the airport altitude and tempera-
ture, and complying with the takeoff and go-around climb gradient require-
ments.
The climb limited takeoff weight is obtained from the following table:
TAKEOFF WEIGHT (lb)
MINIMUM REQUIRED RUNWAY LENGTH (ft) LIMITATION CODE
V
1
/V
R
/V
2
(KIAS)
TEMP
(C)
8200 8600 9000 9400 9800 10200 10470
CLIMB
LIMIT
WEIGHT
-40 2457 2401 2351 2305 2414 2732 - 10449
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 -
-35 2501 2444 2394 2348 2452 2767 - 10465
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 -
-30 2545 2488 2437 2390 2490 2801 3069 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-25 2589 2532 2480 2433 2527 2835 3106 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-20 2634 2576 2524 2476 2567 2873 3149 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-15 2678 2620 2567 2520 2607 2912 3191 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-10 2721 2663 2611 2563 2649 2954 3237 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-5 2764 2706 2654 2606 2692 2997 3283 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
0 2804 2745 2692 2644 2735 3044 3329 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
5 2844 2784 2731 2682 2778 3090 3376 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
10 2884 2824 2770 2720 2825 3141 3428 10470
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
15 2918 2858 2803 2753 2878 3199 3493 10470
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97
20 2952 2891 2836 2786 2934 3258 - 10469
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96
-
25 2977 2915 2859 2806 3000 3343 - 10416
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96
-
30 2836 2781 2738 3022 3425 - - 9920
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94
- -
35 2683 2715 3044 - - - - 9387
83/83/87 83/85/89 88/88/91
- - - -
40 2676 3047 - - - - - 8889
81/83/87 86/86/89
- - - - -
45 3036 - - - - - - 8430
84/84/87
- - - - - -
V
FS
115 118 120 123 125 127 129
8-8 Phenom 100
ments.
The climb limited takeoff weight is obtained from the following table:
TAKEOFF WEIGHT (lb)
V
1
/V
R
/V
2
(KIAS)
TEMP
(C)
8200 8600 9000 9400 9800 10200 10470
CLIMB
LIMIT
WEIGHT
-40 2457 2401 2351 2305 2414 2732 - 10449
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 -
-35 2501 2444 2394 2348 2452 2767 - 10465
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 -
-30 2545 2488 2437 2390 2490 2801 3069 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-25 2589 2532 2480 2433 2527 2835 3106 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-20 2634 2576 2524 2476 2567 2873 3149 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-15 2678 2620 2567 2520 2607 2912 3191 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-10 2721 2663 2611 2563 2649 2954 3237 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-5 2764 2706 2654 2606 2692 2997 3283 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
0 2804 2745 2692 2644 2735 3044 3329 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
5 2844 2784 2731 2682 2778 3090 3376 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
10 2884 2824 2770 2720 2825 3141 3428 10470
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
15 2918 2858 2803 2753 2878 3199 3493 10470
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97
20 2952 2891 2836 2786 2934 3258 - 10469
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96
-
25 2977 2915 2859 2806 3000 3343 - 10416
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96
-
30 2836 2781 2738 3022 3425 - - 9920
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94
- -
35 2683 2715 3044 - - - - 9387
83/83/87 83/85/89 88/88/91
- - - -
40 2676 3047 - - - - - 8889
81/83/87 86/86/89
- - - - -
45 3036 - - - - - - 8430
84/84/87
- - - - - -
V
FS
115 118 120 123 125 127 129
Phenom 100 8-9
Based on the parameters entered 10,469 lbs is the climb limiting takeoff
weight:The planned takeoff weight is below this figure and below the max
structural weight thus the flight can be safely operated. Take note of the dif-
ference between the planned takeoff weight and the climb limited weight.
This computation provides data information can be used for subsequent load
planning.
9400
2

Phenom 100
TAKEOFF
ATIS
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
10469
Calm Winds
20
Phenom 100 8-9
Based on the parameters entered 10,469 lbs is the climb limiting takeoff
weight:The planned takeoff weight is below this figure and below the max
structural weight thus the flight can be safely operated. Take note of the dif-
ference between the planned takeoff weight and the climb limited weight.
This computation provides data information can be used for subsequent load
planning.
9400
2

Phenom 100
TAKEOFF
ATIS
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
10469
Calm Winds
20
8-10 Phenom 100
Takeoff Distances and Takeoff Field Length
The flap settings for departure can be either 1 or 2. Flap 1 will result in a lon-
ger takeoff distance but a better 2nd segment climb gradient. Flap 2 has a
shorter take off distance and less 2nd segment climb performance.
SIMPLIFIED TAKEOFF ANALYSIS
FLAPS 2 DRY RUNAWAY ANTI-ICE OFF
Airport Pressure Altitude: 0 ft
TAKEOFF WEIGHT (lb)
V
1
/V
R
/V
2
(KIAS)
TEMP
(C)
8200 8600 9000 9400 9800 10200 10470
CLIMB
LIMIT
WEIGHT
-40 2457 2401 2351 2305 2414 2732 - 10449
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 -
-35 2501 2444 2394 2348 2452 2767 - 10465
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 -
-30 2545 2488 2437 2390 2490 2801 3069 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-25 2589 2532 2480 2433 2527 2835 3106 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-20 2634 2576 2524 2476 2567 2873 3149 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-15 2678 2620 2567 2520 2607 2912 3191 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-10 2721 2663 2611 2563 2649 2954 3237 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-5 2764 2706 2654 2606 2692 2997 3283 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
0 2804 2745 2692 2644 2735 3044 3329 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
5 2844 2784 2731 2682 2778 3090 3376 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
10 2884 2824 2770 2720 2825 3141 3428 10470
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
15 2918 2858 2803 2753 2878 3199 3493 10470
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97
20 2952 2891 2836 2786 2934 3258 - 10469
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96
-
25 2977 2915 2859 2806 3000 3343 - 10416
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96
-
30 2836 2781 2738 3022 3425 - - 9920
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94
- -
35 2683 2715 3044 - - - - 9387
83/83/87 83/85/89 88/88/91
- - - -
40 2676 3047 - - - - - 8889
81/83/87 86/86/89
- - - - -
45 3036 - - - - - - 8430
84/84/87
- - - - - -
V
FS
115 118 120 123 125 127 129
8-10 Phenom 100
Takeoff Distances and Takeoff Field Length
The flap settings for departure can be either 1 or 2. Flap 1 will result in a lon-
ger takeoff distance but a better 2nd segment climb gradient. Flap 2 has a
shorter take off distance and less 2nd segment climb performance.
SIMPLIFIED TAKEOFF ANALYSIS
FLAPS 2 DRY RUNAWAY ANTI-ICE OFF
Airport Pressure Altitude: 0 ft
TAKEOFF WEIGHT (lb)
V
1
/V
R
/V
2
(KIAS)
TEMP
(C)
8200 8600 9000 9400 9800 10200 10470
CLIMB
LIMIT
WEIGHT
-40 2457 2401 2351 2305 2414 2732 - 10449
92/92/97 91/91/95 89/89/93 88/89/93 90/91/94 93/93/96 -
-35 2501 2444 2394 2348 2452 2767 - 10465
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 -
-30 2545 2488 2437 2390 2490 2801 3069 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-25 2589 2532 2480 2433 2527 2835 3106 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-20 2634 2576 2524 2476 2567 2873 3149 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-15 2678 2620 2567 2520 2607 2912 3191 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-10 2721 2663 2611 2563 2649 2954 3237 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
-5 2764 2706 2654 2606 2692 2997 3283 10470
92/92/97 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
0 2804 2745 2692 2644 2735 3044 3329 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
5 2844 2784 2731 2682 2778 3090 3376 10470
92/92/96 91/91/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
10 2884 2824 2770 2720 2825 3141 3428 10470
92/92/96 90/90/95 89/89/93 88/89/93 89/91/94 93/93/96 95/95/97
15 2918 2858 2803 2753 2878 3199 3493 10470
92/92/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96 95/95/97
20 2952 2891 2836 2786 2934 3258 - 10469
91/91/96 90/90/94 89/89/93 87/89/93 89/91/94 93/93/96
-
25 2977 2915 2859 2806 3000 3343 - 10416
91/91/96 90/90/94 88/88/92 87/89/93 89/91/94 94/94/96
-
30 2836 2781 2738 3022 3425 - - 9920
87/87/92 86/86/90 84/87/91 88/90/93 92/92/94
- -
35 2683 2715 3044 - - - - 9387
83/83/87 83/85/89 88/88/91
- - - -
40 2676 3047 - - - - - 8889
81/83/87 86/86/89
- - - - -
45 3036 - - - - - - 8430
84/84/87
- - - - - -
V
FS
115 118 120 123 125 127 129
Phenom 100 8-11
9400
2

Phenom 100
TAKEOFF
ATIS
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
10469 87
89
93
123
Calm Winds
20
Phenom 100 8-11
9400
2

Phenom 100
TAKEOFF
ATIS
WEIGHT:
TAKEOFF WEIGHT:
FLAPS:
RETURN
TRIM:
RUNWAY REQUIRED:
V1
VR
V2
VFS
VREF
CLEARANCE:
10469 87
89
93
123
Calm Winds
20
8-12 Phenom 100
Climb Performance
To determine fuel, time to climb, distance to climb, and climb speeds the fol-
lowing charts are used to determine this information:
Climbing out at the speed schedule indicated above it will take approximately
12 min to climb to FL 260, fuel to climb is 241 lbs (109 kg) and distance flown
is 52 NM.
ALTITUDE SEA LEVEL TO 26000 AND 28000 FT
SPEED SCHEDULE: 200 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 200 KIAS AT
12000 FT, MAINTAINING 200 KIAS UP TO 30800 FT AND MACH 0.55
ABOVE 30800 FT.
INITIAL ALTITUDE: 1500 FT
26000 ft 28000 ft
ISA + C ISA + C
Weight
(lb)
-19 -10 0 10 20 -17 -10 0 10 20

Fuel LB 231 241 253 285 384 254 263 277 317 444
10472 Distance NM 48 50 52 62 98 55 56 59 73 121
Time MIN 12 12 12 14 22 13 14 14 17 26

Fuel LB 218 228 240 270 360 241 249 262 299 413
10050 Distance NM 45 47 49 59 91 52 53 56 69 112
Time MIN 11 11 12 14 21 13 13 13 16 24

Fuel LB 207 216 227 255 338 228 236 248 283 387
9650 Distance NM 43 44 46 55 85 49 50 53 65 104
Time MIN 11 11 11 13 19 12 12 12 15 23

Fuel LB 196 205 215 241 317 216 224 235 267 362
9250* Distance NM 40 42 44 52 80 46 48 50 61 97
Time MIN 10 10 11 12 18 11 11 12 14 21

Fuel LB 186 194 204 228 297 204 211 222 252 338
8850 Distance NM 38 40 42 49 75 44 45 47 58 91
Time MIN 10 10 10 12 17 11 11 11 13 20

Fuel LB 175 183 192 215 279 193 199 210 237 316
8450 Distance NM 36 37 39 46 70 41 42 44 54 84
Time MIN 9 9 9 11 16 10 10 10 12 19

Fuel LB 165 173 181 202 261 182 188 198 223 295
8050 Distance NM 34 35 37 44 65 39 40 42 51 78
Time MIN 8 9 9 10 15 9 10 10 12 17

Fuel LB 156 163 171 190 244 171 177 186 210 275
7650 Distance NM 32 33 35 41 61 36 38 39 48 73
Time MIN 8 8 8 10 14 9 9 9 11 16

Fuel LB 146 153 160 178 228 161 166 175 196 256
7250 Distance NM 30 31 33 38 57 34 35 37 45 68
Time MIN 7 8 8 9 13 8 8 9 10 15
NOTE: In this example we used 150 lb estimate fuel burn for start & taxi,
actual figure will vary. Initial climb Weight 9400 lb - 150 lb = 9250 lb
8-12 Phenom 100
Climb Performance
To determine fuel, time to climb, distance to climb, and climb speeds the fol-
lowing charts are used to determine this information:
Climbing out at the speed schedule indicated above it will take approximately
12 min to climb to FL 260, fuel to climb is 241 lbs (109 kg) and distance flown
is 52 NM.
ALTITUDE SEA LEVEL TO 26000 AND 28000 FT
SPEED SCHEDULE: 200 KIAS UP TO 10000 FT, INCREASING LINEARLY TO 200 KIAS AT
12000 FT, MAINTAINING 200 KIAS UP TO 30800 FT AND MACH 0.55
ABOVE 30800 FT.
INITIAL ALTITUDE: 1500 FT
26000 ft 28000 ft
ISA + C ISA + C
Weight
(lb)
-19 -10 0 10 20 -17 -10 0 10 20

Fuel LB 231 241 253 285 384 254 263 277 317 444
10472 Distance NM 48 50 52 62 98 55 56 59 73 121
Time MIN 12 12 12 14 22 13 14 14 17 26

Fuel LB 218 228 240 270 360 241 249 262 299 413
10050 Distance NM 45 47 49 59 91 52 53 56 69 112
Time MIN 11 11 12 14 21 13 13 13 16 24

Fuel LB 207 216 227 255 338 228 236 248 283 387
9650 Distance NM 43 44 46 55 85 49 50 53 65 104
Time MIN 11 11 11 13 19 12 12 12 15 23

Fuel LB 196 205 215 241 317 216 224 235 267 362
9250* Distance NM 40 42 44 52 80 46 48 50 61 97
Time MIN 10 10 11 12 18 11 11 12 14 21

Fuel LB 186 194 204 228 297 204 211 222 252 338
8850 Distance NM 38 40 42 49 75 44 45 47 58 91
Time MIN 10 10 10 12 17 11 11 11 13 20

Fuel LB 175 183 192 215 279 193 199 210 237 316
8450 Distance NM 36 37 39 46 70 41 42 44 54 84
Time MIN 9 9 9 11 16 10 10 10 12 19

Fuel LB 165 173 181 202 261 182 188 198 223 295
8050 Distance NM 34 35 37 44 65 39 40 42 51 78
Time MIN 8 9 9 10 15 9 10 10 12 17

Fuel LB 156 163 171 190 244 171 177 186 210 275
7650 Distance NM 32 33 35 41 61 36 38 39 48 73
Time MIN 8 8 8 10 14 9 9 9 11 16

Fuel LB 146 153 160 178 228 161 166 175 196 256
7250 Distance NM 30 31 33 38 57 34 35 37 45 68
Time MIN 7 8 8 9 13 8 8 9 10 15
NOTE: In this example we used 150 lb estimate fuel burn for start & taxi,
actual figure will vary. Initial climb Weight 9400 lb - 150 lb = 9250 lb
Phenom 100 8-13
Aircraft Status at Top of Climb
Cruise DATA
As the thrust levers are reduced to cruise power the following chart should be
reviewed to achieve the correct settings for optimal performance:
Normal Climb/Cruise Thrust Setting
To determine time at cruise, the pilot must first determine the distance cov-
ered during descent. The descent chart on page 8-18 shows 42 NM required
to descend from 26,000 feet.
Current Weight 9009
Fuel Used 391
Distance To Go 132
Elapsed time 12
MACH 0.65 CRUISE ALL ENGINES OPERATING
PHENOM 100 PW617F-E ENGINES
ALTITUDE: 26000 TO 38000 FT
CRUISE CONFIGURATION
BLEED: OPEN/ISA CONDITION
Altitude (ft) Weight
(lb)
26000 28000 30000 32000 34000 36000 38000
9650 N1 % 93.6 93.6 93.5 93.4 93.2 93.0 -
FF LB/H/ENG 518 482 448 416 387 360 -
IAS KT 265 254 243 232 222 212 -
TAS KT 390 386 383 380 376 373 -
Mach 0.650 0.650 0.650 0.650 0.650 0.650 -
BM G 3.27 3.27 3.27 3.09 2.81 2.56 -
SR NM/LB 0.376 0.401 0.428 0.456 0.486 0.518 -

9250 N1 % 93.6 93.5 93.3 93.2 93.0 92.8 -
FF LB/H/ENG 517 479 445 413 384 357 -
IAS KT 265 254 243 232 222 212 -
TAS KT 390 386 383 380 376 373 -
Mach 0.650 0.650 0.650 0.650 0.650 0.650 -
BM G 3.27 3.27 3.27 3.22 2.93 2.67 -
SR NM/LB 0.377 0.403 0.431 0.460 0.490 0.523 -

8850 N1 % 93.4 93.3 93.1 93.0 92.8 92.6 -
FF LB/H/ENG 513 477 442 410 381 354 -
IAS KT 265 254 243 232 222 212 -
TAS KT 390 386 383 380 376 373 -
Mach 0.650 0.650 0.650 0.650 0.650 0.650 -
BM G 3.27 3.27 3.27 3.27 3.06 2.79 -
SR NM/LB 0.379 0.405 0.433 0.463 0.494 0.527 -
9009
Phenom 100 8-13
Aircraft Status at Top of Climb
Cruise DATA
As the thrust levers are reduced to cruise power the following chart should be
reviewed to achieve the correct settings for optimal performance:
Normal Climb/Cruise Thrust Setting
To determine time at cruise, the pilot must first determine the distance cov-
ered during descent. The descent chart on page 8-18 shows 42 NM required
to descend from 26,000 feet.
Current Weight 9009
Fuel Used 391
Distance To Go 132
Elapsed time 12
MACH 0.65 CRUISE ALL ENGINES OPERATING
CRUISE CONFIGURATION
BLEED: OPEN/ISA CONDITION
(lb)
26000 28000 30000 32000 34000 36000 38000
9650 N1 % 93.6 93.6 93.5 93.4 93.2 93.0 -
FF LB/H/ENG 518 482 448 416 387 360 -
IAS KT 265 254 243 232 222 212 -
TAS KT 390 386 383 380 376 373 -
Mach 0.650 0.650 0.650 0.650 0.650 0.650 -
BM G 3.27 3.27 3.27 3.09 2.81 2.56 -
SR NM/LB 0.376 0.401 0.428 0.456 0.486 0.518 -

9250 N1 % 93.6 93.5 93.3 93.2 93.0 92.8 -
FF LB/H/ENG 517 479 445 413 384 357 -
IAS KT 265 254 243 232 222 212 -
TAS KT 390 386 383 380 376 373 -
Mach 0.650 0.650 0.650 0.650 0.650 0.650 -
BM G 3.27 3.27 3.27 3.22 2.93 2.67 -
SR NM/LB 0.377 0.403 0.431 0.460 0.490 0.523 -

8850 N1 % 93.4 93.3 93.1 93.0 92.8 92.6 -
FF LB/H/ENG 513 477 442 410 381 354 -
IAS KT 265 254 243 232 222 212 -
TAS KT 390 386 383 380 376 373 -
Mach 0.650 0.650 0.650 0.650 0.650 0.650 -
BM G 3.27 3.27 3.27 3.27 3.06 2.79 -
SR NM/LB 0.379 0.405 0.433 0.463 0.494 0.527 -
9009
8-14 Phenom 100
Cruise Distance:
Cruise Time:
Cruise Distance / (TAS Headwind) x 60 min =
90 nm / (390 kt 30 kt) x 60 min = 15 min
Cruise Fuel:
Fuel Flow x 2 eng / 60 min x Cruise Time =
515 lb/hr x 2 eng / 60 min x 15 min = 258 lb
Current Weight:
TOC Weight Cruise Fuel =
9009 lb 258 lb = 8751 lb
Fuel Used:
TOC Fuel + Cruise Fuel =
391 lb + 25lb = 649 lb
Elapsed Time:
Climb Time + Cruise Time =
12 min + 15 min = 27 min
Total Distance 184 nm
Climb Distance -52 nm
Decent Distance -42 nm
Cruise Distance 88 nm
8-14 Phenom 100
Cruise Distance:
Cruise Time:
Cruise Distance / (TAS Headwind) x 60 min =
90 nm / (390 kt 30 kt) x 60 min = 15 min
Cruise Fuel:
Fuel Flow x 2 eng / 60 min x Cruise Time =
515 lb/hr x 2 eng / 60 min x 15 min = 258 lb
Current Weight:
TOC Weight Cruise Fuel =
9009 lb 258 lb = 8751 lb
Fuel Used:
TOC Fuel + Cruise Fuel =
391 lb + 25lb = 649 lb
Elapsed Time:
Climb Time + Cruise Time =
12 min + 15 min = 27 min
Total Distance 184 nm
Climb Distance -52 nm
Decent Distance -42 nm
Phenom 100 8-15
Enroute Computations (Interpolation Required)
Aircraft Status at Top of Descent
N1 93.5%
Fuel Flow 515 lb/hr/eng
IAS 265 kt
TAS 390 kt
Mach .65 m
Buffet Margin 3.27 g
Specific Range .378 nm/lb
Cruise Time 15 min
Cruise Fuel 258 lb
Current Weight 8751 lbs
Fuel Used 649 lb
Distance To Go 42 nm
Elapsed Time 27 min
Phenom 100 8-15
Enroute Computations (Interpolation Required)
Aircraft Status at Top of Descent
N1 93.5%
Fuel Flow 515 lb/hr/eng
IAS 265 kt
TAS 390 kt
Mach .65 m
Buffet Margin 3.27 g
Specific Range .378 nm/lb
Cruise Time 15 min
Cruise Fuel 258 lb
Fuel Used 649 lb
Distance To Go 42 nm
Elapsed Time 27 min
8-16 Phenom 100
NavData Cycle 2008-8 Expires: Wednesday, 27 August 2008.
Scale: 1:2165978 (1 inch = 29.71 naut mi). Printed on 30 Jul 2008
J E P P E S E N
Pilot: Default
JeppView 3.6.0.0
1
2
3

1
4
5
2
1
3
3
0
4
068 248
3
1
0
086
1
2
9
0
4
1
064
067
068
078
080
095
1
0
3
1
0
3
1
1
4
1
1
5
1
1
9
1
2
1
1
2
6
1
2
8
1
2
9

1
4
2

1
4
4

1
6
4
2
1
1
2
2
2
2
27
233
234
247
248
249
263
276
2
8
3
2
9
4
2
9
5
3
0
0
3
0
4
3
0
4
3
0
4
3
0
6
3
1
0
3
1
2

3
2
4

3
2
6

3
2
7

3
3
3

3
3
7

3
4
0

3
4
2
CATALINA
SANTA
111.4 SXC (L)
D
AVENAL
117.1 AVE (H)
D
BEATTY
114.7 BTY (H)
D
CLOVIS
112.9 CZQ (H)
D
DAGGETT
113.2 DAG (L)
D
SHAFTER
115.4 EHF (H)
D
FILLMORE
112.5 FIM (L)
D
FRIANT
115.6 FRA (L)
D
JULIAN
114.0 JLI (L)
D
LOS ANGELES
113.6 LAX (H)
D
MORRO BAY
112.4 MQO (L)
D
OCEANSIDE
115.3 OCN (H)
D
PARADISE
112.2 PDZ (H)
D
PALMDALE
114.5 PMD (H)
D
SAN MARCUS
114.9 RZS (H)
D
SEAL BEACH
115.7 SLI (L)
D
J 78-134-169
95
FL180
J 50-74-96
55
FL180

J
6
-
8
8
-
1
2
6

5
0 F
L
1
8
0
J 4-10-104
25
FL180
J
8
8
-1
2
6

7
5
F
L
1
8
0
C
1
3
1
8
197
C
1
1
7
6
15
3

J
7
-
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9

4
4
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1
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3
4
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5
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J 110
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6
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3
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J 65
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1

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6
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6
54
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1
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5
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3
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4
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1
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C 1316
127
46
37

J
5
0
1

6
5
F
L
1
8
0
1
3
5
8
J 6
46
FL180
34

J
5

7
9
F
L
1
8
0
6
9
J 110
61
FL290
55
34
27

Q
1
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1
2
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L
1
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0
2
0
4
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1
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3
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1
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1
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1
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3
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:
1
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1
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1
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1
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1
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1
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6
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1
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:
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1
.
6
N
M
KFAT KFAT KFAT
KHHR KHHR KHHR
LAX LAX LAX
PASKE PASKE PASKE PASKE PASKE PASKE
NAUTICAL MILES
0 6 0 4 0 2 0
8-16 Phenom 100
NavData Cycle 2008-8 Expires: Wednesday, 27 August 2008.
Scale: 1:2165978 (1 inch = 29.71 naut mi). Printed on 30 Jul 2008
J E P P E S E N
Pilot: Default
JeppView 3.6.0.0
1
2
3

1
4
5
2
1
3
3
0
4
068 248
3
1
0
086
1
2
9
0
4
1
064
067
068
078
080
095
1
0
3
1
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3
1
1
4
1
1
5
1
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1
2
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1
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1
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1
2
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1
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1
4
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1
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27
233
234
247
248
249
263
276
2
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3
3
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7

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3
4
2
CATALINA
SANTA
111.4 SXC (L)
D
AVENAL
117.1 AVE (H)
D
BEATTY
114.7 BTY (H)
D
CLOVIS
112.9 CZQ (H)
D
DAGGETT
113.2 DAG (L)
D
SHAFTER
115.4 EHF (H)
D
FILLMORE
112.5 FIM (L)
D
FRIANT
115.6 FRA (L)
D
JULIAN
114.0 JLI (L)
D
LOS ANGELES
113.6 LAX (H)
D
MORRO BAY
112.4 MQO (L)
D
OCEANSIDE
115.3 OCN (H)
D
PARADISE
112.2 PDZ (H)
D
PALMDALE
114.5 PMD (H)
D
SAN MARCUS
114.9 RZS (H)
D
SEAL BEACH
115.7 SLI (L)
D
J 78-134-169
95
FL180
J 50-74-96
55
FL180

J
6
-
8
8
-
1
2
6

5
0 F
L
1
8
0
J 4-10-104
25
FL180
J
8
8
-1
2
6

7
5
F
L
1
8
0
C
1
3
1
8
197
C
1
1
7
6
15
3

J
7
-
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9

4
4
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1
8
0

J
1
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7

3
4
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L
1
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0

J
1
8
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1
5
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J 110
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J
6
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6
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1
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KFAT KFAT KFAT
KHHR KHHR KHHR
LAX LAX LAX
PASKE PASKE PASKE PASKE PASKE PASKE
NAUTICAL MILES
0 6 0 4 0 2 0
Phenom 100 8-17
Holding Computations
Flights into the LAX area often issued holding instructions due to the dense
air traffic that exists. Holding can and does occur at any time. Assume for
example, as the TOD point approaches LAX Center issues descent instruc-
tions to FL 250 and to hold with an EFC of 15 minutes. Reference the follow-
ing Holding Performance Chart to compute the performance figures:
For 15 minutes of holding the fuel burn is, @ 442 lbs/hr, 110 lbs (50 kg). The
weight at the end of hold is 8640 lbs (3919 kg).
Holding Speed 121 kt IAS / 179 kt TAS
Mach .297 M
N1 70.1 %
Fuel Flow 221 lb / hr / eng
Fuel Used 443 lb / hr
Fuel consumed in hold 443 lb / hr * 15 minutes
= 110.75 lb
(lb)
25000 30000 35000 40000 41000

8850 IAS KT 121 121 121 - -
TAS KT 179 196 215 - -
Mach 0.297 0.332 0.373 - -
N1 % 70.1 75.1 80.1 - -
FF LB/H/ENG 221 213 210 - -
FC LB/H 443 427 420 - -

8450 IAS KT 118 118 119 - -
TAS KT 175 192 211 - -
Mach 0.291 0.325 0.365 - -
N1 % 68.9 73.8 78.9 - -
FF LB/H/ENG 214 206 201 - -
FC LB/H 429 412 402 - -

8050 IAS KT 115 116 116 - -
TAS KT 171 187 206 - -
Phenom 100 8-17
Holding Computations
Flights into the LAX area often issued holding instructions due to the dense
air traffic that exists. Holding can and does occur at any time. Assume for
example, as the TOD point approaches LAX Center issues descent instruc-
tions to FL 250 and to hold with an EFC of 15 minutes. Reference the follow-
ing Holding Performance Chart to compute the performance figures:
For 15 minutes of holding the fuel burn is, @ 442 lbs/hr, 110 lbs (50 kg). The
weight at the end of hold is 8640 lbs (3919 kg).
Holding Speed 121 kt IAS / 179 kt TAS
Mach .297 M
N1 70.1 %
Fuel Flow 221 lb / hr / eng
Fuel Used 443 lb / hr
Fuel consumed in hold 443 lb / hr * 15 minutes
= 110.75 lb
(lb)
25000 30000 35000 40000 41000

8850 IAS KT 121 121 121 - -
TAS KT 179 196 215 - -
Mach 0.297 0.332 0.373 - -
N1 % 70.1 75.1 80.1 - -
FF LB/H/ENG 221 213 210 - -
FC LB/H 443 427 420 - -

8450 IAS KT 118 118 119 - -
TAS KT 175 192 211 - -
Mach 0.291 0.325 0.365 - -
N1 % 68.9 73.8 78.9 - -
FF LB/H/ENG 214 206 201 - -
FC LB/H 429 412 402 - -

8050 IAS KT 115 116 116 - -
TAS KT 171 187 206 - -
8-18 Phenom 100
Descent Phase
Since holding was not required, the aircraft is ready to descend. As the
descent phase of this flight begins the tables below are referenced to obtain
the performance data:
Landing Weight:
TOD Weight Decent Fuel =
8751lb 59 lb = 8692 lb
8450 Fuel LB 9 21 33 45 50 55 60 65
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 7 7 8 9
DESCENT CONFIGURATION ALL ENGINES OPERATING
(lb)
5000 10000 15000 20000 22000 24000 26000 28000

10472 Fuel LB 7 16 26 36 40 44 48 52
Distance NM 5 13 22 31 35 39 43 47
Time MIN 1 3 5 6 7 8 8 9

10050 Fuel LB 7 16 26 35 40 44 48 52
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 5 6 7 8 8 9

9650 Fuel LB 7 17 27 38 42 46 51 55
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

9250 Fuel LB 7 18 29 40 45 49 54 59
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

8850 Fuel LB 8 20 31 43 47 52 57 62
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

8050 Fuel LB 9 22 35 47 52 57 62 68
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

7650 Fuel LB 9 23 36 49 54 60 65 70
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

7250 Fuel LB 10 24 38 51 56 62 67 73
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9
8751
8-18 Phenom 100
Descent Phase
Since holding was not required, the aircraft is ready to descend. As the
descent phase of this flight begins the tables below are referenced to obtain
the performance data:
Landing Weight:
TOD Weight Decent Fuel =
8751lb 59 lb = 8692 lb
8450 Fuel LB 9 21 33 45 50 55 60 65
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 7 7 8 9
DESCENT CONFIGURATION ALL ENGINES OPERATING
(lb)
5000 10000 15000 20000 22000 24000 26000 28000

10472 Fuel LB 7 16 26 36 40 44 48 52
Distance NM 5 13 22 31 35 39 43 47
Time MIN 1 3 5 6 7 8 8 9

10050 Fuel LB 7 16 26 35 40 44 48 52
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 5 6 7 8 8 9

9650 Fuel LB 7 17 27 38 42 46 51 55
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

9250 Fuel LB 7 18 29 40 45 49 54 59
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

8850 Fuel LB 8 20 31 43 47 52 57 62
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

8050 Fuel LB 9 22 35 47 52 57 62 68
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

7650 Fuel LB 9 23 36 49 54 60 65 70
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9

7250 Fuel LB 10 24 38 51 56 62 67 73
Distance NM 5 13 21 30 34 38 42 46
Time MIN 1 3 4 6 7 7 8 9
8751
Phenom 100 8-19
Fuel Used:
TOD Fuel + Decent Fuel =
649 lb + 59 lb = 708 lb
Elapsed Time:
Time to TOD + Decent Time =
27 min + 8 min = 35 min
Aircraft Status at Bottom of Descent
Fuel Used 708 lb
Distance To Go 0 nm
Elapsed Time 35 min
8692
FULL

Phenom 100
APPROACH
ATIS
CLIMB LIMITED LANDING
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
*VAP = VREF modified as necessary for icing or flaps
Phenom 100 8-19
Fuel Used:
TOD Fuel + Decent Fuel =
649 lb + 59 lb = 708 lb
Elapsed Time:
Time to TOD + Decent Time =
27 min + 8 min = 35 min
Aircraft Status at Bottom of Descent
Fuel Used 708 lb
Distance To Go 0 nm
Elapsed Time 35 min
8692
FULL

Phenom 100
APPROACH
ATIS
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
8-20 Phenom 100
Landing at KHHR
The maximum landing weight for altitude and temperature, in compliance with
the airworthiness climb requirements, is shown in the Maximum Landing
Weight Climb Limited tables in function of the temperature and altitude and
according to the anti-ice system condition.
When landing weight is not limited by the climb requirements it will be struc-
tural limited and the most limiting weights in the table are codified as follows:
(A) Approach Climb Limited
(L) Landing Climb Limited
(E) Enroute Climb
(S) Maximum Landing Weight

MAXIMUM LANDING WEIGHT CLIMB LIMITED
APPROACH FLAPS 1 LANDING FLAPS 2 ANTI-ICE OFF
MAXIMUM LANDING WEIGHT (lb)
Altitude (ft)
TEMP
(C)
-1000 ft 0 ft 1000 ft 2000 ft 3000 ft 4000 ft
-40 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-35 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-30 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-25 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-20 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-15 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-10 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-5 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
0 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
5 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
10 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
15 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
20 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
25 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
30 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
35 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
40 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9358 (A)
45 9766 (S) 9766 (S) 9766 (S) 9667 (E) - -
50 9766 (S) 9766 (S) - - - -
8-20 Phenom 100
Landing at KHHR
The maximum landing weight for altitude and temperature, in compliance with
the airworthiness climb requirements, is shown in the Maximum Landing
Weight Climb Limited tables in function of the temperature and altitude and
according to the anti-ice system condition.
When landing weight is not limited by the climb requirements it will be struc-
tural limited and the most limiting weights in the table are codified as follows:
(A) Approach Climb Limited
(L) Landing Climb Limited
(E) Enroute Climb
(S) Maximum Landing Weight

MAXIMUM LANDING WEIGHT CLIMB LIMITED
APPROACH FLAPS 1 LANDING FLAPS 2 ANTI-ICE OFF
MAXIMUM LANDING WEIGHT (lb)
Altitude (ft)
TEMP
(C)
-1000 ft 0 ft 1000 ft 2000 ft 3000 ft 4000 ft
-40 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-35 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-30 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-25 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-20 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-15 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-10 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
-5 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
0 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
5 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
10 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
15 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
20 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
25 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
30 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
35 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S)
40 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9766 (S) 9358 (A)
45 9766 (S) 9766 (S) 9766 (S) 9667 (E) - -
50 9766 (S) 9766 (S) - - - -
Phenom 100 8-21
8692
9766
FULL

Phenom 100
APPROACH
ATIS
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
Phenom 100 8-21
8692
9766
FULL

Phenom 100
APPROACH
ATIS
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
8-22 Phenom 100
Landing Distance
Un-factored Landing Distances
Un-factored 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 speed, to complete stop using only the brakes as deceler-
ation device.
Normal Operation
The required landing distance for dispatch is the un-factored landing distance
increased by a factor according to the operating regulations.
UNFACTORED LANDING DISTANCE (ft)
ANTI-ICE OFF FLAPS FULL
ALTITUDE
-1000 ft 0 ft
WIND
Weight
(lb)
-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt
7100 2914 2423 2267 2114 2968 2473 2316 2161
7500 2914 2423 2267 2114 2968 2473 2316 2161
7900 2914 2423 2267 2114 2968 2473 2316 2161
8300 2914 2423 2267 2114 2968 2473 2316 2161
8700 2914 2423 2269 2120 2968 2473 2319 2169
9100 2983 2500 2346 2195 3040 2553 2398 2246
9500 3070 2582 2426 2273 3129 2636 2479 2325
9900 3164 2669 2511 2357 3225 2726 2567 2411
8-22 Phenom 100
Landing Distance
Un-factored Landing Distances
Un-factored 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 speed, to complete stop using only the brakes as deceler-
ation device.
Normal Operation
The required landing distance for dispatch is the un-factored landing distance
increased by a factor according to the operating regulations.
UNFACTORED LANDING DISTANCE (ft)
ANTI-ICE OFF FLAPS FULL
ALTITUDE
-1000 ft 0 ft
WIND
Weight
(lb)
-10 kt 0 kt 10 kt 20 kt -10 kt 0 kt 10 kt 20 kt
7100 2914 2423 2267 2114 2968 2473 2316 2161
7500 2914 2423 2267 2114 2968 2473 2316 2161
7900 2914 2423 2267 2114 2968 2473 2316 2161
8300 2914 2423 2267 2114 2968 2473 2316 2161
8700 2914 2423 2269 2120 2968 2473 2319 2169
9100 2983 2500 2346 2195 3040 2553 2398 2246
9500 3070 2582 2426 2273 3129 2636 2479 2325
9900 3164 2669 2511 2357 3225 2726 2567 2411
Phenom 100 8-23
8692
9766
FULL
2473

Phenom 100
APPROACH
ATIS
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
Phenom 100 8-23
8692
9766
FULL
2473

Phenom 100
APPROACH
ATIS
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
8-24 Phenom 100
Reference and Approach Speeds
Once the determination is made that a safe approach and landing can be
flown the speeds to use on the final approach segment must be determined.
Make allowance for fuel burned during the approach to determine the appro-
priate speed.
Note: For Anti-Ice OFF, the Landing Climb Speed is equal to the Landing
Reference Speed.
Note: For Anti-Ice ON, the Approach Climb Speed, Landing Climb Speed
and Landing Reference Speed have the same value.
APPROACH FLAPS 2 AND LANDING FLAPS FULL
ANTI-ICE OFF
APPROACH
LANDING
(CLIMB/REFERENCE)
FLAPS 2 FLAPS FULL
WEIGHT
(lb)
V
AC
KIAS V
REF
KIAS
7100 92 91
7500 94 91
7900 96 91
8300 99 92
8700 101 95
9100 103 97
9500 104 99
9900 106 101
8-24 Phenom 100
Reference and Approach Speeds
Once the determination is made that a safe approach and landing can be
flown the speeds to use on the final approach segment must be determined.
Make allowance for fuel burned during the approach to determine the appro-
priate speed.
Note: For Anti-Ice OFF, the Landing Climb Speed is equal to the Landing
Reference Speed.
Note: For Anti-Ice ON, the Approach Climb Speed, Landing Climb Speed
and Landing Reference Speed have the same value.
APPROACH FLAPS 2 AND LANDING FLAPS FULL
ANTI-ICE OFF
APPROACH
LANDING
(CLIMB/REFERENCE)
FLAPS 2 FLAPS FULL
WEIGHT
(lb)
V
AC
KIAS V
REF
KIAS
7100 92 91
7500 94 91
7900 96 91
8300 99 92
8700 101 95
9100 103 97
9500 104 99
9900 106 101
Phenom 100 8-25
8692
9766 95
101
95
FULL
2473

Phenom 100
APPROACH
ATIS
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
Phenom 100 8-25
8692
9766 95
101
95
FULL
2473

Phenom 100
APPROACH
ATIS
WEIGHT:
LANDING WEIGHT:
LANDING FLAPS:
RUNWAY REQUIRED:
VREF
VAC
VLC
VAP*
Notes:
8-26 Phenom 100
KHHR Airport Depiction
JEPPESEN
JeppView 3.6.0.0
Airport closed to aircraft with explosives.
Rwy 7 right trafc pattern.
073^
140'
133'
127'
118'
138'
149'
176'
124'
253^
144'
129'
ARP
7
25
Elev 66'
Elev 61'
4956'
D
i
t
c
h
D
i
t
c
h
119'
119'
126'
Control
Tower
135'
125'
North
South
1
Vis Ref
FOR FILING AS ALTERNATE
A
B
C
D
1 & 2
Eng
3 & 4
Eng
STD
300-2
363'/NM to 500'
3
3985'
4493'
Adequate
(angle 3.50^)
7
25
100'
MIRL
R - I S A V L R I M
CTAF
66'
HAWTHORNE, CALIF
11-1
(Limited) VOT 113.9
RWY
ADDITIONAL RUNWAY INFORMATION
Threshold
LANDING BEYOND
USABLE LENGTHS
WIDTH TAKE-OFF Glide Slope
1
1
1
Activate on 121.1 when Twr inop.
Other
800-2 800-2
With Mim climb of
1 & 2
Eng
3 & 4
Eng
Authorized
Only When
Twr Operating
Rwy 25 Rwy 7
A
M
E
N
D
VOR Rwy 25 LOC Rwy 25
NORTHROP/HAWTHORNE MUN
118-20
118-20
33-55 33-55
Apt Elev
ATIS
*HAWTHORNE Ground *Tower SOCAL Departure (R)
118.4
125.1 121.1 124.3
N33 55.4 W118 20.1
AVASI-R (angle 3.25^)
ODALS REIL
1
4
^
E
TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE
OBSTACLE DP: Rwy 7, turn right climb via heading 240^;
climb to 3000' via LAX VOR R-170 to LIMBO Int.
KHHR/HHR
Noise sensitive area all quadrants. For
noise abatement information, contact
Touch and go landings, stop and go landings
Trafc Pattern Altitude
1100' (1034') Light aircraft/helicopter
1600' (1534') Turbine/high performance
aircraft
and low approach operations for all aircraft
including helicopters limited to 1000-1700 LT.
No taxi-back operations Mon-Fri 2200-0800 LT,
Sat-Sun 2200-1000 LT.
No multi-engine simulated engine-out
procedures authorized in trafc pattern.
Rwy 25 runup on south twy 900'
west of approach end of rwy.
North taxiway west of air trafc control
tower designated non-movement area. Be alert
to vehicles.
Birds in vicinity of airport.
Rwy 25, turn left climb via heading 210^; All runways
Helicopter fight training operations
prohibited. Helicopter multiple approaches
and trafc pattern operations prohibited.
1
2
1
4
1
4
1
1
2
1
200-1
Vis Ref
Adequate
289'/NM to 300'
With Mim climb of
STD
Other
A
airport engineer.
11 JUL 08
| N
1000
400 200 0
0 Feet
Meters
500 2000 1500 2500
800 600
CHANGES
8-26 Phenom 100
KHHR Airport Depiction
JEPPESEN
JeppView 3.6.0.0
Airport closed to aircraft with explosives.
Rwy 7 right trafc pattern.
073^
140'
133'
127'
118'
138'
149'
176'
124'
253^
144'
129'
ARP
7
25
Elev 66'
Elev 61'
4956'
D
i
t
c
h
D
i
t
c
h
119'
119'
126'
Control
Tower
135'
125'
North
South
1
Vis Ref
FOR FILING AS ALTERNATE
A
B
C
D
1 & 2
Eng
3 & 4
Eng
STD
300-2
363'/NM to 500'
3
3985'
4493'
Adequate
(angle 3.50^)
7
25
100'
MIRL
R - I S A V L R I M
CTAF
66'
HAWTHORNE, CALIF
11-1
(Limited) VOT 113.9
RWY
ADDITIONAL RUNWAY INFORMATION
Threshold
LANDING BEYOND
USABLE LENGTHS
WIDTH TAKE-OFF Glide Slope
1
1
1
Activate on 121.1 when Twr inop.
Other
800-2 800-2
With Mim climb of
1 & 2
Eng
3 & 4
Eng
Authorized
Only When
Twr Operating
Rwy 25 Rwy 7
A
M
E
N
D
VOR Rwy 25 LOC Rwy 25
NORTHROP/HAWTHORNE MUN
118-20
118-20
33-55 33-55
Apt Elev
ATIS
*HAWTHORNE Ground *Tower SOCAL Departure (R)
118.4
125.1 121.1 124.3
N33 55.4 W118 20.1
AVASI-R (angle 3.25^)
ODALS REIL
1
4
^
E
TAKE-OFF & OBSTACLE DEPARTURE PROCEDURE
OBSTACLE DP: Rwy 7, turn right climb via heading 240^;
climb to 3000' via LAX VOR R-170 to LIMBO Int.
KHHR/HHR
Noise sensitive area all quadrants. For
noise abatement information, contact
Touch and go landings, stop and go landings
Trafc Pattern Altitude
1100' (1034') Light aircraft/helicopter
1600' (1534') Turbine/high performance
aircraft
and low approach operations for all aircraft
including helicopters limited to 1000-1700 LT.
No taxi-back operations Mon-Fri 2200-0800 LT,
Sat-Sun 2200-1000 LT.
No multi-engine simulated engine-out
procedures authorized in trafc pattern.
Rwy 25 runup on south twy 900'
west of approach end of rwy.
North taxiway west of air trafc control
tower designated non-movement area. Be alert
to vehicles.
Birds in vicinity of airport.
Rwy 25, turn left climb via heading 210^; All runways
Helicopter fight training operations
prohibited. Helicopter multiple approaches
and trafc pattern operations prohibited.
1
2
1
4
1
4
1
1
2
1
200-1
Vis Ref
Adequate
289'/NM to 300'
With Mim climb of
STD
Other
A
airport engineer.
11 JUL 08
| N
1000
400 200 0
0 Feet
Meters
500 2000 1500 2500
800 600
CHANGES
Phenom 100 8-27
Supplemental Information
Performance Configuration
Takeoff Flight Path
The takeoff flight path begins 35 feet above the takeoff surface at the end of
the takeoff distance determined in accordance with 23.59. The takeoff flight
path ends when the airplane's height is the higher of 1,500 feet above the
takeoff surface or at an altitude at which the configuration and speed have
been achieved in accordance with 23.67(c)(3).
Net Takeoff Flight Path
The net takeoff flight path is the actual path diminished by a gradient of 0.8
percent for two-engine airplanes, 0.9 percent for three-engine airplanes, and
1.0 percent for four-engine airplanes.
OPERATING
ENGINES
TLA FLAPS GEAR AIRSPEED
TAKEOFF
RUN
2 until VEF,1
after VEF
TOGA
1 or 2
DOWN
0 TO
V
LOF
1ST
SEGMENT
1 TOGA 1 or 2
DOWN TO
UP
V
LOF
TO
V
2
2ND
SEGMENT
1 TOGA 1 or 2 UP
V
2
3RD
SEGMENT
1 TOGA
TAKE-
OFF
FLAPS
TO 0
UP
V
2
TO
FINAL
SEGMENT
SPEED
FINAL SEG-
MENT
1 CON 0 UP
FINAL
SEGMENT
SPEED
ENROUTE 1 CON 0 UP
ENROUTE
CLIMB
SPEED
APPROACH
CLIMB
1 TOGA 2 UP
APPROAC
H CLIMB
SPEED
LANDING
CLIMB
2 TOGA
2 or
FULL
DOWN
LANDING
CLIMB
SPEED
LANDING 2 IDLE
2 or
FULL
DOWN
V
REF
Phenom 100 8-27
Supplemental Information
Performance Configuration
Takeoff Flight Path
The takeoff flight path begins 35 feet above the takeoff surface at the end of
the takeoff distance determined in accordance with 23.59. The takeoff flight
path ends when the airplane's height is the higher of 1,500 feet above the
takeoff surface or at an altitude at which the configuration and speed have
been achieved in accordance with 23.67(c)(3).
Net Takeoff Flight Path
The net takeoff flight path is the actual path diminished by a gradient of 0.8
percent for two-engine airplanes, 0.9 percent for three-engine airplanes, and
1.0 percent for four-engine airplanes.
OPERATING
ENGINES
TLA FLAPS GEAR AIRSPEED
TAKEOFF
RUN
2 until VEF,1
after VEF
TOGA
1 or 2
DOWN
0 TO
V
LOF
1ST
SEGMENT
1 TOGA 1 or 2
DOWN TO
UP
V
LOF
TO
V
2
2ND
SEGMENT
1 TOGA 1 or 2 UP
V
2
3RD
SEGMENT
1 TOGA
TAKE-
OFF
FLAPS
TO 0
UP
V
2
TO
FINAL
SEGMENT
SPEED
FINAL SEG-
MENT
1 CON 0 UP
FINAL
SEGMENT
SPEED
ENROUTE 1 CON 0 UP
ENROUTE
CLIMB
SPEED
APPROACH
CLIMB
1 TOGA 2 UP
APPROAC
H CLIMB
SPEED
LANDING
CLIMB
2 TOGA
2 or
FULL
DOWN
LANDING
CLIMB
SPEED
LANDING 2 IDLE
2 or
FULL
DOWN
V
REF
8-28 Phenom 100
The net takeoff flight path is the flight path used to determine the airplane
obstacle clearance. Section 23.61(b) states the required climb gradient
reduction to be applied throughout the flight path to determine the net flight
path, including the level flight acceleration segment. Rather than decrease
the level flight path by the amount required by 23.61(b), 23.61(c) allows
the airplane to maintain a level net flight path during acceleration but with a
reduction in acceleration equal to the gradient decrement required by
23.61(b). By this method, the applicant exchanges altitude reduction for
increased distance to accelerate in level flight in determination of the level
flight portion of the net takeoff path.
Takeoff Segments and Nomenclature
Note: The en route takeoff segment* usually begins with the airplane in
the en route configuration and with maximum continuous thrust, but
it is not required that these conditions exist until the end of the take-
off path when compliance with 23.67(c)(3) is shown. The time
limit on takeoff thrust cannot be exceeded.
SEGMENT*
LANDING GEAR
FLAPS
POWER
AIRSPEED
ENGINES
GROUND ROLL 1st 2nd ACCELERATION FINAL
DOWN RETRACTION RETRACTED
TAKEOFF RETRACTING
ENROUTE
POSITION
PROPELLER
TAKEOFF
ABOVE 400 FT THRUST CAN BE REDUCED
IF THE REQUIREMENTS OF 23.57(c)(3) CAN
BE MET WITH LESS THAN TAKEOFF THRUST
MAXIMUM
CONTINUOUS
ACCELERATING ACCELERATING V
ENROUTE
ALL OPERATING ONE INOPERATIVE
TAKEOFF
ONE AUTOFEATHERED OR WINDMILLING
ONE FEATHERED
UP TO 400 FT 400 FT OR GREATER
V
EF
V
LOF
35 FT
TAKEOFF DISTANCE
(LONGER OF 1 ENG INOP TAKEOFF
OR 1.15 ALL ENG TAKEOFF)
PATH 1
PATH 2
TAKEOFF FLIGHT PATH
1500 FT
HEIGHT
> 1500 FT
HEIGHT
> 400 FT
HEIGHTS ARE
REFERENCED TO
RUNWAY ELEVATION AT
END OF TAKEOFF DISTANCE
SEE
NOTE
SEE
NOTE
V
2
8-28 Phenom 100
The net takeoff flight path is the flight path used to determine the airplane
obstacle clearance. Section 23.61(b) states the required climb gradient
reduction to be applied throughout the flight path to determine the net flight
path, including the level flight acceleration segment. Rather than decrease
the level flight path by the amount required by 23.61(b), 23.61(c) allows
the airplane to maintain a level net flight path during acceleration but with a
reduction in acceleration equal to the gradient decrement required by
23.61(b). By this method, the applicant exchanges altitude reduction for
increased distance to accelerate in level flight in determination of the level
flight portion of the net takeoff path.
Takeoff Segments and Nomenclature
Note: The en route takeoff segment* usually begins with the airplane in
the en route configuration and with maximum continuous thrust, but
it is not required that these conditions exist until the end of the take-
off path when compliance with 23.67(c)(3) is shown. The time
limit on takeoff thrust cannot be exceeded.
SEGMENT*
LANDING GEAR
FLAPS
POWER
AIRSPEED
ENGINES
GROUND ROLL 1st 2nd ACCELERATION FINAL
DOWN RETRACTION RETRACTED
TAKEOFF RETRACTING
ENROUTE
POSITION
PROPELLER
TAKEOFF
ABOVE 400 FT THRUST CAN BE REDUCED
IF THE REQUIREMENTS OF 23.57(c)(3) CAN
BE MET WITH LESS THAN TAKEOFF THRUST
MAXIMUM
CONTINUOUS
ACCELERATING ACCELERATING V
ENROUTE
ALL OPERATING ONE INOPERATIVE
TAKEOFF
ONE AUTOFEATHERED OR WINDMILLING
ONE FEATHERED
UP TO 400 FT 400 FT OR GREATER
V
EF
V
LOF
35 FT
TAKEOFF DISTANCE
(LONGER OF 1 ENG INOP TAKEOFF
OR 1.15 ALL ENG TAKEOFF)
PATH 1
PATH 2
TAKEOFF FLIGHT PATH
1500 FT
HEIGHT
> 1500 FT
HEIGHT
> 400 FT
HEIGHTS ARE
REFERENCED TO
RUNWAY ELEVATION AT
END OF TAKEOFF DISTANCE
SEE
NOTE
SEE
NOTE
V
2
Phenom 100 8-29
Part 23 Performance
MTOP - Maximum Takeoff Power
MCP - Maximum Continuous Power
Takeoff
Phase Land-
ing Gear
Extended
Takeoff
Phase Land-
ing Gear
Retracted
Enroute
Discontinued
Approach
Regulation 23.67(c)(1) 23.67(c)(2) 23.67(c)(3) 23.67(c)(4)
Category Commuter
Engine
Type and
Airplane
VSO (kts)
Power On
Operative
Engine
MTOP MTOP MCP MTOP
Configura-
tion
Take-off flap,
gear
extended
Take-off flap,
gear
retracted
Flap and
gear
retracted
Approach flap*,
gear retracted
Attitude Wings level
Climb
V
2
V
2
1.2VS1
As in proce-
dures but
1.5VS1
Altitude (ft) Take-off sur-
face
400 1500 400
Required
Climb Gra-
dient
Measurably
positive
2 1.2 2.1
Phenom 100 8-29
Part 23 Performance
MTOP - Maximum Takeoff Power
MCP - Maximum Continuous Power
Takeoff
Phase Land-
ing Gear
Extended
Takeoff
Phase Land-
ing Gear
Retracted
Enroute
Discontinued
Approach
Regulation 23.67(c)(1) 23.67(c)(2) 23.67(c)(3) 23.67(c)(4)
Category Commuter
Engine
Type and
Airplane
VSO (kts)
Power On
Operative
Engine
MTOP MTOP MCP MTOP
Configura-
tion
Take-off flap,
gear
extended
Take-off flap,
gear
retracted
Flap and
gear
retracted
Approach flap*,
gear retracted
Attitude Wings level
Climb
V
2
V
2
1.2VS1
As in proce-
dures but
1.5VS1
Altitude (ft) Take-off sur-
face
400 1500 400
Required
Climb Gra-
dient
Measurably
positive
2 1.2 2.1
8-30 Phenom 100
Definitions
Accelerate-Go Distance
The horizontal distance from brake release to the point at which the aircraft
attains a height of 35 ft above the runway surface on a takeoff during which
an engine fails at V
1
and the takeoff is continued.
Accelerate-Stop Distance
The distance required to accelerate the aircraft and then abort the takeoff due
to a failed engine, or other emergency, occurring just prior to V
1
with brake
application commencing at V
1
.
Altitude
All altitudes used in this manual are pressure altitudes unless otherwise
stated.
Approach Climb Speed
It is the go-around speed in the approach configuration, with one engine inop-
erative (OEI), approach flaps, and landing gear retracted.
Calibrated Airspeed (KCAS)
Indicated airspeed (knots) corrected for position error (instrument error is
assumed to be zero).
Climb Gradient
The ratio of the change in height during a portion of a climb to the horizontal
distance transversed in the same time interval.
Climb Limited Landing Wt
It is the maximum allowed landing weight for the airport altitude and tempera-
ture, and complying with the go-around climb gradient requirements, either
AEO or OEI conditions.
Climb Limited Takeoff Wt
ments.
The demonstrated crosswind velocity of 20 kts is the velocity of the crosswind
component for which adequate control of the aircraft during takeoff and land-
ing was actually demonstrated during certification tests. This is not limiting.
Engine Out Accelerate-go Distance
1
8-30 Phenom 100
Definitions
Accelerate-Go Distance
1
Accelerate-Stop Distance
The distance required to accelerate the aircraft and then abort the takeoff due
to a failed engine, or other emergency, occurring just prior to V
1
with brake
application commencing at V
1
.
Altitude
All altitudes used in this manual are pressure altitudes unless otherwise
stated.
Approach Climb Speed
It is the go-around speed in the approach configuration, with one engine inop-
erative (OEI), approach flaps, and landing gear retracted.
Calibrated Airspeed (KCAS)
Indicated airspeed (knots) corrected for position error (instrument error is
assumed to be zero).
Climb Gradient
The ratio of the change in height during a portion of a climb to the horizontal
distance transversed in the same time interval.
Climb Limited Landing Wt
It is the maximum allowed landing weight for the airport altitude and tempera-
ture, and complying with the go-around climb gradient requirements, either
AEO or OEI conditions.
Climb Limited Takeoff Wt
ments.
The demonstrated crosswind velocity of 20 kts is the velocity of the crosswind
component for which adequate control of the aircraft during takeoff and land-
ing was actually demonstrated during certification tests. This is not limiting.
Engine Out Accelerate-go Distance
1
Phenom 100 8-31
Final Segment Speed - VFS
It is the speed to be achieved at the end of the acceleration segment and start
of the final segment of the takeoff flight path, with one engine inoperative,
landing gear retracted, and flaps retracted.
Gross Climb Gradient
The climb gradient that the aircraft can actually achieve with ideal ambient
conditions (smooth air).
Indicated Airspeed (KIAS)
Airspeed indicator readings (knots). Zero instrument error is assumed.
Indicated Outside Air Temperature (OAT)
The indicated outside air temperature as read from the pilots panel. OAT is
the same as RAT.
ISA - International Standard Atmosphere
The air is a dry perfect gas.
The temperature at sea level is 15 C (59 F).
The pressure at sea level (standard datum plane) is 29.92 inHg (1013.2
Mb).
The temperature gradient from sea level to the altitude at which the tem-
perature is -56.6 C will be -1.98 C per 1,000 ft.
Landing Distance
The distance from a point 50 ft above the runway surface to the point at which
the aircraft would come to a full stop on the runway.
Mach Number
The ratio of true airspeed to the speed of sound.
OAT - Outside Air Temperature or Ambient Air Temperature
The free air static temperature, obtained either from ground meteorological
sources or from in flight temperature indications adjusted for instrument error
and compressibility effects.
Takeoff Field Length
The takeoff field length given for each combination of gross weight, ambient
temperature, altitude, wind, and runway gradients is the greatest of the fol-
lowing:
115% of the two-engine horizontal takeoff distance from start to a height of

35 ft above runway surface
Accelerate-stop distance; wet or dry runway, as appropriate
Engine-out accelerate-go distance to 35 ft for dry runways and 15 ft for wet

runways.
Phenom 100 8-31
Final Segment Speed - VFS
It is the speed to be achieved at the end of the acceleration segment and start
of the final segment of the takeoff flight path, with one engine inoperative,
landing gear retracted, and flaps retracted.
Gross Climb Gradient
The climb gradient that the aircraft can actually achieve with ideal ambient
conditions (smooth air).
Indicated Airspeed (KIAS)
Airspeed indicator readings (knots). Zero instrument error is assumed.
Indicated Outside Air Temperature (OAT)
The indicated outside air temperature as read from the pilots panel. OAT is
the same as RAT.
ISA - International Standard Atmosphere
The air is a dry perfect gas.
The temperature at sea level is 15 C (59 F).
The pressure at sea level (standard datum plane) is 29.92 inHg (1013.2
Mb).
The temperature gradient from sea level to the altitude at which the tem-
perature is -56.6 C will be -1.98 C per 1,000 ft.
Landing Distance
The distance from a point 50 ft above the runway surface to the point at which
the aircraft would come to a full stop on the runway.
Mach Number
The ratio of true airspeed to the speed of sound.
OAT - Outside Air Temperature or Ambient Air Temperature
The free air static temperature, obtained either from ground meteorological
sources or from in flight temperature indications adjusted for instrument error
and compressibility effects.
Takeoff Field Length
The takeoff field length given for each combination of gross weight, ambient
temperature, altitude, wind, and runway gradients is the greatest of the fol-
lowing:
115% of the two-engine horizontal takeoff distance from start to a height of

35 ft above runway surface
Accelerate-stop distance; wet or dry runway, as appropriate
Engine-out accelerate-go distance to 35 ft for dry runways and 15 ft for wet

runways.
8-32 Phenom 100
No specific identification is made on the charts as to which of these distances
governs a specific case. In all cases considered by the charts, the field length
is governed by either the second or the third condition because the two-
engine takeoff distance is always shorter.
True Airspeed
The airspeed (knots) of an aircraft relative to undisturbed air.
V
A
The maneuvering speed is the maximum speed at which application of full
available aerodynamic control does not overstress the aircraft.
V
AP
Approach target speed which equals V
REF
+ 10 + the wind factor.
V
APP
The landing approach airspeed (1.3 V
S1
) with T.O. & APPR flaps and landing
gear up. It is also commonly defined as the Single Engine Go-Around Target
Speed (similar to V
2
during takeoff).
V
ENR
Single-engine enroute climb speed. V
ENR
is also the best single-engine rate-
of-climb speed (altitude vs. time) and may be used as the single engine drift-
down speed.
V
FR
Flap retract speed (minimum), which equals V
2
+ 10.
V
FE
Maximum flap extended speed. The highest speed permissible with wing
flaps in a prescribed extended position.
V
LE
Maximum landing gear extended speed. The maximum speed at which an
aircraft can be safely flown with the landing gear extended.
V
LO
(Extension
Maximum landing gear extension speed. The maximum speed at which the
landing gear can be safely extended.
V
LO
(Retraction)
Maximum landing gear retraction speed. The maximum speed at which the
landing gear can be safely retracted.
8-32 Phenom 100
No specific identification is made on the charts as to which of these distances
governs a specific case. In all cases considered by the charts, the field length
is governed by either the second or the third condition because the two-
engine takeoff distance is always shorter.
True Airspeed
The airspeed (knots) of an aircraft relative to undisturbed air.
V
A
The maneuvering speed is the maximum speed at which application of full
available aerodynamic control does not overstress the aircraft.
V
AP
Approach target speed which equals V
REF
+ 10 + the wind factor.
V
APP
The landing approach airspeed (1.3 V
S1
) with T.O. & APPR flaps and landing
gear up. It is also commonly defined as the Single Engine Go-Around Target
Speed (similar to V
2
during takeoff).
V
ENR
Single-engine enroute climb speed. V
ENR
is also the best single-engine rate-
of-climb speed (altitude vs. time) and may be used as the single engine drift-
down speed.
V
FR
Flap retract speed (minimum), which equals V
2
+ 10.
V
FE
Maximum flap extended speed. The highest speed permissible with wing
flaps in a prescribed extended position.
V
LE
Maximum landing gear extended speed. The maximum speed at which an
aircraft can be safely flown with the landing gear extended.
V
LO
(Extension
Maximum landing gear extension speed. The maximum speed at which the
landing gear can be safely extended.
V
LO
(Retraction)
Maximum landing gear retraction speed. The maximum speed at which the
landing gear can be safely retracted.
Phenom 100 8-33
V
MCA
Minimum airspeed in the air in the takeoff configuration at which directional
control can be maintained when one engine suddenly becomes inoperative.
V
MCA
is a function of engine thrust, which varies with altitude and tempera-
ture.
V
MCG
Minimum airspeed on the ground at which directional control can be main-
tained when one engine suddenly becomes inoperative, using only aerody-
namic controls. V
MCG
is a function of engine thrust, which varies with altitude
and temperature.
V
MCL
Minimum airspeed in the air in the landing configuration at which directional
V
MCL
ture.
V
MO
/M
MO
Maximum operating limit speed. The calibrated speed limit that may not be
deliberately exceeded in normal flight operations. V is expressed in knots and
M in Mach number.
V
R
- Rotation speed
The speed at which rotation is initiated during takeoff to attain the V
2
climb
speed at or before a height of 35 ft above runway surface is reached.
V
RA
A rough air speed for use as the recommended turbulence penetration air-
speed.
V
REF
The landing approach airspeed at the 50-foot point with flaps in landing posi-
tion (full flaps) and landing gear extended (1.3 V
SO
).
V
S
Stalling speed or the minimum steady flight speed at which the aircraft is con-
trollable.
V
SO
Stalling speed or the minimum steady flight speed in the landing configura-
tion.
V
S1
Stalling speed or the minimum steady flight speed obtained in a specific con-
figuration.
Phenom 100 8-33
V
MCA
Minimum airspeed in the air in the takeoff configuration at which directional
V
MCA
ture.
V
MCG
Minimum airspeed on the ground at which directional control can be main-
tained when one engine suddenly becomes inoperative, using only aerody-
namic controls. V
MCG
is a function of engine thrust, which varies with altitude
and temperature.
V
MCL
Minimum airspeed in the air in the landing configuration at which directional
V
MCL
ture.
V
MO
/M
MO
Maximum operating limit speed. The calibrated speed limit that may not be
deliberately exceeded in normal flight operations. V is expressed in knots and
M in Mach number.
V
R
- Rotation speed
The speed at which rotation is initiated during takeoff to attain the V
2
climb
speed at or before a height of 35 ft above runway surface is reached.
V
RA
A rough air speed for use as the recommended turbulence penetration air-
speed.
V
REF
The landing approach airspeed at the 50-foot point with flaps in landing posi-
tion (full flaps) and landing gear extended (1.3 V
SO
).
V
S
Stalling speed or the minimum steady flight speed at which the aircraft is con-
trollable.
V
SO
Stalling speed or the minimum steady flight speed in the landing configura-
tion.
V
S1
Stalling speed or the minimum steady flight speed obtained in a specific con-
figuration.
8-34 Phenom 100
V
ZF
Zero flap maneuvering speed. Equivalent to V
REF
+ 30 KIAS.
V
1
Maximum speed in the takeoff at which the pilot must take the first action
(e.g., apply brakes, reduce thrust, deploy speedbrakes) to stop the airplane
within the accelerate-stop distance. V
1
also means the minimum speed in the
takeoff, following a failure of the critical engine at V
REF
, at which the pilot can
continue the takeoff and achieve the required height above the takeoff sur-
face within the takeoff distance.
V
2
Takeoff safety speed. This climb speed is the actual speed at 35 ft above the
runway surface as demonstrated in flight during takeoff with one engine inop-
erative.
8-34 Phenom 100
V
ZF
Zero flap maneuvering speed. Equivalent to V
REF
+ 30 KIAS.
V
1
Maximum speed in the takeoff at which the pilot must take the first action
(e.g., apply brakes, reduce thrust, deploy speedbrakes) to stop the airplane
within the accelerate-stop distance. V
1
also means the minimum speed in the
takeoff, following a failure of the critical engine at V
REF
, at which the pilot can
continue the takeoff and achieve the required height above the takeoff sur-
face within the takeoff distance.
V
2
Takeoff safety speed. This climb speed is the actual speed at 35 ft above the
runway surface as demonstrated in flight during takeoff with one engine inop-
erative.
Phenom 100 9-1
Weight and Balance
Weight and Balance
General
There are many factors that lead to efficient and safe operation of aircraft.
Among these vital factors is proper weight and balance control. The weight
and balance system commonly employed consists of three equally important
elements: the weighing of the aircraft, the maintaining of the weight and bal-
ance records, and the proper loading of the aircraft. An inaccuracy in any one
of these elements nullifies the purpose of the whole system. The final loading
calculations will be meaningless if either the aircraft has been improperly
weighed or the records contain an error.
The designers of the Phenom 100 have set the maximum weight, based on
the amount of lift the wings can provide under the operation conditions for
which the aircraft was designed. The structural strength of the aircraft also
limits the maximum weight the aircraft can safely carry. The ideal location of
the center of gravity (CG) was very carefully determined by the designers,
and the maximum deviation allowed from this specific location has been cal-
culated.
The pilot in command of the Phenom 100 has the responsibility on every flight
to know the maximum allowable weight of the aircraft and its CG limits. This
allows the pilot to determine on the preflight inspection that the aircraft is
loaded in such a way that the CG is within the allowable limits.
Phenom 100 9-1
Weight and Balance
Weight and Balance
General
There are many factors that lead to efficient and safe operation of aircraft.
Among these vital factors is proper weight and balance control. The weight
and balance system commonly employed consists of three equally important
elements: the weighing of the aircraft, the maintaining of the weight and bal-
ance records, and the proper loading of the aircraft. An inaccuracy in any one
of these elements nullifies the purpose of the whole system. The final loading
calculations will be meaningless if either the aircraft has been improperly
weighed or the records contain an error.
The designers of the Phenom 100 have set the maximum weight, based on
the amount of lift the wings can provide under the operation conditions for
which the aircraft was designed. The structural strength of the aircraft also
limits the maximum weight the aircraft can safely carry. The ideal location of
the center of gravity (CG) was very carefully determined by the designers,
and the maximum deviation allowed from this specific location has been cal-
culated.
The pilot in command of the Phenom 100 has the responsibility on every flight
to know the maximum allowable weight of the aircraft and its CG limits. This
allows the pilot to determine on the preflight inspection that the aircraft is
loaded in such a way that the CG is within the allowable limits.
9-2 Phenom 100
Definitions
To understand weight and balance, it is necessary to be thoroughly familiar
with the terms involved. This section reviews the definitions for terms used
throughout the chapter.
Arm
The horizontal distance from the reference datum to
the center of gravity (CG) of an item.
Basic Empty
Weight
Empty weight plus engine oil, hydraulic fluid and
unusable fuel.
Basic Operat-
ing Weight
(BOW)
The empty weight of the aircraft plus the weight of the
required crew, their required charts, manuals, other
aviation equipment and other standard items such as
meals and potable water.
Balance Arm
See Arm.
Center of
Gravity (CG)
The point at which an airplane would balance if sus-
pended. Its distance from the reference datum is
determined by dividing the total moment by the total
weight of the airplane. It is the mass center of the air-
craft, or the theoretical point at which the entire weight
of the aircraft is assumed to be concentrated. It may
be expressed in percent of MAC (mean aerodynamic
cord) or in inches from the reference datum.
CG Limits
The extreme center of gravity locations within which
the aircraft must be operated at a given weight. These
limits are indicated on pertinent FAA aircraft type cer-
tificate data sheets, specifications, or weight and bal-
ance records.
CG Limits
Envelope
An enclosed area on a graph of the airplane loaded
weight and the CG location. If lines drawn from the
weight and CG cross within this envelope, the air-
plane is properly loaded.
CG Moment
Envelope
weight and loaded moment. If lines drawn from the
weight and loaded moment cross within this enve-
lope, the airplane is properly loaded.
9-2 Phenom 100
Definitions
To understand weight and balance, it is necessary to be thoroughly familiar
with the terms involved. This section reviews the definitions for terms used
throughout the chapter.
Arm
The horizontal distance from the reference datum to
the center of gravity (CG) of an item.
Basic Empty
Weight
Empty weight plus engine oil, hydraulic fluid and
unusable fuel.
Basic Operat-
ing Weight
(BOW)
The empty weight of the aircraft plus the weight of the
required crew, their required charts, manuals, other
aviation equipment and other standard items such as
meals and potable water.
Balance Arm
See Arm.
Center of
Gravity (CG)
The point at which an airplane would balance if sus-
pended. Its distance from the reference datum is
determined by dividing the total moment by the total
weight of the airplane. It is the mass center of the air-
craft, or the theoretical point at which the entire weight
of the aircraft is assumed to be concentrated. It may
be expressed in percent of MAC (mean aerodynamic
cord) or in inches from the reference datum.
CG Limits
The extreme center of gravity locations within which
the aircraft must be operated at a given weight. These
limits are indicated on pertinent FAA aircraft type cer-
tificate data sheets, specifications, or weight and bal-
ance records.
CG Limits
Envelope
weight and the CG location. If lines drawn from the
weight and CG cross within this envelope, the air-
plane is properly loaded.
CG Moment
Envelope
weight and loaded moment. If lines drawn from the
weight and loaded moment cross within this enve-
lope, the airplane is properly loaded.
Phenom 100 9-3
Weight and Balance
Chord
A straight line distance across a wing from leading
edge to trailing edge.
Empty Weight
The weight of the airframe, engines, all permanently
installed equipment, and unusable fuel. Depending
upon the part of the federal regulations under which
the aircraft was certificated, either the undrainable oil
or full reservoir of oil is included.
Landing
Weight
The takeoff weight of an aircraft less the fuel burned
and/or dumped en route.
LEMAC
Leading Edge of the Mean Aerodynamic Chord.
Longitudinal
Axis
An imaginary line through an aircraft from nose to tail,
passing through its center of gravity.
MAC
Mean Aerodynamic Chord. It is the chord of an imagi-
nary airfoil that has all of the aerodynamic character-
istics of the actual airfoil. It can also be thought of as
the chord drawn through the geographic center of the
plane area of the wing.
Maximum
Landing
Weight
Maximum weight approved for the landing touch-
down.
Maximum
Ramp Weight
Maximum weight approved for ground maneuver. It
includes weight of start, taxi, and run-up fuel.
Maximum
Takeoff
Weight
Maximum weight approved for the start of the takeoff
run.
Maximum
Zero Fuel
Weight
The maximum authorized weight of an aircraft without
fuel. This is the total weight for a particular flight less
the fuel. It includes the aircraft and everything that will
be carried on the flight except the weight of the fuel.
Moment
A force that causes or tries to cause an object to
rotate. It is indicated by the product of the weight of an
item multiplied by its arm.
Reference
Datum
An imaginary vertical plane from which all horizontal
distances are measured for balance purpose.
Phenom 100 9-3
Weight and Balance
Chord
A straight line distance across a wing from leading
edge to trailing edge.
Empty Weight
The weight of the airframe, engines, all permanently
installed equipment, and unusable fuel. Depending
upon the part of the federal regulations under which
the aircraft was certificated, either the undrainable oil
or full reservoir of oil is included.
Landing
Weight
The takeoff weight of an aircraft less the fuel burned
and/or dumped en route.
LEMAC
Leading Edge of the Mean Aerodynamic Chord.
Longitudinal
Axis
An imaginary line through an aircraft from nose to tail,
passing through its center of gravity.
MAC
Mean Aerodynamic Chord. It is the chord of an imagi-
nary airfoil that has all of the aerodynamic character-
istics of the actual airfoil. It can also be thought of as
the chord drawn through the geographic center of the
plane area of the wing.
Maximum
Landing
Weight
Maximum weight approved for the landing touch-
down.
Maximum
Ramp Weight
Maximum weight approved for ground maneuver. It
includes weight of start, taxi, and run-up fuel.
Maximum
Takeoff
Weight
Maximum weight approved for the start of the takeoff
run.
Maximum
Zero Fuel
Weight
The maximum authorized weight of an aircraft without
fuel. This is the total weight for a particular flight less
the fuel. It includes the aircraft and everything that will
be carried on the flight except the weight of the fuel.
Moment
A force that causes or tries to cause an object to
rotate. It is indicated by the product of the weight of an
item multiplied by its arm.
Reference
Datum
An imaginary vertical plane from which all horizontal
distances are measured for balance purpose.
9-4 Phenom 100
August 2010 Rev. 1 Developed for Training Purposes
Balance Reference System
Balance Arms / Body Station
Longitudinal location of the CG identified throughout this manual regarding
airplane and components will be referred to as Balance Arms. Balance Arms
are the distance in inches from Airplane Datum, which is located at the zero
station of the fuselage.
Balance Arms (BA) are equivalent to Body Station (BS) on the PHENOM 100.
Airplane Datum
The Airplane Datum is a plane, perpendicular to the fuselage centerline. The
location of the Datum can be determined by measuring the distance from the
wing jacking points to the centerline of the Phenom 100 (107.56" / 2.732 M)
and then measuring from that point forward 255.08" inches / 6.479 M.
Station
A location along the airplane fuselage usually given in
terms of distance from the reference datum.
Takeoff
Weight
The weight of an aircraft just before beginning the
takeoff roll. It is the ramp weight less the weight of the
fuel burned during start and taxi.
Undrainable
Oil
Oil that does not drain from an engine lubricating sys-
tem when the aircraft is in the normal ground attitude
and the drain valve is left open.
Unusable Fuel
Fuel remaining in the aircraft that is inaccessible for
engine combustion.
Usable Fuel
Fuel available for flight planning.
Useful Load
Difference between takeoff weight, or ramp weight if
applicable, and basic empty weight.
Zero Fuel
Weight
The weight of an aircraft without fuel.
9-4 Phenom 100
Balance Reference System
Balance Arms / Body Station
Longitudinal location of the CG identified throughout this manual regarding
airplane and components will be referred to as Balance Arms. Balance Arms
are the distance in inches from Airplane Datum, which is located at the zero
station of the fuselage.
Balance Arms (BA) are equivalent to Body Station (BS) on the PHENOM 100.
Airplane Datum
The Airplane Datum is a plane, perpendicular to the fuselage centerline. The
location of the Datum can be determined by measuring the distance from the
wing jacking points to the centerline of the Phenom 100 (107.56" / 2.732 M)
and then measuring from that point forward 255.08" inches / 6.479 M.
Station
A location along the airplane fuselage usually given in
terms of distance from the reference datum.
Takeoff
Weight
The weight of an aircraft just before beginning the
takeoff roll. It is the ramp weight less the weight of the
fuel burned during start and taxi.
Undrainable
Oil
Oil that does not drain from an engine lubricating sys-
tem when the aircraft is in the normal ground attitude
and the drain valve is left open.
Unusable Fuel
Fuel remaining in the aircraft that is inaccessible for
engine combustion.
Usable Fuel
Fuel available for flight planning.
Useful Load
Difference between takeoff weight, or ramp weight if
applicable, and basic empty weight.
Zero Fuel
Weight
The weight of an aircraft without fuel.
Phenom 100 9-5
Developed for Training Purposes Rev.1 August 2010
Weight and Balance
Jacking Points
Wing Mean Aerodynamic Chord (Mac)
The Phenom 100 is primarily concerned with the location of the CG relative to
the datum and the average chord of the wing. Because the physical chord of
a wing does not have a strictly rectangular plan form it is difficult to measure.
Wings, such as tapered wings, express the allowable CG range in a percent-
age of mean aerodynamic chord (MAC). MAC is the chord of an imaginary
airfoil that has all of the aerodynamic characteristics of the actual airfoil. It can
also be thought of as the chord drawn through the geographic center of the
plan area of the wing.
CENTER LINE
DATUM
WING JACK POINTS
255.08 Inches
107.56 Inches

6.479 M
2.732 M
Phenom 100 9-5
Weight and Balance
Jacking Points
Wing Mean Aerodynamic Chord (Mac)
The Phenom 100 is primarily concerned with the location of the CG relative to
the datum and the average chord of the wing. Because the physical chord of
a wing does not have a strictly rectangular plan form it is difficult to measure.
Wings, such as tapered wings, express the allowable CG range in a percent-
age of mean aerodynamic chord (MAC). MAC is the chord of an imaginary
airfoil that has all of the aerodynamic characteristics of the actual airfoil. It can
also be thought of as the chord drawn through the geographic center of the
plan area of the wing.
CENTER LINE
DATUM
WING JACK POINTS
255.08 Inches
107.56 Inches

6.479 M
2.732 M
9-6 Phenom 100
Mean Aerodynamic Chord
The relative positions of the CG and the aerodynamic center of lift of the wing
have critical effects on the flight characteristics of the aircraft.
Consequently, relating the CG location to the chord of the wing is convenient
from a design and operations standpoint. Normally, the Phenom 100 will have
acceptable flight characteristics if the CG is located somewhere between 21
and 37 percent average chord point but will vary by weight and loading. Such
loading will place the CG forward of the aerodynamic neutral or center point
allowing the aircraft to remain stable in flight.
In order to relate the percent MAC to the datum, all weight and balance infor-
mation includes two items:
The length of MAC in inches
The location of the leading edge of MAC (LEMAC) in inches from the
datum.
The length of the MAC for the Phenom 100 is 64.57" inches / 1.640 M
long and the LEMAC is located 209.64 inches / 5.325 M aft of the Datum line.
ROOT
CHORD
ROOT
CHORD
ROOT
CHORD
TIP CHORD
TIP CHORD
TIP CHORD
FUSELAGE
CENTERLINE
MEAN AERODYNAMIC
CHORD
Neutral Point
9-6 Phenom 100
Mean Aerodynamic Chord
The relative positions of the CG and the aerodynamic center of lift of the wing
have critical effects on the flight characteristics of the aircraft.
Consequently, relating the CG location to the chord of the wing is convenient
from a design and operations standpoint. Normally, the Phenom 100 will have
acceptable flight characteristics if the CG is located somewhere between 21
and 37 percent average chord point but will vary by weight and loading. Such
loading will place the CG forward of the aerodynamic neutral or center point
allowing the aircraft to remain stable in flight.
In order to relate the percent MAC to the datum, all weight and balance infor-
mation includes two items:
The length of MAC in inches
The location of the leading edge of MAC (LEMAC) in inches from the
datum.
The length of the MAC for the Phenom 100 is 64.57" inches / 1.640 M
long and the LEMAC is located 209.64 inches / 5.325 M aft of the Datum line.
ROOT
CHORD
ROOT
CHORD
ROOT
CHORD
TIP CHORD
TIP CHORD
TIP CHORD
FUSELAGE
CENTERLINE
MEAN AERODYNAMIC
CHORD
Neutral Point
Phenom 100 9-7
Weight and Balance
The MAC can be computed by the following formula:
Configuration Checklist / Equipment List
The balance arms are shown in the applicable interior arrangement. Herein,
the Standard Configuration is presented as an illustrative example, including
the plan view and the Balance Arms.
For other interior configuration options, the respective Balance Arms are sup-
plied together with the Airplane Weighing Form, inserted in the FINAL
INSPECTION REPORT, by the time of the airplanes delivery.
Note: B.A. is the computed CG based on the distance from the Datum line.
%MAC
B.A. 209.64 x100
64.57
------------------------------------------------------ =
DATUM
CENTER OF
GRAVITY
TRAILING EDGE MEAN
AERODYNAMIC CHORD
(TMAC)
LEADING EDGE MEAN
AERODYNAMIC CHORD
(LEMAC)
MEAN
AERODYNAMIC
CHORD
%MAC
B.A. 5.325 x100
1.640
------------------------------------------------------ =
Phenom 100 9-7
Weight and Balance
The MAC can be computed by the following formula:
Configuration Checklist / Equipment List
The balance arms are shown in the applicable interior arrangement. Herein,
the Standard Configuration is presented as an illustrative example, including
the plan view and the Balance Arms.
For other interior configuration options, the respective Balance Arms are sup-
plied together with the Airplane Weighing Form, inserted in the FINAL
INSPECTION REPORT, by the time of the airplanes delivery.
Note: B.A. is the computed CG based on the distance from the Datum line.
%MAC
B.A. 209.64 x100
64.57
------------------------------------------------------ =
DATUM
CENTER OF
GRAVITY
TRAILING EDGE MEAN
AERODYNAMIC CHORD
(TMAC)
LEADING EDGE MEAN
AERODYNAMIC CHORD
(LEMAC)
MEAN
AERODYNAMIC
CHORD
%MAC
B.A. 5.325 x100
1.640
------------------------------------------------------ =
9-8 Phenom 100
Standard Configuration Crew And Passengers
Standard Configuration Baggage Compartments
Fuel Data
Fuel Quantities
The values specified above have been determined for an adopted fuel den-
sity of 6.701 lb/US Gal.
Fuel Distribution Table
BALANCE ARM (inches)
Pilot &
Copilot
Passengers
1 & 2
Passengers
3 & 4
Lavatory
108.90 176.97 214.68 249.76
FWD
Baggage
Compartment
AFT
Baggage
Compartment
Wardrobe
Lavatory
Cabinet
45.47 314.29 143.46 249.76
Fuel Category
Volume
(US Gal)
Weight (lb)
CG Balance
Arm (in)
UNUSABLE 6.6 44.2 228.98
UNDRAINABLE 0.8 5.3 229.29
USABLE 418.7 2806 230.93
FUEL DISTRIBUTION ON THE LEFT AND
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
50 228.65
100 228.23
150 227.83
200 227.46
250 227.05
9-8 Phenom 100
Fuel Data
Fuel Quantities
The values specified above have been determined for an adopted fuel den-
sity of 6.701 lb/US Gal.
Fuel Distribution Table
Pilot &
Copilot
Passengers
1 & 2
Passengers
3 & 4
Lavatory
108.90 176.97 214.68 249.76
FWD
Baggage
Compartment
AFT
Baggage
Compartment
Wardrobe
Lavatory
Cabinet
45.47 314.29 143.46 249.76
Fuel Category
Volume
(US Gal)
Weight (lb)
CG Balance
Arm (in)
UNUSABLE 6.6 44.2 228.98
UNDRAINABLE 0.8 5.3 229.29
USABLE 418.7 2806 230.93
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
50 228.65
100 228.23
150 227.83
200 227.46
250 227.05
Phenom 100 9-9
Weight and Balance
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
300 226.74
350 226.44
400 226.16
450 226.00
500 225.86
550 225.75
600 225.73
650 225.70
700 225.73
750 225.75
800 225.82
850 225.90
900 225.95
950 226.02
1000 226.12
1050 226.20
1100 226.31
1150 226.37
1200 226.44
1250 226.52
1300 226.60
1350 226.70
1400 226.77
1450 226.88
1500 226.97
1550 227.05
1600 227.16
1650 227.27
Phenom 100 9-9
Weight and Balance
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
300 226.74
350 226.44
400 226.16
450 226.00
500 225.86
550 225.75
600 225.73
650 225.70
700 225.73
750 225.75
800 225.82
850 225.90
900 225.95
950 226.02
1000 226.12
1050 226.20
1100 226.31
1150 226.37
1200 226.44
1250 226.52
1300 226.60
1350 226.70
1400 226.77
1450 226.88
1500 226.97
1550 227.05
1600 227.16
1650 227.27
9-10 Phenom 100
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
1700 227.40
1750 227.50
1800 227.64
1850 227.76
1900 227.92
1950 228.06
2000 228.22
2050 228.39
2100 228.54
2150 228.71
2200 228.88
2250 229.06
2300 229.22
2350 229.38
2400 229.56
2450 229.73
2500 229.89
2550 230.07
2600 230.23
2650 230.40
2700 230.57
2750 230.73
2800 230.91
2806 230.93
9-10 Phenom 100
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
1700 227.40
1750 227.50
1800 227.64
1850 227.76
1900 227.92
1950 228.06
2000 228.22
2050 228.39
2100 228.54
2150 228.71
2200 228.88
2250 229.06
2300 229.22
2350 229.38
2400 229.56
2450 229.73
2500 229.89
2550 230.07
2600 230.23
2650 230.40
2700 230.57
2750 230.73
2800 230.91
2806 230.93
Phenom 100 9-11
Weight and Balance
Miscellaneous Fluids
Weighing and Balance Computation
The BEW (Basic Empty Weight) is the weight of the empty aircraft in its deliv-
ered configuration plus the weight of the fluids (engine oil, hydraulic fluid, and
unusable fuel). The BEW and its respective balance arm are obtained from
the airplane weighting record.
In order to determine the loaded airplane weight and CG arm, it is necessary
to add the BEW and weight of all loaded crew, passengers and cargo. The
total moment of each loaded item is added separately and then divided by the
total weight which gives the final CG arm. The CG arm must be converted
into %MAC. The computed CG in % MAC must be checked against the
Weight/CG envelope limits to verify the aircraft will operate within established
parameters.
Baggage Loading
Baggage Weight and Location
The baggage weight limits, location and the respective balance arm may be
obtained from the applicable interior arrangement. The data shown enclosed
are applicable to the airplanes Standard Configuration. For other interior con-
figuration options, the weight limits, location and the respective balance arm
are supplied together with the Airplane Weighing Form, inserted in the
FINAL INSPECTION REPORT.
Baggage Compartment
The baggage should be evenly distributed in each compartment to avoid load
concentration. Baggage / cargo must not become a hazard to the airplane
structure or systems as a result of shifting under operational loads. Therefore
sharp edge volumes and/or dense cargo (objects significantly more dense
than typical passenger baggage) must be arranged with adjacent soft vol-
Fluid Weight (lb)
Balance Arm
(inches)
ENGINE OIL (1) 17.6 302.52
HYDRAULIC (2) 3.1 34.17
WASTE TANK FLUID 7.7 249.17
Note 1: Adopted engine oil Density (ref. MIL-L-7808): 8.34 lbs/gal
Note 2: Adopted hydraulic fluid density (ref. SAE AS 1241A TYPE IV):
7.09 lbs/gal
Phenom 100 9-11
Weight and Balance
Miscellaneous Fluids
Weighing and Balance Computation
ered configuration plus the weight of the fluids (engine oil, hydraulic fluid, and
unusable fuel). The BEW and its respective balance arm are obtained from
the airplane weighting record.
In order to determine the loaded airplane weight and CG arm, it is necessary
to add the BEW and weight of all loaded crew, passengers and cargo. The
total moment of each loaded item is added separately and then divided by the
total weight which gives the final CG arm. The CG arm must be converted
into %MAC. The computed CG in % MAC must be checked against the
Weight/CG envelope limits to verify the aircraft will operate within established
parameters.
Baggage Loading
Baggage Weight and Location
The baggage weight limits, location and the respective balance arm may be
obtained from the applicable interior arrangement. The data shown enclosed
are applicable to the airplanes Standard Configuration. For other interior con-
figuration options, the weight limits, location and the respective balance arm
are supplied together with the Airplane Weighing Form, inserted in the
FINAL INSPECTION REPORT.
Baggage Compartment
The baggage should be evenly distributed in each compartment to avoid load
concentration. Baggage / cargo must not become a hazard to the airplane
structure or systems as a result of shifting under operational loads. Therefore
sharp edge volumes and/or dense cargo (objects significantly more dense
than typical passenger baggage) must be arranged with adjacent soft vol-
Fluid Weight (lb)
Balance Arm
(inches)
ENGINE OIL (1) 17.6 302.52
HYDRAULIC (2) 3.1 34.17
WASTE TANK FLUID 7.7 249.17
Note 1: Adopted engine oil Density (ref. MIL-L-7808): 8.34 lbs/gal
Note 2: Adopted hydraulic fluid density (ref. SAE AS 1241A TYPE IV):
7.09 lbs/gal
9-12 Phenom 100
umes or protections thus preventing aircraft damage in case of baggage/
cargo shifting due to operational loads. In the aft baggage compartment, bag-
gage must be secured with cargo net after loading.
Computing Takeoff Center of Gravity
ered configuration plus the weight of fluids (engine oil and hydraulic fluid ser-
viced full, and the unusable fuel). The BEW and its respective balance arm
are obtained from the airplane weighing record.
Step 1:
By using the Phenom 100 loading form and balance arm loading charts, the
pilot can determine if the aircraft is properly loaded and within CG before
takeoff or arrival. The pilot must begin by entering the aircraft basic empty
weight and moment in the top line of the form. The BEW and moment can be
found in the Weight and Balance section of the AFM.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pilot and Copilot
Pax 1 and 2
Pax 3 and 4
Fuel
Aft baggage
Wardrobe
Lavatory Cabinet
Airplane Weight & CG
9-12 Phenom 100
umes or protections thus preventing aircraft damage in case of baggage/
cargo shifting due to operational loads. In the aft baggage compartment, bag-
gage must be secured with cargo net after loading.
Computing Takeoff Center of Gravity
ered configuration plus the weight of fluids (engine oil and hydraulic fluid ser-
viced full, and the unusable fuel). The BEW and its respective balance arm
are obtained from the airplane weighing record.
Step 1:
By using the Phenom 100 loading form and balance arm loading charts, the
pilot can determine if the aircraft is properly loaded and within CG before
takeoff or arrival. The pilot must begin by entering the aircraft basic empty
weight and moment in the top line of the form. The BEW and moment can be
found in the Weight and Balance section of the AFM.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pilot and Copilot
Pax 1 and 2
Pax 3 and 4
Fuel
Aft baggage
Wardrobe
Lavatory Cabinet
Phenom 100 9-13
Weight and Balance
Step 2:
Determine the weight in pounds of the flight crew (pilot and copilot) and enter
the data on the Phenom 100 loading form. For this example the flight crew
weight will be 384.00 lbs. To determine the balance arm, the pilot must use
the associated arm indicated on the balance arm chart for crew and passen-
gers. The balance arm for this exercise is 108.90.
Pilot &
Copilot
Passengers
1 & 2
Passengers
3 & 4
Lavatory
108.90 176.97 214.68 249.76
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pilot and Copilot 384 108.9
Pax 1 and 2
Pax 3 and 4
Fuel
Aft baggage
Wardrobe
Lavatory Cabinet
Phenom 100 9-13
Weight and Balance
Step 2:
Determine the weight in pounds of the flight crew (pilot and copilot) and enter
the data on the Phenom 100 loading form. For this example the flight crew
weight will be 384.00 lbs. To determine the balance arm, the pilot must use
the associated arm indicated on the balance arm chart for crew and passen-
gers. The balance arm for this exercise is 108.90.
Pilot &
Copilot
Passengers
1 & 2
Passengers
3 & 4
Lavatory
108.90 176.97 214.68 249.76
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2
Pax 3 and 4
Fuel
Aft baggage
Wardrobe
Lavatory Cabinet
9-14 Phenom 100
Step 3:
Determine the weight in pounds of the passengers sitting in seats 1 and 2 and
enter the data on the Phenom 100 loading form. For this example the passen-
ger weight at seats 1 and 2 total 362 lbs. To determine the balance arm, the
pilot must use the associated arm indicated on the balance arm chart for crew
and passengers. The balance arm for this exercise is 176.97.
Standard Configuration Crew And Passenger
Pilot &
Copilot
Passengers
1 & 2
Passengers
3 & 4
Lavatory
108.90 176.97 214.68 249.76
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97
Pax 3 and 4
Fuel
Aft baggage
Wardrobe
Lavatory Cabinet
9-14 Phenom 100
Step 3:
Determine the weight in pounds of the passengers sitting in seats 1 and 2 and
enter the data on the Phenom 100 loading form. For this example the passen-
ger weight at seats 1 and 2 total 362 lbs. To determine the balance arm, the
pilot must use the associated arm indicated on the balance arm chart for crew
and passengers. The balance arm for this exercise is 176.97.
Standard Configuration Crew And Passenger
Pilot &
Copilot
Passengers
1 & 2
Passengers
3 & 4
Lavatory
108.90 176.97 214.68 249.76
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97
Pax 3 and 4
Fuel
Aft baggage
Wardrobe
Lavatory Cabinet
Phenom 100 9-15
Weight and Balance
Step 4:
Determine the weight in pounds of the fuel and enter the data on the Phenom
100 loading form. For this example the fuel weight will total 1450 lbs. To
determine the balance arm, the pilot must use the associated arm indicated
on the balance arm chart for fuel as a function of gallons. The balance arm for
this exercise is 226.88.
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
1300 226.60
1350 226.70
1400 226.77
1450 226.88
1500 226.97
1550 227.05
1600 227.16
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97
Pax 3 and 4
Fuel 1450 226.88
Aft baggage
Wardrobe
Lavatory Cabinet
Phenom 100 9-15
Weight and Balance
Step 4:
Determine the weight in pounds of the fuel and enter the data on the Phenom
100 loading form. For this example the fuel weight will total 1450 lbs. To
determine the balance arm, the pilot must use the associated arm indicated
on the balance arm chart for fuel as a function of gallons. The balance arm for
this exercise is 226.88.
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
1300 226.60
1350 226.70
1400 226.77
1450 226.88
1500 226.97
1550 227.05
1600 227.16
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97
Pax 3 and 4
Fuel 1450 226.88
Aft baggage
Wardrobe
Lavatory Cabinet
9-16 Phenom 100
Step 5:
Determine the weight in pounds of the aft baggage and enter the data on the
Phenom 100 loading form. For this example the baggage weight will total 187
lbs. To determine the balance arm, the pilot must use the associated arm indi-
cated on the balance arm chart for baggage compartments. The balance arm
for this exercise is 314.29.
FWD
Baggage
Compartment
AFT
Baggage
Compartment
Wardrobe
Lavatory
Cabinet
45.47 314.29 143.46 249.76
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97
Pax 3 and 4
Fuel 1450 226.88
Aft baggage 187 314.29
Wardrobe
Lavatory Cabinet
9-16 Phenom 100
Step 5:
Determine the weight in pounds of the aft baggage and enter the data on the
Phenom 100 loading form. For this example the baggage weight will total 187
lbs. To determine the balance arm, the pilot must use the associated arm indi-
cated on the balance arm chart for baggage compartments. The balance arm
for this exercise is 314.29.
FWD
Baggage
Compartment
AFT
Baggage
Compartment
Wardrobe
Lavatory
Cabinet
45.47 314.29 143.46 249.76
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97
Pax 3 and 4
Fuel 1450 226.88
Aft baggage 187 314.29
Wardrobe
Lavatory Cabinet
Phenom 100 9-17
Weight and Balance
Step 6:
Determine the moment of each entry by multiplying the balance arm by the
associated weight. As each moment is computed, enter the number into the
Phenom 100 loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pilot and Copilot 384 108.9 41817.6
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 1450 226.88 328976
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Phenom 100 9-17
Weight and Balance
Step 6:
Determine the moment of each entry by multiplying the balance arm by the
associated weight. As each moment is computed, enter the number into the
Phenom 100 loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 1450 226.88 328976
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
9-18 Phenom 100
Step 7:
Determine the total weight and total moment by adding up each column sepa-
rately. As each sum is computed, enter the number into the Phenom 100
loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 1450 226.88 328976
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Airplane Weight & CG 9270 2114208.9
9-18 Phenom 100
Step 7:
Determine the total weight and total moment by adding up each column sepa-
rately. As each sum is computed, enter the number into the Phenom 100
loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 1450 226.88 328976
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Phenom 100 9-19
Weight and Balance
Step 8:
Compute the new aircraft balance arm by dividing the total moment by the
total weight (Balance Arm = Moment/Weight). For this example, the new bal-
ance arm will be 228.07 inches aft of the datum plane (2114208.9/
9270=228.70). Enter the new balance arm into the Phenom 100 loading form.
Step 9:
Compute the CG location in relation to MAC by applying the following for-
mula:
CG as %MAC=[(Balance Arm-209.64)/64.57] x 100

For this example:
CG % MAC = [(228.07-209.64)/64.57] x 100 = 28.54

Step 10:
Use the Center of Gravity Envelope to determine whether the calculated take-
off weight and moment are within acceptable limits. Begin by finding the com-
puted %MAC at the bottom of the envelope. Continue vertically from that
point to intersect the computed takeoff weight. If the intersection occurs within
the envelope, the aircraft is within takeoff limits. For this example, a
28.54%MAC and takeoff weight of 9270 lbs shows the aircraft is properly
loaded for takeoff as it falls within the range of the loading envelope.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 1450 226.88 328976
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Airplane Weight & CG 9270 228.07 2114208.9
Phenom 100 9-19
Weight and Balance
Step 8:
total weight (Balance Arm = Moment/Weight). For this example, the new bal-
ance arm will be 228.07 inches aft of the datum plane (2114208.9/
9270=228.70). Enter the new balance arm into the Phenom 100 loading form.
Step 9:
Compute the CG location in relation to MAC by applying the following for-
mula:
CG as %MAC=[(Balance Arm-209.64)/64.57] x 100

For this example:
CG % MAC = [(228.07-209.64)/64.57] x 100 = 28.54

Step 10:
the envelope, the aircraft is within takeoff limits. For this example, a
28.54%MAC and takeoff weight of 9270 lbs shows the aircraft is properly
loaded for takeoff as it falls within the range of the loading envelope.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 1450 226.88 328976
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
9-20 Phenom 100
Computing Landing Center of Gravity
To determine if the aircraft will be properly loaded during landing the pilot
must determine the landing CG in %MAC. The most efficient method for com-
puting CG would be to incorporate the data used to determine the takeoff CG.
The only element that should have changed during the flight would be the
weight of the fuel.
6200
6600
7000
7400
7800
8200
8600
9000
9400
9800
10200
10600
11000
10 20 30 40 50
INFLIGHT LIMITS (FLAPS AND GEAR UP)
TAKEOFF AND LANDING LIMITS
W
E
I
G
H
T

-

l
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CG POSITION - %MAC
23.5%
7099 lb
35.5
10472 lb
36.9%
6614 lb
21.5%
7540 lb
9766 lb
38.5%
21.5%
19.5%
8885 lb 8885 lb
9270
28.54
9-20 Phenom 100
Computing Landing Center of Gravity
To determine if the aircraft will be properly loaded during landing the pilot
must determine the landing CG in %MAC. The most efficient method for com-
puting CG would be to incorporate the data used to determine the takeoff CG.
The only element that should have changed during the flight would be the
weight of the fuel.
6200
6600
7000
7400
7800
8200
8600
9000
9400
9800
10200
10600
11000
10 20 30 40 50
W
E
I
G
H
T

-

l
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CG POSITION - %MAC
23.5%
7099 lb
35.5
10472 lb
36.9%
6614 lb
21.5%
7540 lb
9766 lb
38.5%
21.5%
19.5%
8885 lb 8885 lb
9270
28.54
Phenom 100 9-21
Weight and Balance
Step One:
In the previous example, the fuel loaded on the airplane was 1450lbs. For this
particular example the estimated fuel consumption is going to be 700 lbs.
That means the weight of the fuel remaining at touchdown will be 750 lbs
(1450 lbs - 700 lbs= 750 lbs.) Enter this new fuel weight and moment into the
weight and balance loading form.
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
600 225.73
650 225.70
700 225.73
750 225.75
800 225.82
850 225.90
900 225.95
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Phenom 100 9-21
Weight and Balance
Step One:
In the previous example, the fuel loaded on the airplane was 1450lbs. For this
particular example the estimated fuel consumption is going to be 700 lbs.
That means the weight of the fuel remaining at touchdown will be 750 lbs
(1450 lbs - 700 lbs= 750 lbs.) Enter this new fuel weight and moment into the
weight and balance loading form.
RIGHT WING TANKS
Weight (Pounds)
CG Balance Arm
(Inches)
600 225.73
650 225.70
700 225.73
750 225.75
800 225.82
850 225.90
900 225.95
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
9-22 Phenom 100
Step Two:
Determine the moment of the fuel by multiplying the fuel arm by the fuel
weight (750 x 225.809= 162582.48). When the moment is computed, enter
the number into the Phenom 100 loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75 169312.5
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
9-22 Phenom 100
Step Two:
Determine the moment of the fuel by multiplying the fuel arm by the fuel
weight (750 x 225.809= 162582.48). When the moment is computed, enter
the number into the Phenom 100 loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75 169312.5
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Phenom 100 9-23
Weight and Balance
Step Three:
Determine the new total weight and total moment by adding up each column
separately. As each sum is computed, enter the number into the Phenom 100
loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75 169312.5
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Phenom 100 9-23
Weight and Balance
Step Three:
Determine the new total weight and total moment by adding up each column
separately. As each sum is computed, enter the number into the Phenom 100
loading form.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 1620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75 169312.5
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
9-24 Phenom 100
Step Four:
total weight (Balance Arm=Moment/Weight). For this example, the new bal-
ance arm will be 228.06 inches aft of the datum plane (1954545.4 / 8570 =
228.06). Enter the new balance arm into the Phenom 100 loading form.
Step Five:
Compute the new CG location in relation to %MAC by applying the following
formula:
CG as %MAC=[(Balance Arm - 209.64)/64.57] x 100

For this example:
CG%MAC = [(228.06 - 209.64)/64.57] x 100= 28.52

Step Six:
the envelope, the aircraft is within takeoff limits. For this example a
28.52%MAC and a landing weight of 8570 lbs shows the aircraft is properly
loaded for landing as it falls with the range of the loading envelope.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 11620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75 169312.5
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
9-24 Phenom 100
Step Four:
total weight (Balance Arm=Moment/Weight). For this example, the new bal-
ance arm will be 228.06 inches aft of the datum plane (1954545.4 / 8570 =
228.06). Enter the new balance arm into the Phenom 100 loading form.
Step Five:
Compute the new CG location in relation to %MAC by applying the following
formula:
CG as %MAC=[(Balance Arm - 209.64)/64.57] x 100

For this example:
CG%MAC = [(228.06 - 209.64)/64.57] x 100= 28.52

Step Six:
the envelope, the aircraft is within takeoff limits. For this example a
28.52%MAC and a landing weight of 8570 lbs shows the aircraft is properly
loaded for landing as it falls with the range of the loading envelope.
Item
Weight
(lbs)
Arm
(Inches)
Moment
(lb.in)
BEW 6887 235.31 11620580
Forward Baggage
Pax 1 and 2 362 176.97 64063.14
Pax 3 and 4
Fuel 750 225.75 169312.5
Aft baggage 187 314.29 58772.23
Wardrobe
Lavatory Cabinet
Phenom 100 9-25
Weight and Balance
6200
6600
7000
7400
7800
8200
8600
9000
9400
9800
10200
10600
11000
10 20 30 40 50
W
E
I
G
H
T

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l
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CG POSITION - %MAC
23.5%
7099 lb
35.5
10472 lb
36.9%
6614 lb
21.5%
7540 lb
9766 lb
38.5%
21.5%
19.5%
8885 lb 8885 lb
8570
28.52
Phenom 100 9-25
Weight and Balance
6200
6600
7000
7400
7800
8200
8600
9000
9400
9800
10200
10600
11000
10 20 30 40 50
W
E
I
G
H
T

-

l
b
CG POSITION - %MAC
23.5%
7099 lb
35.5
10472 lb
36.9%
6614 lb
21.5%
7540 lb
9766 lb
38.5%
21.5%
19.5%
8885 lb 8885 lb
8570
28.52
9-26 Phenom 100
Limitations
Weight
To comply with the performance and operating limitations regulations, the
maximum allowable takeoff and landing operational weights may be equal to,
but not greater than design limits.
Maximum takeoff weight as calculated using the approved CAFM soft-


requirements.

tude and temperature, and calculated using the approved CAFM software.
Loading
the Weight and Balance Section of the Airplane Flight Manual.
Baggage Capacities
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg)
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 lb (15 kg)
Aft Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353 lb (160 kg)
FWD Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg)

MAX Ramp Weight (MRW) 10516 lb
MAX Takeoff Weight (MTOW) 10472 lb
MAX Landing Weight (MLW) 9766 lb
MAX Zero Fuel Weight (MZFW) 8444 lb
9-26 Phenom 100
Limitations
Weight
To comply with the performance and operating limitations regulations, the
maximum allowable takeoff and landing operational weights may be equal to,
but not greater than design limits.
Maximum takeoff weight as calculated using the approved CAFM soft-


requirements.

tude and temperature, and calculated using the approved CAFM software.
Loading
the Weight and Balance Section of the Airplane Flight Manual.
Baggage Capacities
Wardrobe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg)
Lavatory Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 lb (15 kg)
Aft Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 353 lb (160 kg)
FWD Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 lb (30 kg)

MAX Ramp Weight (MRW) 10516 lb
MAX Takeoff Weight (MTOW) 10472 lb
MAX Landing Weight (MLW) 9766 lb
MAX Zero Fuel Weight (MZFW) 8444 lb
Phenom 100 10-1
Developed for Training Purposes Rev. 3 Mar 2011
Air Conditioning
Air Conditioning
General
The air conditioning system supplies airflow to the cockpit and passenger
cabin for ventilation and cabin pressurization. The AC system controls the
temperature of the cockpit and cabin air.
Cooling - Air Conditioning / Pressurization Panel
Vapor Cycle System
The Vapour Cycle System (VCS) is operated automatically by the Environmental
Control System (ECS) temperature controller to provde additional cooling of the
air in the cabin and cockpit when required. The VCS compressor is powered
from the SCHED bus.

In flight, both generators are required to operate the system.

During ground operations, either a GPU or both generators are required to run
the system at full efficiency. With only one generators available, the system will
operate, but at a reduced efficiency.
PRESSURIZATION AIR CONDITIONING
MODE BLEED CKPT FAN CABIN FAN MODE
BOTH
1 2
AUTO
MAN OFF
VENT
AUTO
OFF
MAN
HI
LO
MED
CKPT TEMP CABIN TEMP TEMP DUMP CABIN ALT
UP
DN
H
C
C H C H
CABIN
Phenom 100 10-1
Air Conditioning
Air Conditioning
General
Vapor Cycle System
The Vapour Cycle System (VCS) is operated automatically by the Environmental
Control System (ECS) temperature controller to provde additional cooling of the
air in the cabin and cockpit when required. The VCS compressor is powered
from the SCHED bus.

In flight, both generators are required to operate the system.

During ground operations, either a GPU or both generators are required to run
the system at full efficiency. With only one generators available, the system will
operate, but at a reduced efficiency.
BOTH
1 2
AUTO
MAN OFF
VENT
AUTO
OFF
MAN
HI
LO
MED
UP
DN
H
C
C H C H
CABIN
Phenom 100 10-1
Air Conditioning
General
Vapor Cycle System
The Vapor Cycle System (VCS) is divided into two zones: cabin and cockpit.
The heat load of these two zones is transferred to the refrigerant by the cabin
and cockpit evaporators. The heat absorbed by the refrigerant is dissipated
by condenser in the condenser/heat exchanger pack.
BOTH
1 2
AUTO
MAN OFF
VENT
AUTO
OFF
MAN
HI
LO
MED
UP
DN
H
C
C H C H
CABIN
Air Conditioning
Air Conditioning
10-2 Phenom 100
AC Distribution
10-2 Phenom 100
AC Distribution
Phenom 100 10-3
Air Conditioning
Vapor Cycle System
The system has five primary components that perform a vapor cycle in the
system:
Condenser / Heat Exchanger Pack
Expansion Valve
Cabin and Cockpit Evaporators
Compressor Module
The heat load generated in the cabin and cockpit is transferred to the refriger-
ant by means of the evaporators. The compressor module pumps the refriger-
ant to the condenser/heat exchanger pack where the energy contained in the
fluid is dissipated through an indirect heat transfer with ram air. The fluid then
passes through the evaporator mounted expansion valves where it is vapor-
ized, looses energy, and is directed to the evaporators, thus closing the cycle.
The GCF (Ground Cooling Fan) provides airflow across the air-to-air heat
exchanger and the air conditioning system condenser coil during ground
operation.
The VCS is operated automatically by the ECS (Environmental Control Sys-
tem) controller.
COCKPIT
EVAPORATOR
CABIN
EVAPORATOR
HEAT
EXCHANGE/CONDENSER
PACK
COMPRESSOR DRIVE
MODULE
COCKPIT
ZONE
CABIN
ZONE
Phenom 100 10-3
Air Conditioning
Vapor Cycle System
The system has five primary components that perform a vapor cycle in the
system:
Expansion Valve
Compressor Module
The heat load generated in the cabin and cockpit is transferred to the refriger-
ant by means of the evaporators. The compressor module pumps the refriger-
ant to the condenser/heat exchanger pack where the energy contained in the
fluid is dissipated through an indirect heat transfer with ram air. The fluid then
passes through the evaporator mounted expansion valves where it is vapor-
ized, looses energy, and is directed to the evaporators, thus closing the cycle.
The GCF (Ground Cooling Fan) provides airflow across the air-to-air heat
exchanger and the air conditioning system condenser coil during ground
operation.
The VCS is operated automatically by the ECS (Environmental Control Sys-
tem) controller.
COCKPIT
EVAPORATOR
CABIN
EVAPORATOR
HEAT
EXCHANGE/CONDENSER
PACK
COMPRESSOR DRIVE
MODULE
COCKPIT
ZONE
CABIN
ZONE
10-4 Phenom 100
Vapor Cycle System - Schematic
The condenser / heat exchanger pack utilizes ram air to purge the heat from
the VCS in the condenser as well as the excess heat from the engine bleed
air-to-air heat exchanger. The ram air flows through the condenser coil first
and absorbs the heat absorbed in the evaporators, then flows through the air-
to-air heat exchanger and absorbs the excess heat of the engine air bleed.
The air to air heat exchanger has two independent circuits that can be con-
trolled separately, the left for cockpit and the right for cabin.
10-4 Phenom 100
Vapor Cycle System - Schematic
The condenser / heat exchanger pack utilizes ram air to purge the heat from
the VCS in the condenser as well as the excess heat from the engine bleed
air-to-air heat exchanger. The ram air flows through the condenser coil first
and absorbs the heat absorbed in the evaporators, then flows through the air-
to-air heat exchanger and absorbs the excess heat of the engine air bleed.
The air to air heat exchanger has two independent circuits that can be con-
trolled separately, the left for cockpit and the right for cabin.
Phenom 100 10-5
Air Conditioning
The VCS has two evaporators: one for the cabin and one for the cockpit.
Each evaporator is independently controlled by the temperature control sys-
tem. The VCS can be operated on ground power for aircraft precooling and
up to the maximum certified altitude of 41,000 ft (feet).
Vapor Cycle System - Components Location
B
E
E
B
A
D
D
A
COCKPIT
EVAPORATOR
CABIN
EVAPORATOR
COMPRESSOR
DRIVE MODULE
HEAT EXCHANGER/
CONDENSER PACK
SDS2432215200P055
Phenom 100 10-5
Air Conditioning
The VCS has two evaporators: one for the cabin and one for the cockpit.
Each evaporator is independently controlled by the temperature control sys-
tem. The VCS can be operated on ground power for aircraft precooling and
up to the maximum certified altitude of 41,000 ft (feet).
Vapor Cycle System - Components Location
B
E
E
B
A
D
D
A
COCKPIT
EVAPORATOR
CABIN
EVAPORATOR
COMPRESSOR
DRIVE MODULE
HEAT EXCHANGER/
CONDENSER PACK
SDS2432215200P055
10-6 Phenom 100
RAM-Air Ventilation
The RAM air ventilation system supplies RAM air to decrease bleed air tem-
perature in the heat exchanger. It can also supply fresh air to the cockpit and
passenger cabin in case of a loss of bleed air from both engines.
RAM-Air Ventilation
General Description
The RAM air ventilation system uses the RAM air ducting as well as the cabin
air distribution system to provide air to the cabin and cockpit. An extension of
the cabin air distribution system interconnects to the cockpit upper air distri-
bution system so that fresh air can also reach the cockpit.
For fresh air supply during ground operations (bleed off), part of the GCF
circuit airflow is diverted to the RAM air ducting system, so that fresh air can
flow to both cabin and cockpit.
10-6 Phenom 100
RAM-Air Ventilation
The RAM air ventilation system supplies RAM air to decrease bleed air tem-
perature in the heat exchanger. It can also supply fresh air to the cockpit and
passenger cabin in case of a loss of bleed air from both engines.
RAM-Air Ventilation
General Description
The RAM air ventilation system uses the RAM air ducting as well as the cabin
air distribution system to provide air to the cabin and cockpit. An extension of
the cabin air distribution system interconnects to the cockpit upper air distri-
bution system so that fresh air can also reach the cockpit.
circuit airflow is diverted to the RAM air ducting system, so that fresh air can
flow to both cabin and cockpit.
Phenom 100 10-7
Air Conditioning
RAM-Air Ventilation - Component Location
RAM Air Inlet
The RAM air gets into the aircraft by means of the RAM air inlet.
RAM Air Ducts
The ram air duct connects the ram air check valve to the emergency ventila-
tion check valve, from where the air flows to the distribution ducts.
RAV (RAM Air Valve)
The ram air valve is operated by a linear actuator. By means of this valve, it is
possible to select the destination of the ram air; heat exchanger or emer-
gency ram air duct.
RAM Air Check Valves
The ECS system uses two check valves, one for the ram air ventilation sys-
tem and another for the emergency ram air ventilation system. The emer-
gency ram air ventilation system allows outside ambient air to enter the
cockpit and passenger cabin when the air conditioning pack is shut down.
The emergency ventilation check valve does not require electronic control. It
will be open whenever the cabin ECS cooling pack is off and the pressure in
the ram air circuit is greater than cabin pressure.
A
A
ZONES
310
320
RAM AIR DUCTS
SDS2432212300P023
Phenom 100 10-7
Air Conditioning
RAM Air Inlet
The RAM air gets into the aircraft by means of the RAM air inlet.
RAM Air Ducts
The ram air duct connects the ram air check valve to the emergency ventila-
tion check valve, from where the air flows to the distribution ducts.
RAV (RAM Air Valve)
The ram air valve is operated by a linear actuator. By means of this valve, it is
possible to select the destination of the ram air; heat exchanger or emer-
gency ram air duct.
RAM Air Check Valves
The ECS system uses two check valves, one for the ram air ventilation sys-
tem and another for the emergency ram air ventilation system. The emer-
gency ram air ventilation system allows outside ambient air to enter the
cockpit and passenger cabin when the air conditioning pack is shut down.
The emergency ventilation check valve does not require electronic control. It
will be open whenever the cabin ECS cooling pack is off and the pressure in
the ram air circuit is greater than cabin pressure.
A
A
ZONES
310
320
RAM AIR DUCTS
SDS2432212300P023
10-8 Phenom 100
Ground Cooling Fan
During ground operation with the bleed system on (bleed switch in 1, 2 or
BOTH position), the GCF is turned ON by means of the ECS temperature
controller, and the RAV is not energized, so the heat exchanger uses the air-
flow from the GCF for the air-conditioning system condenser coil.
(Ground Cooling Fan) circuit airflow is diverted to the RAM air ducting sys-
tem, so that fresh air can flow to both cabin and cockpit.
In flight condition, with the bleed system on, (bleed switch in 1, 2 or BOTH
position), the GCF is turned OFF by means of the ECS temperature control-
ler, and the RAV is energized. The heat exchanger uses the airflow from the
ram air ventilation system for the air-conditioning system condenser coil.
In case of loss of bleed air from both engines (bleed switch in OFF/VENT
position) in flight condition, the RAV is not energized, so the RAM air ventila-
tion system can supply fresh air to the cockpit and passenger cabin (abnor-
mal operation).
10-8 Phenom 100
Ground Cooling Fan
During ground operation with the bleed system on (bleed switch in 1, 2 or
BOTH position), the GCF is turned ON by means of the ECS temperature
controller, and the RAV is not energized, so the heat exchanger uses the air-
flow from the GCF for the air-conditioning system condenser coil.
(Ground Cooling Fan) circuit airflow is diverted to the RAM air ducting sys-
tem, so that fresh air can flow to both cabin and cockpit.
In flight condition, with the bleed system on, (bleed switch in 1, 2 or BOTH
position), the GCF is turned OFF by means of the ECS temperature control-
ler, and the RAV is energized. The heat exchanger uses the airflow from the
ram air ventilation system for the air-conditioning system condenser coil.
In case of loss of bleed air from both engines (bleed switch in OFF/VENT
position) in flight condition, the RAV is not energized, so the RAM air ventila-
tion system can supply fresh air to the cockpit and passenger cabin (abnor-
mal operation).
Phenom 100 10-9
Air Conditioning
Distribution
The distribution system receives airflow from the bleed system, cooling
packs, ram air ventilation and GCF. It distributes this air to the cockpit and
passenger cabin gaspers, foot grills, and avionics compartments.
Passenger Cabin / Cockpit Distribution
The cabin and cockpit air distribution layout was designed to primarily guar-
antee thermal comfort of crew members and passengers. It also provides
cockpit equipment cooling and an extra adjustable air outlet for the
occupants.
Passenger Cabin / Cockpit Distribution - Component Locations
The cockpit air distribution consists of:
Four lower outlets located near the cockpit floor that provide warm air
Two lateral outlets near the windows that provide cold air for the cockpit.
Gasper valves that provide cold air for the local comfort of the crew
members.
Avionics outlet cooling with cold air.

The cabin air distribution consists of:
Two upper plenums uniformly distributing the cold air throughout the cabin.
One hose derivation at each upper plenum edge to supply a cockpit ceiling
outlet providing extra ventilation.
Phenom 100 10-9
Air Conditioning
Distribution
The distribution system receives airflow from the bleed system, cooling
packs, ram air ventilation and GCF. It distributes this air to the cockpit and
passenger cabin gaspers, foot grills, and avionics compartments.
Passenger Cabin / Cockpit Distribution
The cabin and cockpit air distribution layout was designed to primarily guar-
antee thermal comfort of crew members and passengers. It also provides
cockpit equipment cooling and an extra adjustable air outlet for the
occupants.
Passenger Cabin / Cockpit Distribution - Component Locations
The cockpit air distribution consists of:
Four lower outlets located near the cockpit floor that provide warm air
Two lateral outlets near the windows that provide cold air for the cockpit.
Gasper valves that provide cold air for the local comfort of the crew
members.
Avionics outlet cooling with cold air.

The cabin air distribution consists of:
Two upper plenums uniformly distributing the cold air throughout the cabin.
One hose derivation at each upper plenum edge to supply a cockpit ceiling
outlet providing extra ventilation.
10-10 Phenom 100
Two lower plenums for uniformly distributing warm air throughout the
cabin.
Four gasper valves provide cold air for the local comfort of the passengers.
Gasper
Gaspers provided at each passenger and crew seat create additional air flow.
The gaspers are adjustable by the seat occupant, varying the airflow or shut-
ting it off completely, and allow directing the airflow up or down for comfort.
There are four passenger gaspers installed in the cabin.
Gasper - Component Location
Temperature Control
The function of the Temperature Control System (TCS) is to maintain the
cabin and cockpit at safe temperature limits and to control the cabin tempera-
ture rates within comfort margins.
The TCS has two temperature zones to allow independent control for cabin
and cockpit temperature. This system uses a digital controller to provide auto-
matic hands-off control although the pilot may control the system manually.
The temperature control system also controls the operation of the VCS.
The system has a BIT (Built-in Test) feature to ensure it is functional prior to
takeoff and an overtemperature switch as an independent method to detect
duct overtemperature conditions.
The temperature control system adjusts the environment in the airplane, sub-
dividing it into two temperature controlled zones: the cockpit and the
passenger cabin.
10-10 Phenom 100
Two lower plenums for uniformly distributing warm air throughout the
cabin.
Four gasper valves provide cold air for the local comfort of the passengers.
Gasper
Gaspers provided at each passenger and crew seat create additional air flow.
The gaspers are adjustable by the seat occupant, varying the airflow or shut-
ting it off completely, and allow directing the airflow up or down for comfort.
There are four passenger gaspers installed in the cabin.
Gasper - Component Location
Temperature Control
The function of the Temperature Control System (TCS) is to maintain the
cabin and cockpit at safe temperature limits and to control the cabin tempera-
ture rates within comfort margins.
The TCS has two temperature zones to allow independent control for cabin
and cockpit temperature. This system uses a digital controller to provide auto-
matic hands-off control although the pilot may control the system manually.
The temperature control system also controls the operation of the VCS.
The system has a BIT (Built-in Test) feature to ensure it is functional prior to
takeoff and an overtemperature switch as an independent method to detect
duct overtemperature conditions.
The temperature control system adjusts the environment in the airplane, sub-
dividing it into two temperature controlled zones: the cockpit and the
passenger cabin.
Phenom 100 10-11
Air Conditioning
Temperature Control - Pressurization / Air Conditioning Panel
1 - Cockpit Fan Switch
HI: Provides a high rotation speed to the cockpit evaporator/recirculation

fan for air conditioning purposes.
MED: Provides a medium rotation speed to the cockpit evaporator/recircu-

lation fan for air conditioning purposes.
LO: Provides a low rotation speed to the cockpit evaporator/recirculation

fan for cockpit heating purposes.
2 - Cabin Fan Switch
HI: Provides a high rotation speed to the cabin evaporator/recirculation fan

for air conditioning purposes.
MED: Provides a medium rotation speed to the cabin evaporator/recircula-

tion fan for air conditioning purposes.
LO: Provides a low rotation speed to the cabin evaporator/recirculation fan

for cabin heating purposes.
3 - A/C Temperature Mode Switch
MAN: Provides the manual operation of the temperature control system.
AUTO: Allows automatic operation of the temperature control system

according to the pilot temperature zone preselection (cockpit and cabin).
OFF: Turns off the VCS (compressor and evaporators) and the ground
cooling fan. In this position the temperature automatic mode is kept opera-
tive.
4 -A/C Temperature Manual Switch
Provides the manual cockpit and cabin temperature control.
5 - Cabin Temperature Rotating Knob
Allows the cabin automatic temperature control according to the knob posi-
tion. Rotating the knob beyond the first stop, after the click, switches over the
cabin temperature control to the passenger cabin control panel, if installed.
BOTH
1 2
AUTO
MAN OFF
VENT
MAN
OFF
AUTO
HI
LO
MED
UP
DN
H
C
C H C H
CABIN
PRESSURIZATION
MODE BLEED
BOTH
1 2
AUTO
MAN OFF
VENT
DUMP CABIN ALT
UP
DN
1 2 3
4 5 6
Phenom 100 10-11
Air Conditioning
Temperature Control - Pressurization / Air Conditioning Panel
1 - Cockpit Fan Switch
HI: Provides a high rotation speed to the cockpit evaporator/recirculation

fan for air conditioning purposes.
MED: Provides a medium rotation speed to the cockpit evaporator/recircu-

lation fan for air conditioning purposes.
LO: Provides a low rotation speed to the cockpit evaporator/recirculation

fan for cockpit heating purposes.
2 - Cabin Fan Switch
HI: Provides a high rotation speed to the cabin evaporator/recirculation fan

for air conditioning purposes.
MED: Provides a medium rotation speed to the cabin evaporator/recircula-

tion fan for air conditioning purposes.
LO: Provides a low rotation speed to the cabin evaporator/recirculation fan

for cabin heating purposes.
3 - A/C Temperature Mode Switch
MAN: Provides the manual operation of the temperature control system.
AUTO: Allows automatic operation of the temperature control system

according to the pilot temperature zone preselection (cockpit and cabin).
OFF: Turns off the VCS (compressor and evaporators) and the ground
cooling fan. In this position the temperature automatic mode is kept opera-
tive.
4 -A/C Temperature Manual Switch
Provides the manual cockpit and cabin temperature control.
5 - Cabin Temperature Rotating Knob
Allows the cabin automatic temperature control according to the knob posi-
tion. Rotating the knob beyond the first stop, after the click, switches over the
cabin temperature control to the passenger cabin control panel, if installed.
BOTH
1 2
AUTO
MAN OFF
VENT
MAN
OFF
AUTO
HI
LO
MED
UP
DN
H
C
C H C H
CABIN
PRESSURIZATION
MODE BLEED
BOTH
1 2
AUTO
MAN OFF
VENT
DUMP CABIN ALT
UP
DN
1 2 3
4 5 6
10-12 Phenom 100
6 - Cockpit Temperature Rotating Knob
Allows the cockpit automatic temperature control according to the knob posi-
tion.
Temperature Monitoring and Control System
The ECS controller uses inputs from the zone and duct temperature sensors
in its control logic to control the cabin / cockpit temperature. The temperature
switch is set at a temperature higher than the maximum bleed air temperature
allowed by the digital controller and will provide an independent output for
CAS (Crew Alerting System) message of a duct overtemperature condition.
The temperature controller also controls the Vapor Cycle Air Conditioning
System (VCS). During conditions where cooling is required, the temperature
controller will utilize the VCS to provide additional cooling.
Temperature Controller
The digital electronic temperature controller monitors the bleed air duct tem-
perature and the zone temperature, utilizing software to perform temperature
control. The actual zone temperature is compared to the pilot selected zone
temperature. The controller then modulates the TMV (Temperature Modulat-
ing Valve) in order to drive the actual duct temperature to the desired duct
temperature required by the respective aircraft zone. In the cooling mode the
controller utilizes the vapor cycle air conditioning system to cool the aircraft.
The controller also has a software independent manual control circuit for con-
trolling the TMV if the manual mode is selected from the cockpit control panel.
A
A
C
C
D
D
TEMPERATURE
CONTROLLER
TEMPERATURE
SENSOR
TEMPERATURE
SENSOR
10-12 Phenom 100
6 - Cockpit Temperature Rotating Knob
Allows the cockpit automatic temperature control according to the knob posi-
tion.
Temperature Monitoring and Control System
The ECS controller uses inputs from the zone and duct temperature sensors
in its control logic to control the cabin / cockpit temperature. The temperature
switch is set at a temperature higher than the maximum bleed air temperature
allowed by the digital controller and will provide an independent output for
CAS (Crew Alerting System) message of a duct overtemperature condition.
The temperature controller also controls the Vapor Cycle Air Conditioning
System (VCS). During conditions where cooling is required, the temperature
controller will utilize the VCS to provide additional cooling.
Temperature Controller
The digital electronic temperature controller monitors the bleed air duct tem-
perature and the zone temperature, utilizing software to perform temperature
control. The actual zone temperature is compared to the pilot selected zone
temperature. The controller then modulates the TMV (Temperature Modulat-
ing Valve) in order to drive the actual duct temperature to the desired duct
temperature required by the respective aircraft zone. In the cooling mode the
controller utilizes the vapor cycle air conditioning system to cool the aircraft.
The controller also has a software independent manual control circuit for con-
trolling the TMV if the manual mode is selected from the cockpit control panel.
A
A
C
C
D
D
TEMPERATURE
CONTROLLER
TEMPERATURE
SENSOR
TEMPERATURE
SENSOR
Phenom 100 10-13
Air Conditioning
Duct Temperature Sensor / Switch
The duct temperature sensor/switch is a dual function probe. The probe con-
tains both a duct temperature sensor and a separate overtemperature switch.
The sensor and switch are packaged into a single probe to simplify the aircraft
installation. This allows the controller to provide control over the duct tempera-
ture and anticipate changes in the bleed air temperature due to other variables
such as engine power settings. The switch is used to provide independent duct
over temperature indication. The switch is a normally open switch and closes
on temperature rise at 100 C (degrees Celsius), within +/-5 C error margin.
Cabin / Cockpit Temperature Sensor
The TS provides a linear voltage response to temperature. This voltage is com-
pared to the pilot selected temperature by the temperature controller. The sen-
sor has an accuracy of 1 C.
Synoptic Page on MFD
1 Air Shutoff Valves Status
Air shutoff valves are shown as a circle and an internal line representing the
valve position.
CLOSED: a white circle and a white line perpendicular to the flow line.
OPEN PRESSURIZED: a green circle and a green line aligned with the
flow line.

OFV
OPEN
CLOSED
INTERMEDIATE
OFV
OPEN
CLOSED
INTERMEDIATE
10
7
8
9
1
2 3
5
4
6
Phenom 100 10-13
Air Conditioning
Duct Temperature Sensor / Switch
The duct temperature sensor/switch is a dual function probe. The probe con-
tains both a duct temperature sensor and a separate overtemperature switch.
The sensor and switch are packaged into a single probe to simplify the aircraft
installation. This allows the controller to provide control over the duct tempera-
ture and anticipate changes in the bleed air temperature due to other variables
such as engine power settings. The switch is used to provide independent duct
over temperature indication. The switch is a normally open switch and closes
on temperature rise at 100 C (degrees Celsius), within +/-5 C error margin.
Cabin / Cockpit Temperature Sensor
The TS provides a linear voltage response to temperature. This voltage is com-
pared to the pilot selected temperature by the temperature controller. The sen-
sor has an accuracy of 1 C.
Synoptic Page on MFD
valve position.
flow line.

OFV
OPEN
CLOSED
INTERMEDIATE
OFV
OPEN
CLOSED
INTERMEDIATE
10
7
8
9
1
2 3
5
4
6
10-14 Phenom 100
OPEN UNPRESSURIZED: a white circle and a white line aligned with the
flow line and no air bleed available.
FAILED OPEN: a green circle and a green line aligned with the flow line
covered by a yellow cross
FAILED CLOSED: a white circle and a white line perpendicular to the flow
line covered by a yellow cross.
2 Cockpit / Cabin Temperature Indication
Digital Temperature. The digital information displays setable and actual tem-
perature for the cockpit and cabin.
GREEN: used for all actual temperature indication.
CYAN: used for all set temperature indication.
RED X: invalid out of range or failed

3 Evaporator / Recirculation Fan Status
The evaporator/recirculation fan is shown as a circle and an internal windmill,
representing the fan status.
ON: a green circle and a green windmill.
OFF: a white circle and a white windmill.
FAILED: yellow cross covering the circle and windmill.

4 ECS Flow Line
The flow line is shown as a colorful line.
GREEN: the associated flow line is pressurized.
WHITE: the associated flow line is not pressurized.

5 RAM Air Valve Status
Ram air shutoff valve is shown as a triangle linked with a flow line inside the
green circle.
GREEN: normal valve operation in-flight. Open (connected to cabin/cock-

pit) or closed (connected to the heat exchanger).
WHITE: Valve commanded open on ground (non-normal operation).
FAILED: yellow cross covering the triangle with the ram air valve open or
closed.
6 Outflow Valve (OFV) Position Indication
A green pointer and legends indicate the actual OFV position during on
ground operations only.
OPEN: the OFV is fully open at 90.
CLOSED: the OFV is fully closed at 0.
INTERMEDIATE: the OFV is at any position between 90 and 0.

7 Bleed Line Pressure Indication
Digital Pressure.
10-14 Phenom 100
covered by a yellow cross
line covered by a yellow cross.
Digital Temperature. The digital information displays setable and actual tem-
perature for the cockpit and cabin.
RED X: invalid out of range or failed


4 ECS Flow Line

green circle.

closed.

Digital Pressure.
Phenom 100 10-15
Air Conditioning
GREEN: normal operating range.
WHITE: label (PSI).
YELLOW DASHED: invalid information or value out of displayable range.

8 Heat Exchange Status
ON: a green rectangle.
OFF: a white rectangle.

9 Vapor Air Conditioning System Status
The vapor air conditioning system fan is shown as a circle and an internal tri-
angle.
ON: a green circle and green triangle.
OFF: a white circle and white triangle.
FAILED: yellow cross covering the circle and triangle.

10 Ground Cooling Fan Status
The ground cooling fan is shown as a circle and an internal windmill, repre-
senting the fan status.

Limitations
For the air conditioning system to work on the ground the GPU must be
used or at least one generator must be operating.
CAS Messages
TYPE MESSAGE MEANING
Caution
DUCT 1 (2) OVERTEMP
An overheat condition has
been detected at the associ-
ated bleed line.
EBAY OVHT
The electronic bay tempera-
ture is above 70 C
Advisory RAM AIR FAIL
Forward emergency ram
valve has failed closed.
Phenom 100 10-15
Air Conditioning
WHITE: label (PSI).

8 Heat Exchange Status
ON: a green rectangle.
OFF: a white rectangle.

9 Vapor Air Conditioning System Status
The vapor air conditioning system fan is shown as a circle and an internal tri-
angle.
ON: a green circle and green triangle.
OFF: a white circle and white triangle.
FAILED: yellow cross covering the circle and triangle.

10 Ground Cooling Fan Status
The ground cooling fan is shown as a circle and an internal windmill, repre-
senting the fan status.

Limitations
For the air conditioning system to work on the ground the GPU must be
used or at least one generator must be operating.
CAS Messages
Caution
DUCT 1 (2) OVERTEMP
An overheat condition has
been detected at the associ-
ated bleed line.
EBAY OVHT
The electronic bay tempera-
ture is above 70 C
Advisory RAM AIR FAIL
Forward emergency ram
valve has failed closed.
10-16 Phenom 100
10-16 Phenom 100
Phenom 100 11-1
Aircraft General
Aircraft General
General
The Embraer Phenom 100 is a Technically Advanced Aircraft (TAA) certified
for either single / two pilot (crew) operation. It is a fully pressurized aircraft
that has a maximum ceiling of 41,000 ft and will cruise at speeds of up to 275
KIAS/.70 mach. The Phenom can carry a full compliment of 4 passengers
and two pilots with a maximum takeoff weight of 10472 lbs. IFR/VFR Range
is between 1178 and 1320 nm.
The aircraft is an all metal semimonocoque structure consisting of aluminum
alloys, stainless steel, and titanium alloys. Composite materials are also used
throughout the aircraft to optimize weight. Corrosion protection is provided on
all structural components.
Phenom 100 11-1
Aircraft General
Aircraft General
General
The Embraer Phenom 100 is a Technically Advanced Aircraft (TAA) certified
for either single / two pilot (crew) operation. It is a fully pressurized aircraft
that has a maximum ceiling of 41,000 ft and will cruise at speeds of up to 275
KIAS/.70 mach. The Phenom can carry a full compliment of 4 passengers
and two pilots with a maximum takeoff weight of 10472 lbs. IFR/VFR Range
is between 1178 and 1320 nm.
The aircraft is an all metal semimonocoque structure consisting of aluminum
alloys, stainless steel, and titanium alloys. Composite materials are also used
throughout the aircraft to optimize weight. Corrosion protection is provided on
all structural components.
11-2 Phenom 100
Dimensions
FWD BAGGAGE
PILOT & COPILOT
(OR PASSENGER IN
SINGLE PILOT OPERATIONS)
WARDROBE
PASSENGERS 1 & 2
PASSENGERS 3 & 4
LAVATORY CABINET
LAVATORY
AFT BAGGAGE
1 2
3 4
P C

11-2 Phenom 100
Dimensions
FWD BAGGAGE
PILOT & COPILOT
(OR PASSENGER IN
SINGLE PILOT OPERATIONS)
WARDROBE
PASSENGERS 1 & 2
PASSENGERS 3 & 4
LAVATORY CABINET
LAVATORY
AFT BAGGAGE
1 2
3 4
P C

Phenom 100 11-3
Aircraft General
External Dimensions
Engines
Two Pratt & Whitney Canada Inc PW617F-E engines provide thrust for the
aircraft at a rated output of 1695 lbs per engine. They are dual Full Authority
Digital Engine Control (FADEC) controlled with a flat rating: ISA + 10.
Engines incorporate ice protection, fire detection and fire extinguishing sys-
tems.
5.34m
(17ft 6.24in)
3.55m
(11ft 8in)
12.3m
(40ft 4.3in)
12.7m
(41ft 8.4in)
4.35m
(14ft 2.6in)
Phenom 100 11-3
Aircraft General
External Dimensions
Engines
Two Pratt & Whitney Canada Inc PW617F-E engines provide thrust for the
aircraft at a rated output of 1695 lbs per engine. They are dual Full Authority
Digital Engine Control (FADEC) controlled with a flat rating: ISA + 10.
Engines incorporate ice protection, fire detection and fire extinguishing sys-
tems.
5.34m
(17ft 6.24in)
3.55m
(11ft 8in)
12.3m
(40ft 4.3in)
12.7m
(41ft 8.4in)
4.35m
(14ft 2.6in)
11-4 Phenom 100
Engines
IGNITION
CABLE
IGNITER
OIL FILLER
NECK
FMU ASSEMBLY
OIL SIGHT GLASS STARTER/
GENERATOR
FRONT
MOUNTS
PADS
FAN SPINNER
T1
SENSOR
BLEED VALVE
ACTUATOR
(BVA)
IGNITION
EXCITER
AIR COOLER
OIL COOLER
(ACOC)
ENGINE DATA
COLLECTOR UNIT
(EDCU)
11-4 Phenom 100
Engines
IGNITION
CABLE
IGNITER
OIL FILLER
NECK
FMU ASSEMBLY
OIL SIGHT GLASS STARTER/
GENERATOR
FRONT
MOUNTS
PADS
FAN SPINNER
T1
SENSOR
BLEED VALVE
ACTUATOR
(BVA)
IGNITION
EXCITER
AIR COOLER
OIL COOLER
(ACOC)
ENGINE DATA
COLLECTOR UNIT
(EDCU)
Phenom 100 11-5
Aircraft General
Aircraft Structure
Doors
The doors provide easy access to the aircraft. The main aircraft door provides
normal entrance and exit from the pressurized cabin of the aircraft. The emer-
gency door is primarily used as an additional exit in the event a ground evac-
uation of the aircraft is warranted. The baggage doors provide access to the
unpressurized baggage compartments located forward and aft on the left
side of the aircraft.
Main Door
The main door is located on the left side of the center fuselage. It is con-
structed of aluminum. The door has a locking mechanism that permits the
operator to unlock and lock the door manually through the external and inter-
nal handles.
There are two hinges located below the main door to permit door rotation
movement. When closed and locked, the main door does not depend on the
locking and actuating mechanism to bear any loading either from pressuriza-
tion or flight and ground loads induced by the fuselage.
There are 8 latch pins that become aligned with their support latches. The
door has one rubber seal installed in the groove around the main door frame.
When it is closed the seal is pressed against the inner center fuselage frame
to form a pressure tight seal. Four microswitches monitor two latch pins and
two locks and send a signal to the CAS (Crew Alerting System) to warn the
crew when the door is open or closed.
EMERGENCY
DOOR
AFT
BAGGAGE
MAIN DOOR
FORWARD
BAGGAGE
SDS2432520000P003
Phenom 100 11-5
Aircraft General
Aircraft Structure
Doors
The doors provide easy access to the aircraft. The main aircraft door provides
normal entrance and exit from the pressurized cabin of the aircraft. The emer-
gency door is primarily used as an additional exit in the event a ground evac-
uation of the aircraft is warranted. The baggage doors provide access to the
unpressurized baggage compartments located forward and aft on the left
side of the aircraft.
Main Door
The main door is located on the left side of the center fuselage. It is con-
structed of aluminum. The door has a locking mechanism that permits the
operator to unlock and lock the door manually through the external and inter-
nal handles.
There are two hinges located below the main door to permit door rotation
movement. When closed and locked, the main door does not depend on the
locking and actuating mechanism to bear any loading either from pressuriza-
tion or flight and ground loads induced by the fuselage.
There are 8 latch pins that become aligned with their support latches. The
door has one rubber seal installed in the groove around the main door frame.
When it is closed the seal is pressed against the inner center fuselage frame
to form a pressure tight seal. Four microswitches monitor two latch pins and
two locks and send a signal to the CAS (Crew Alerting System) to warn the
crew when the door is open or closed.
EMERGENCY
DOOR
AFT
BAGGAGE
MAIN DOOR
FORWARD
BAGGAGE
SDS2432520000P003
11-6 Phenom 100
Main Door
Main Door Lifting Mechanism
A
ZONES
813
A
MAIN DOOR
STRUCTURE
RUBBER
SEAL
MAIN DOOR
SKIN
HINGES
D LOCKING AN
ACTUATING
MECHANISM
LIFT
MECHANISM
EM500ENSDS520039A
LIFT
MECHANISM
11-6 Phenom 100
Main Door
Main Door Lifting Mechanism
A
ZONES
813
A
MAIN DOOR
STRUCTURE
RUBBER
SEAL
MAIN DOOR
SKIN
HINGES
D LOCKING AN
ACTUATING
MECHANISM
LIFT
MECHANISM
EM500ENSDS520039A
LIFT
MECHANISM
Phenom 100 11-7
Aircraft General
Main Door Operation (Outside)
Door Outside Locking
2 1
4
3
LET THE DOOR COME DOWN.
5
MOVE THE HANDRAIL DOWNWARD TO
COMPLETE THE DOOR ROTATION MOVEMENT.
PUT THE EXTERNAL HANDLE BACK
INTO ITS FLUSH POSITION.
PUSH THE TRIGGER THEN PULL
THE EXTERNAL HANDLE OUT.
HOLD THE DOOR AND ROTATE THE
HANDLE CLOCKWISE TO ITS STOP
TO UNLOCK THE DOOR.
Phenom 100 11-7
Aircraft General
Main Door Operation (Outside)
Door Outside Locking
2 1
4
3
LET THE DOOR COME DOWN.
5
MOVE THE HANDRAIL DOWNWARD TO
COMPLETE THE DOOR ROTATION MOVEMENT.
PUT THE EXTERNAL HANDLE BACK
INTO ITS FLUSH POSITION.
PUSH THE TRIGGER THEN PULL
THE EXTERNAL HANDLE OUT.
HOLD THE DOOR AND ROTATE THE
HANDLE CLOCKWISE TO ITS STOP
TO UNLOCK THE DOOR.
11-8 Phenom 100
Main Door Operation (Inside)
Emergency Door
The emergency door is a plug-in type and located on the right side of the cen-
ter fuselage over the Right-hand wing in the pressurized area. It is also con-
structed of aluminum and weighs 20 lbs / 9 kg. The door has a locking
mechanism that permits unlocking the door, manually, through external and
4 3
2 1
WARNING: DO NOT LEAVE YOUR HAND AT ANY
HANDLE WHILE THE DOOR IS COMING DOWN.
INJURY MAY OCCUR.
LIFT THE INTERNAL HANDLE ALL
THE WAY UP. RELEASE THE HANDLE.
AFTER THE DOOR IS DOWN, PUSH THE MAIN DOOR
BALUSTER HANDLE TO GUARANTEE THAT THE
DOOR HAS REACHED ITS FULLY OPEN POSITION.
PUSH THE DOOR USING THE STEPS HANDLE
INSTALLED ON THE DOOR STAIR.
11-8 Phenom 100
Main Door Operation (Inside)
Emergency Door
The emergency door is a plug-in type and located on the right side of the cen-
ter fuselage over the Right-hand wing in the pressurized area. It is also con-
structed of aluminum and weighs 20 lbs / 9 kg. The door has a locking
mechanism that permits unlocking the door, manually, through external and
4 3
2 1
WARNING: DO NOT LEAVE YOUR HAND AT ANY
HANDLE WHILE THE DOOR IS COMING DOWN.
INJURY MAY OCCUR.
LIFT THE INTERNAL HANDLE ALL
THE WAY UP. RELEASE THE HANDLE.
AFTER THE DOOR IS DOWN, PUSH THE MAIN DOOR
BALUSTER HANDLE TO GUARANTEE THAT THE
DOOR HAS REACHED ITS FULLY OPEN POSITION.
PUSH THE DOOR USING THE STEPS HANDLE
INSTALLED ON THE DOOR STAIR.
Phenom 100 11-9
Aircraft General
internal handles. The door is locked through the internal handle. Opening the
door is performed by a single movement of pulling the internal handle or
pushing the external vent flap. During the unlocking operation the emergency
door moves inwards.
Emergency Door - Open / Closed
Phenom 100 11-9
Aircraft General
internal handles. The door is locked through the internal handle. Opening the
door is performed by a single movement of pulling the internal handle or
pushing the external vent flap. During the unlocking operation the emergency
door moves inwards.
Emergency Door - Open / Closed
11-10 Phenom 100
Emergency Door Opening
A
ZONE
824
1
LINING HANDLE
COVER
PULL THE INTERNAL HANDLE TO
COMPLETE ITS OPENING MOVEMENT
OPEN THE LINING HANDLE COVER TO
GET ACCESS TO THE INTERNAL HANDLE
HANDLE
2 3
INTERNAL OPERATION
PULL THE EMERGENCY
DOOR INWARD
3
1 2 3
PUSH THE VENT FLAP
VENT
FLAP
CAREFULLY PUSH THE EMERGENCY DOOR
INWARD TO COMPLETE ITS OPENING MOVEMENT
EXTERNAL OPERATION
11-10 Phenom 100
Emergency Door Opening
A
ZONE
824
1
LINING HANDLE
COVER
PULL THE INTERNAL HANDLE TO
COMPLETE ITS OPENING MOVEMENT
OPEN THE LINING HANDLE COVER TO
GET ACCESS TO THE INTERNAL HANDLE
HANDLE
2 3
INTERNAL OPERATION
PULL THE EMERGENCY
DOOR INWARD
3
1 2 3
PUSH THE VENT FLAP
VENT
FLAP
CAREFULLY PUSH THE EMERGENCY DOOR
INWARD TO COMPLETE ITS OPENING MOVEMENT
EXTERNAL OPERATION
Phenom 100 11-11
Aircraft General
Baggage Compartment
The aircraft is provided with two baggage compartments. The table that fol-
lows shows the capacity of each of the compartments:
Baggage and Accessory Compartments
Forward Baggage Door
The forward baggage door is constructed from composite materials. It has an
actuating and locking mechanism the permits locking and unlocking the door
manually through external latches. During the unlocking and opening opera-
tion the forward baggage door moves upward, assisted by two upper hinges
on top of the door with an angle opening of 60 degrees. Two micro switches
send signals to the CAS to warn the pilot / crew when the door is open or
closed.
Baggage
Compartment
Volume
(Cubic foot / lbs)
Forward
7.2 ft
3
/66 lbs
Aft
53 ft
3
/353 lbs
Total
60.2 ft
3
/419 lbs
FWD BAGGAGE
COMPARTMENT AFT BAGGAGE
COMPARTMENT
EM500ENSDS500001Ar
Phenom 100 11-11
Aircraft General
Baggage Compartment
The aircraft is provided with two baggage compartments. The table that fol-
lows shows the capacity of each of the compartments:
Baggage and Accessory Compartments
The forward baggage door is constructed from composite materials. It has an
actuating and locking mechanism the permits locking and unlocking the door
manually through external latches. During the unlocking and opening opera-
tion the forward baggage door moves upward, assisted by two upper hinges
on top of the door with an angle opening of 60 degrees. Two micro switches
send signals to the CAS to warn the pilot / crew when the door is open or
closed.
Baggage
Compartment
Volume
(Cubic foot / lbs)
Forward
7.2 ft
3
/66 lbs
Aft
53 ft
3
/353 lbs
Total
60.2 ft
3
/419 lbs
FWD BAGGAGE
COMPARTMENT AFT BAGGAGE
COMPARTMENT
EM500ENSDS500001Ar
11-12 Phenom 100
Forward Baggage Inside Compartment
11-12 Phenom 100
Forward Baggage Inside Compartment
Phenom 100 11-13
Aircraft General
Forward Baggage Door - Opening
1
UNLOCK THE KEY LOCK.
2
PUSH THE LOCK TRIGGER
OF BOTH LACTH PINS.
4
PULL THE DOOR UPWARD.
3 4
PULL THE HANDLE TO COMPLETE
THE OPENING OF BOTH LATCHES.
PUSH THE LOCK TRIGGER OF THE
TENSION SHEAR LATCH.
Phenom 100 11-13
Aircraft General
Forward Baggage Door - Opening
1
2
OF BOTH LACTH PINS.
4
3 4
THE OPENING OF BOTH LATCHES.
PUSH THE LOCK TRIGGER OF THE
TENSION SHEAR LATCH.
11-14 Phenom 100
Forward Baggage Door - Closing
4
LOCK THE DOOR WITH ITS KEY.
1
PULL THE DOOR DOWNWARD.
2
PUSH THE DOOR AGAINST ITS
BOTTOM TO COMPRESS THE SEAL.
3
KEEP THE DOOR PUSHED AND PUSH
THE KEEPER UNTIL THE LOCK TRIGGER
HOLDS IT IN THE LOCKED POSITION.

THE HANDLE UNTIL THE LOCK TRIGGER
HOLDS IT IN THE LOCKED POSITION FOR
BOTH LATCHES.
SDS2432523100P097r
11-14 Phenom 100
Forward Baggage Door - Closing
4
1
2
PUSH THE DOOR AGAINST ITS
BOTTOM TO COMPRESS THE SEAL.
3
THE KEEPER UNTIL THE LOCK TRIGGER
HOLDS IT IN THE LOCKED POSITION.

HOLDS IT IN THE LOCKED POSITION FOR
BOTH LATCHES.
SDS2432523100P097r
Phenom 100 11-15
Aircraft General
Aft Baggage Door
The Aft Baggage door is also constructed of composite material. The aft bag-
gage door has an actuating and locking mechanism that permits locking and
unlocking the door through the external latches. During the unlocking and
opening operations the aft baggage door moves upward assisted by two
upper hinges installed at the top of the door, with an opening angle of 80
degrees. There is one microswitch that monitors one of the three latches and
sends a signal to the CAS to warn the crew when the door is open or closed.
Aft Baggage Door
Inside Aft Baggage Compartment
Phenom 100 11-15
Aircraft General
Aft Baggage Door
The Aft Baggage door is also constructed of composite material. The aft bag-
gage door has an actuating and locking mechanism that permits locking and
unlocking the door through the external latches. During the unlocking and
opening operations the aft baggage door moves upward assisted by two
upper hinges installed at the top of the door, with an opening angle of 80
degrees. There is one microswitch that monitors one of the three latches and
sends a signal to the CAS to warn the crew when the door is open or closed.
Aft Baggage Door
Inside Aft Baggage Compartment
11-16 Phenom 100
Aft Baggage Door - Opening
THE OPENING OF ALL THREE LATCHES.
3
1
2
OF ALL THREE PIN LATCHES.
4
SDS2432523200P111
11-16 Phenom 100
Aft Baggage Door - Opening
THE OPENING OF ALL THREE LATCHES.
3
1
2
OF ALL THREE PIN LATCHES.
4
SDS2432523200P111
Phenom 100 11-17
Aircraft General
Aft Baggage Door - Closing
1
3
HOLDS IT IN THE LOCKED POSITION
WITH ALL THREE PIN LATCHES.
PUSH THE DOOR AGAINST
ITS BOTTOM TO COMPRESS THE SEAL
2
4
SDS2432523200P113r
Phenom 100 11-17
Aircraft General
Aft Baggage Door - Closing
1
3
HOLDS IT IN THE LOCKED POSITION
WITH ALL THREE PIN LATCHES.
PUSH THE DOOR AGAINST
ITS BOTTOM TO COMPRESS THE SEAL
2
4
SDS2432523200P113r
11-18 Phenom 100
Door Warning
All door warnings display a visual indication to the pilot/flight crew about the
door status on the system synoptic page and through a CAS warning.
Passenger Cabin
Passenger Cabin and Seats
The passenger cabin is designed to provide a spacious, visually attractive
environment for aircraft occupants. Four seats are provided for the passen-
gers. They are designed for comfort and styling as well as a means of
restraint and protection. Along the aircraft side of each seat is a console that
provides electrical outlets and access to several entertainment options for the
comfort of each passenger.
DOOR PAX OPEN
DOOR EMER OPEN
DOORBAG FWD OPEN
DOORBAG AFT OPEN
A
EM500ENSDS520045A
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
NAV1
NAV2
108.30
110.30 113.00
110.30
42.0 92.9 N1%
ITT C
713 713
N2%
OIL PRESS PSI
142.8 142.8
137
95
137
95 C OIL TEMP
FUEL
FF KGH 499 499
5000 5000
660
TEMP 0 C
ELEC CABIN
BATT1
BATT2
V
V
25
25
SPDBRK
CLOSED
LG
UP
UP UP 1
FLAPS
TRIM
ROLL
YAW 50
PITCH
ALT FT
RATE FPM
DELTA-P
LFE
OXY
PSI
FT
PSI
7200
0
5.0
1450
5200
121.500 126.775
131.525 121.575 COM2
COM1
N
33
30
W
24
NORTH UP
3
E
6
15
12
21
S
TFR
NO DATA
NM 7.5
GALHEIROS
30 NM
ENG SET LFE STATUS ECS ELEC FUEL ENG MNT BACK
SYSTEM
GS ETE TRK DIS NM KT 0 021 136 03:11
ICEPROT
GW
HYD PRES OXY EMER BRK
ACCU PRES
ELEC
BATT1
V
C
BATT2
DOORS
TAS
SYSTEM - STATUS
24.6
4
V
C
24.6
6
PSI
KT
LB
H 30 17
SAT
TAT
0
6
0
16360
C
C
PSI 0 PSI 0 0
DOOR PAX OPEN
DOOR EMER OPEN
DOORBAG FWD OPEN
DOORBAGAFT OPEN
A
SYSTEM SYNOPTIC PAGE
F
W
D

B
A
G
G
A
G
E
P
I
L
O
T

&

C
O
P
I
L
O
T
(
O
R

P
A
S
S
E
N
G
E
R

I
N
S
I
N
G
L
E

P
I
L
O
T

O
P
E
R
A
T
I
W
A
R
D
R
O
B
E
P
A
S
S
E
N
G
E
R
S

1

&

2
P
A
S
S
E
N
G
E
R
S

3

&

4
L
A
V
A
T
O
R
Y

C
A
B
I
N
E
T
L
A
V
A
T
O
R
Y
A
F
T

B
A
G
G
A
G
E
1
2
3
4
P
C
11-18 Phenom 100
Door Warning
All door warnings display a visual indication to the pilot/flight crew about the
door status on the system synoptic page and through a CAS warning.
Passenger Cabin
Passenger Cabin and Seats
The passenger cabin is designed to provide a spacious, visually attractive
environment for aircraft occupants. Four seats are provided for the passen-
gers. They are designed for comfort and styling as well as a means of
restraint and protection. Along the aircraft side of each seat is a console that
provides electrical outlets and access to several entertainment options for the
comfort of each passenger.
DOOR PAX OPEN
DOOR EMER OPEN
DOORBAG FWD OPEN
DOORBAG AFT OPEN
A
EM500ENSDS520045A
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
NAV1
NAV2
108.30
110.30 113.00
110.30
42.0 92.9 N1%
ITT C
713 713
N2%
OIL PRESS PSI
142.8 142.8
137
95
137
95 C OIL TEMP
FUEL
FF KGH 499 499
5000 5000
660
TEMP 0 C
ELEC CABIN
BATT1
BATT2
V
V
25
25
SPDBRK
CLOSED
LG
UP
UP UP 1
FLAPS
TRIM
ROLL
YAW 50
PITCH
ALT FT
RATE FPM
DELTA-P
LFE
OXY
PSI
FT
PSI
7200
0
5.0
1450
5200
121.500 126.775
131.525 121.575 COM2
COM1
N
33
30
W
24
NORTH UP
3
E
6
15
12
21
S
TFR
NO DATA
NM 7.5
GALHEIROS
30 NM
ENG SET LFE STATUS ECS ELEC FUEL ENG MNT BACK
SYSTEM
GS ETE TRK DIS NM KT 0 021 136 03:11
ICEPROT
GW
HYD PRES OXY EMER BRK
ACCU PRES
ELEC
BATT1
V
C
BATT2
DOORS
TAS
SYSTEM - STATUS
24.6
4
V
C
24.6
6
PSI
KT
LB
H 30 17
SAT
TAT
0
6
0
16360
C
C
PSI 0 PSI 0 0
DOOR PAX OPEN
DOOR EMER OPEN
DOORBAG FWD OPEN
DOORBAGAFT OPEN
A
SYSTEM SYNOPTIC PAGE
F
W
D

B
A
G
G
A
G
E
P
I
L
O
T

&

C
O
P
I
L
O
T
(
O
R

P
A
S
S
E
N
G
E
R

I
N
S
I
N
G
L
E

P
I
L
O
T

O
P
E
R
A
T
I
W
A
R
D
R
O
B
E
P
A
S
S
E
N
G
E
R
S

1

&

2
P
A
S
S
E
N
G
E
R
S

3

&

4
L
A
V
A
T
O
R
Y

C
A
B
I
N
E
T
L
A
V
A
T
O
R
Y
A
F
T

B
A
G
G
A
G
E
1
2
3
4
P
C
Phenom 100 11-19
Aircraft General
Passenger Seats
Side Consoles
LATERAL MOVEMENT
HANDLE
OPTIONAL EQUIPMENT
SEAT RECLINING
BUTTON
01
01
PASSENGER SEAT
PASSENGER SEAT
SEAT BOTTON
CUSHION
SEAT BACK
CUSHION
LIFE VEST
POUCH
AISLE
ARMREST
01
SEAT BELT
ADJUSTABLE
HEADREST
SIDELEDGE
UPPER PANEL
SIDELEDGE
UPPER PANEL
SPEAKER
GRILLE
SPEAKER
GRILLE
STOWAGE
COMPARTMENT
AND PC POWER
STOWAGE
COMPARTMENT
AND PC POWER
PAX
CONTROL
UNIT
PAX
CONTROL
UNIT
CUP
HOLDER
MAGAZINE BOX
MAGAZINE
BOX
SIDELEDGE
LOWER PANEL
EFFECT LIGHT
FOLDABLE TABLE
TYPICAL
A
A
EM500ENSDS250034Br
Phenom 100 11-19
Aircraft General
Passenger Seats
Side Consoles
LATERAL MOVEMENT
HANDLE
OPTIONAL EQUIPMENT
SEAT RECLINING
BUTTON
01
01
PASSENGER SEAT
PASSENGER SEAT
SEAT BOTTON
CUSHION
SEAT BACK
CUSHION
LIFE VEST
POUCH
AISLE
ARMREST
01
SEAT BELT
ADJUSTABLE
HEADREST
SIDELEDGE
UPPER PANEL
SIDELEDGE
UPPER PANEL
SPEAKER
GRILLE
SPEAKER
GRILLE
STOWAGE
COMPARTMENT
AND PC POWER
STOWAGE
COMPARTMENT
AND PC POWER
PAX
CONTROL
UNIT
PAX
CONTROL
UNIT
CUP
HOLDER
MAGAZINE BOX
MAGAZINE
BOX
SIDELEDGE
LOWER PANEL
EFFECT LIGHT
FOLDABLE TABLE
TYPICAL
A
A
EM500ENSDS250034Br
11-20 Phenom 100
Cabin Wardrobe
Right Hand (RH) Forward (FWD) cabinet provides storage provisions for light
weight items carried by the passengers. The interior of the cabinet is
accessed by means of a tambour door. It has a coat rod and shelves.
TAMBOUR
DOOR
TRASH
CONTAINER
MANUAL
COMPARTMENT
COCKPIT
EVAPORATOR
GRATE
COCKPIT
EVAPORATOR
ACCESS PANEL
EM500ENSDS250035B
11-20 Phenom 100
Cabin Wardrobe
Right Hand (RH) Forward (FWD) cabinet provides storage provisions for light
weight items carried by the passengers. The interior of the cabinet is
accessed by means of a tambour door. It has a coat rod and shelves.
TAMBOUR
DOOR
TRASH
CONTAINER
MANUAL
COMPARTMENT
COCKPIT
EVAPORATOR
GRATE
COCKPIT
EVAPORATOR
ACCESS PANEL
EM500ENSDS250035B
Phenom 100 11-21
Aircraft General
Lavatory
The lavatory is located in the aft section of the passenger cabin. It provides
the passengers and flight crew with minimum environmental conditions for
their personal hygiene and amenities during the flight.
Aft Lavatories - Toilet Unit
A
TOILET FRONT
COVER
WASTE TANK
TOILET SHROUD
BOX
TOILET
BACK PAD
TOILET
COVER PAD
LANYARD
EM500ENSDS250061
AFT CABIN
PARTITION
PASSENGER CABIN/
LAVATORY PARTITION
LAVATORY
AMENITIES
CABINET
A
TOILET UNIT
Phenom 100 11-21
Aircraft General
Lavatory
The lavatory is located in the aft section of the passenger cabin. It provides
the passengers and flight crew with minimum environmental conditions for
their personal hygiene and amenities during the flight.
Aft Lavatories - Toilet Unit
A
TOILET FRONT
COVER
WASTE TANK
TOILET SHROUD
BOX
TOILET
BACK PAD
TOILET
COVER PAD
LANYARD
EM500ENSDS250061
AFT CABIN
PARTITION
PASSENGER CABIN/
LAVATORY PARTITION
LAVATORY
AMENITIES
CABINET
A
TOILET UNIT
11-22 Phenom 100
Cockpit Compartment and Seats
The cockpit is comfortably designed to accommodate two pilots during all
phases of flight with minimum workload and maximum safety. It is designed
to be free from glare and reflections that could interfere with a pilot's vision.
The seats are identical in their design and configuration differing only in the
symmetrical arrangement of the controls.
The mechanism of the pilot seat provides the following characteristics:
Fore and Aft Movement
Up and Down Movement
Recline Seat Back (up to 20 degrees)
Inboard / Outboard Foldable Armrest
Three Points Inertial Restraint System
Vertical Adjustable Headrest
Adjustable Lumbar Support

Cockpit Seats
01 OPTIONAL EQUIPMENT
01
RESTRAINT
SYSTEM
LOWER STRUCTURE
LIFE VEST
11-22 Phenom 100
Cockpit Compartment and Seats
The cockpit is comfortably designed to accommodate two pilots during all
phases of flight with minimum workload and maximum safety. It is designed
to be free from glare and reflections that could interfere with a pilot's vision.
The seats are identical in their design and configuration differing only in the
symmetrical arrangement of the controls.
The mechanism of the pilot seat provides the following characteristics:
Fore and Aft Movement
Up and Down Movement
Recline Seat Back (up to 20 degrees)
Inboard / Outboard Foldable Armrest
Three Points Inertial Restraint System
Vertical Adjustable Headrest
Adjustable Lumbar Support

Cockpit Seats
01
RESTRAINT
SYSTEM
LOWER STRUCTURE
LIFE VEST
Phenom 100 11-23
Aircraft General
Cockpit Seats - Operation
Windows
The aircraft has four windows in the cockpit, two windshields and two side
windows. There are eight passenger cabin windows. Four cabin windows are
located on the Left Hand (LH) Side and four windows are on the Right Hand
(RH) Side of the aircraft to include the overwing emergency exit window.
The two cockpit windshields consist of outboard and inboard plies of chemi-
cally strengthened Herculite glass. The glass windshields have a proprietary
hydrophobic surface seal rain-repellent coating that sheds rain thus eliminat-
ing the need for windshield wipers. The side cockpit windows and the pas-
senger windows are constructed of two individual plies of stretched acrylic
COCKPIT SEAT
LONGITUDINAL
ADJUSTMENT
HANDLE
VERTICAL
ADJUSTMENT
SEAT PAN
ADJUSTMENT
HANDLE
RECLINE
ADJUSTMENT
HANDLE
PASSENGER CABIN
LH WINDOWS
RH WINDOWS
PASSENGER
CABIN
COCKPIT LH
SIDE WINDOW
COCKPIT RH
SIDE WINDOW
COCKPIT LH
WINDSHIELD
COCKPIT RH
WINDSHIELD
EM500ENSDS560005B
Phenom 100 11-23
Aircraft General
Cockpit Seats - Operation
Windows
The aircraft has four windows in the cockpit, two windshields and two side
windows. There are eight passenger cabin windows. Four cabin windows are
located on the Left Hand (LH) Side and four windows are on the Right Hand
(RH) Side of the aircraft to include the overwing emergency exit window.
The two cockpit windshields consist of outboard and inboard plies of chemi-
cally strengthened Herculite glass. The glass windshields have a proprietary
hydrophobic surface seal rain-repellent coating that sheds rain thus eliminat-
ing the need for windshield wipers. The side cockpit windows and the pas-
senger windows are constructed of two individual plies of stretched acrylic
COCKPIT SEAT
LONGITUDINAL
ADJUSTMENT
HANDLE
VERTICAL
ADJUSTMENT
SEAT PAN
ADJUSTMENT
HANDLE
RECLINE
ADJUSTMENT
HANDLE
PASSENGER CABIN
LH WINDOWS
RH WINDOWS
PASSENGER
CABIN
COCKPIT LH
SIDE WINDOW
COCKPIT RH
SIDE WINDOW
COCKPIT LH
WINDSHIELD
COCKPIT RH
WINDSHIELD
EM500ENSDS560005B
11-24 Phenom 100
laminated together. The outer ply of each window is sealed with a protective
coating.
Nose Head On View
Nose Left Angle View
11-24 Phenom 100
laminated together. The outer ply of each window is sealed with a protective
coating.
Nose Head On View
Nose Left Angle View
Phenom 100 11-25
Aircraft General
Window Cockpit LH View
Phenom 100 11-25
Aircraft General
Window Cockpit LH View
11-26 Phenom 100
Limitations
Operation: Day VFR
1) Installations
(PRSOV)
Fuel Fuel jet pumps
System
(AHRS)
Miscellaneous
ELT
Miscellaneous
Seat Belts
Miscellaneous
Hand Microphone
11-26 Phenom 100
Limitations
Operation: Day VFR
1) Installations
(PRSOV)
Fuel Fuel jet pumps
System
(AHRS)
Miscellaneous
ELT
Miscellaneous
Seat Belts
Miscellaneous
Hand Microphone
Phenom 100 11-27
Aircraft General
Field Elevation)*
(AFM)
Guide
Phenom 100 11-27
Aircraft General
Field Elevation)*
(AFM)
Guide
11-28 Phenom 100
Installations
Lights Flashlight
Operation: IFR
11-28 Phenom 100
Installations
Lights Flashlight
Operation: IFR
Phenom 100 11-29
Aircraft General
Installations
tem
Installations
Phenom 100 11-29
Aircraft General
Installations
tem
Installations
11-30 Phenom 100
11-30 Phenom 100
Phenom 100 12-1
Autopilot
Autopilot
General
The autopilot includes computers, servo systems, and switches. The comput-
ers use data from the other aircraft systems and feedback circuits, along with
preset data from the pilot / copilot, to control direction, heading, attitude,
altitude, and speed. The autopilot operates with other systems to supply flight
guidance outputs. These outputs let the pilot or copilot fly the aircraft on a set
flight path.
Flight Guidance and Control System (FGCS) - Overview
ADC
AHRS
Guidance Panel
Flight Display Unit
PFD 1 PFD 2 MFD
Integrated
Avionics Unit 1
(GIA1)
ADC - Air Data Computer
AHRS - Attitude / Heading Reference System
CWS - Control Wheel Steering
QD - Quick Disconnect
Integrated
Avionics Unit 2
(GIA2)
AFCS Functions AFCS Functions
Flight
Director 1
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Flight
Director 2
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Servos
QD Switches
Pilot
Copilot
CWS Switches
Pilot
Copilot
GIA TO ON-SIDE DISPLAY
ADC/AHRS TO ON-SIDE GIA
ADC/AHRS TO ON-SIDE PFD
(ADC1/AHRS1 ALSO ON MFD)
Phenom 100 12-1
Autopilot
Autopilot
General
The autopilot includes computers, servo systems, and switches. The comput-
ers use data from the other aircraft systems and feedback circuits, along with
preset data from the pilot / copilot, to control direction, heading, attitude,
altitude, and speed. The autopilot operates with other systems to supply flight
guidance outputs. These outputs let the pilot or copilot fly the aircraft on a set
flight path.
Flight Guidance and Control System (FGCS) - Overview
ADC
AHRS
Guidance Panel
Flight Display Unit
PFD 1 PFD 2 MFD
Integrated
Avionics Unit 1
(GIA1)
Integrated
Avionics Unit 2
(GIA2)
Flight
Director 1
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Flight
Director 2
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Servos
QD Switches
Pilot
Copilot
CWS Switches
Pilot
Copilot
12-2 Phenom 100
PFD Complete
Flight Guidance and Control System (FGCS) - Guidance Panel
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
12-2 Phenom 100
PFD Complete
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
Phenom 100 12-3
Autopilot
Command Bars
Flight Guidance and Control System (FGCS)
The Flight Guidance And Control System (FGCS) has the following functions:
FD (Flight Director)
AP (Automatic Pilot)
YD (Yaw Damper) / Turn Coordination
Automatic Pitch Trim
Current Speed Control

Both pilot-side and copilot-side GIA (Garmin Integrated Avionics) units are
capable of computing FD commands, although only one performs those cal-
culations at any given moment, depending on the selection made through the
GP (Guidance Panel).
The GP communicates with the PFD (Primary Flight Display) and MFD (Multi-
Function Display).
The entire AP and YD processing is performed within the servo actuators, as
well as the majority of its monitoring.
The AP and the YD functions are not available during an electrical emer-
gency because the servos and the AHRS (Attitude and Heading Reference
Aircraft Symbol
Command Bars
Cross-pointer Command Bars
Single-cue Command Bars
Aircraft Symbol
Command Bars
Phenom 100 12-3
Autopilot
Command Bars
Flight Guidance and Control System (FGCS)
The Flight Guidance And Control System (FGCS) has the following functions:
FD (Flight Director)
AP (Automatic Pilot)
YD (Yaw Damper) / Turn Coordination

Both pilot-side and copilot-side GIA (Garmin Integrated Avionics) units are
capable of computing FD commands, although only one performs those cal-
culations at any given moment, depending on the selection made through the
GP (Guidance Panel).
The GP communicates with the PFD (Primary Flight Display) and MFD (Multi-
Function Display).
The entire AP and YD processing is performed within the servo actuators, as
well as the majority of its monitoring.
The AP and the YD functions are not available during an electrical emer-
gency because the servos and the AHRS (Attitude and Heading Reference
Aircraft Symbol
Command Bars
Cross-pointer Command Bars
Single-cue Command Bars
Aircraft Symbol
Command Bars
12-4 Phenom 100
System) 2 receive power from the DC Bus 2 and the GIA 2 receives power
from the DC Bus 1, however the FD function is available.
Each GIA communicates with its on-side display. The GIA 2 can communi-
cate with PFD 2 or MFD, depending on HSDB (High Speed Data Base)
switch selection. This switch is adjusted only when the airplane is on the
ground, and is set such that the GIA 2 communicates with the MFD. In case
of single pilot operation and the MFD is failed, the switch is changed in order
to allow the communication with the PFD 2. The HSDB switch is on the main-
tenance panel and is a maintenance function only.
The AHRS and ADC (Air Data Computer) information is sent directly to the
on-side GIAs. Additionally, AHRS and ADC information is sent directly to the
on-side PFD. The AHRS 1 and the ADC 1 information also is sent directly to
the MFD.
The AP and YD receive AHRS and ADC information directly from the GIA.
The selected FD uses the information presented on its on-side PFD for its
calculations and commands.
ADC
AHRS
Guidance Panel
Flight Display Unit
PFD 1 PFD 2 MFD
Integrated
Avionics Unit 1
(GIA1)
Integrated
Avionics Unit 2
(GIA2)
Flight
Director 1
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Flight
Director 2
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Servos
QD Switches
Pilot
Copilot
CWS Switches
Pilot
Copilot
12-4 Phenom 100
System) 2 receive power from the DC Bus 2 and the GIA 2 receives power
from the DC Bus 1, however the FD function is available.
Each GIA communicates with its on-side display. The GIA 2 can communi-
cate with PFD 2 or MFD, depending on HSDB (High Speed Data Base)
switch selection. This switch is adjusted only when the airplane is on the
ground, and is set such that the GIA 2 communicates with the MFD. In case
of single pilot operation and the MFD is failed, the switch is changed in order
to allow the communication with the PFD 2. The HSDB switch is on the main-
tenance panel and is a maintenance function only.
The AHRS and ADC (Air Data Computer) information is sent directly to the
on-side GIAs. Additionally, AHRS and ADC information is sent directly to the
on-side PFD. The AHRS 1 and the ADC 1 information also is sent directly to
the MFD.
The AP and YD receive AHRS and ADC information directly from the GIA.
The selected FD uses the information presented on its on-side PFD for its
calculations and commands.
ADC
AHRS
Guidance Panel
Flight Display Unit
PFD 1 PFD 2 MFD
Integrated
Avionics Unit 1
(GIA1)
Integrated
Avionics Unit 2
(GIA2)
Flight
Director 1
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Flight
Director 2
Normal
Pitch Trim
Channel
Autopilot
Yaw
Damper
Current
Speed
Servos
QD Switches
Pilot
Copilot
CWS Switches
Pilot
Copilot
Phenom 100 12-5
Autopilot
Automatic Flight Control System (AFCS) Status Box
The status of the FGCS is displayed on the FD in the AFCS status box. The
armed and engaged modes of both the Flight Director and the Autopilot are
displayed.
FGCS Lateral Modes
The lateral mode labels displayed on FMA are the following:
ROL
HDG
VAPP
APR
LOC
BC
GPS
Active mode colors
GREEN: Selected on the GP
MAGENTA: GPS commanded
Armed mode color: WHITE

VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
Yaw
Damper
Status
Flight Director
Indicator Arrow
Lateral Modes
Active
Autopilot
Status
Active
Vertical Modes
Current
Speed
Control
Armed
Command
Bars
GPS is Selected
Navigation
Source
Selected
Altitude
Armed
Phenom 100 12-5
Autopilot
Automatic Flight Control System (AFCS) Status Box
The status of the FGCS is displayed on the FD in the AFCS status box. The
armed and engaged modes of both the Flight Director and the Autopilot are
displayed.
FGCS Lateral Modes
The lateral mode labels displayed on FMA are the following:
ROL
HDG
VAPP
APR
LOC
BC
GPS
Active mode colors
GREEN: Selected on the GP

VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
Yaw
Damper
Status
Flight Director
Indicator Arrow
Lateral Modes
Active
Autopilot
Status
Active
Vertical Modes
Current
Speed
Control
Armed
Command
Bars
GPS is Selected
Navigation
Source
Selected
Altitude
Armed
12-6 Phenom 100
Flight Director Source Annunciator
A green arrow indicates the selected AFCS source.
Autopilot Engaged Annunciation
Indicate an autopilot engagement or disengagement condition.
GREEN: Autopilot engaged

Normal disengagement is indicated by flashing the annunciation, in red let-
ters, for 5 seconds before removing it from the view. Abnormal disengage-
ment flashes the annunciation, in inverse video, until the crew
acknowledgement through the disconnect button.
Yaw Damper Status Annunciation
Indicates yaw damper engagement and disengagement condition.
GREEN: Yaw damper engaged
YELLOW: Abnormal disengagement

Normal disengagement is indicated only by removing the annunciation while
the abnormal disengagement is indicated by flashing the annunciation, in
inverse video, for 5 seconds before removing it from the view.
Current Speed Control Annunciation
Indicates current speed control engagement and disengagement condition.
GREEN: current speed control engaged
YELLOW: Abnormal cruise speed control disengagement

FGCS Vertical Modes
The vertical mode labels displayed on FMA are the following: ALT, ALTS, TO,
ASEL, FLC, PIT, VPTH, VS, OVSP, GS, GP, GS/V, GP/V and GA.
Active mode colors:
GREEN: manually commanded on the GP

Note: Mode annunciation is removed if Flight Director fails.
Note: The armed VPTH mode can appear flashing in white inverse video,
indicating a required crew acknowledgement.
12-6 Phenom 100
Flight Director Source Annunciator
A green arrow indicates the selected AFCS source.
Autopilot Engaged Annunciation
Indicate an autopilot engagement or disengagement condition.
GREEN: Autopilot engaged

Normal disengagement is indicated by flashing the annunciation, in red let-
ters, for 5 seconds before removing it from the view. Abnormal disengage-
ment flashes the annunciation, in inverse video, until the crew
acknowledgement through the disconnect button.
Yaw Damper Status Annunciation
Indicates yaw damper engagement and disengagement condition.
GREEN: Yaw damper engaged
YELLOW: Abnormal disengagement

Current Speed Control Annunciation
Indicates current speed control engagement and disengagement condition.
GREEN: current speed control engaged
YELLOW: Abnormal cruise speed control disengagement

FGCS Vertical Modes
The vertical mode labels displayed on FMA are the following: ALT, ALTS, TO,
ASEL, FLC, PIT, VPTH, VS, OVSP, GS, GP, GS/V, GP/V and GA.
Active mode colors:
GREEN: manually commanded on the GP

Note: Mode annunciation is removed if Flight Director fails.
Note: The armed VPTH mode can appear flashing in white inverse video,
indicating a required crew acknowledgement.
Phenom 100 12-7
Autopilot
Flight Director
The FGCS has two FDs, each one operates within a GIA that provides verti-
cal and lateral FD modes selection logic, and pitch and roll command genera-
tion for the AP processing and for guidance bar presentation on PFDs if the
pilots wish to hand-fly the aircraft following the guidance commands.
There are two FD pushbuttons that allow each crewmember to toggle the FD
bars ON and OFF on its respective PFD side. From standby, the FD bars are
displayed on both PFDs when any FD button is pressed, and the correspond-
ing basic mode (pitch and roll) is engaged.
Although there are two FDs in the system, only one can be active at a time,
depending on the GIA selected on the GP. The FD function is inoperative in
case there is no GIA selected. GIA 1 or 2 is selected by pressing the FD
pushbutton for that specific side. Once The AP is engaged, it follows the pitch
and roll FD command from the selected GIA, and both PFDs show the same
FD annunciation, alerts, and guidance bar command, as determined from the
selected GIA as well.
The FD that is operating within GIA1 uses AHRS, ADC and NAV (Navigation)
data input parameters from the PFD1, and these parameters are the ones
that are selected and are being displayed on the PFD1. Accordingly, the FD
that is operating within GIA2 uses input parameters from PFD2. However, in
this case the PFD2 gets parameters from the MFD.
The selected GIA does not allow a FD mode to be engaged, remain engaged,
arm or remain armed unless the parameters required for that mode are valid.
If the AHRS and ADC parameters required for the pitch and roll FD basic
mode are not available, then the GIA does not allow any FD mode to remain
or to become selected.
The CPL pushbutton in the GP allows the crew to select GIA1 or GIA2 for the
FD processing and computation, which couples to the AP when it is engaged.
On power up the selected FD comes from GIA1 with the green arrow on
PFDs pointing to the left. Pressing then CPL pushbutton toggles the selected
FD from one GIA to the other. Each push on this button cancels all FD modes
and revert them to pitch and roll modes.
The FD is selectable between single cue and cross pointer modes on the
MFD-AUX SYSTEM SETUP page.
Autopilot
The AP function provides pitch and roll axes command in order to achieve
good performance when controlling the aircraft in its expected flight envelope,
configuration and thrust changes.
The AP logic is performed in both GIAs, and depends on inputs from the GP,
ADC, AHRS, discrete signals, and the system parameters.
Phenom 100 12-7
Autopilot
Flight Director
The FGCS has two FDs, each one operates within a GIA that provides verti-
cal and lateral FD modes selection logic, and pitch and roll command genera-
tion for the AP processing and for guidance bar presentation on PFDs if the
pilots wish to hand-fly the aircraft following the guidance commands.
There are two FD pushbuttons that allow each crewmember to toggle the FD
bars ON and OFF on its respective PFD side. From standby, the FD bars are
displayed on both PFDs when any FD button is pressed, and the correspond-
ing basic mode (pitch and roll) is engaged.
Although there are two FDs in the system, only one can be active at a time,
depending on the GIA selected on the GP. The FD function is inoperative in
case there is no GIA selected. GIA 1 or 2 is selected by pressing the FD
pushbutton for that specific side. Once The AP is engaged, it follows the pitch
and roll FD command from the selected GIA, and both PFDs show the same
FD annunciation, alerts, and guidance bar command, as determined from the
selected GIA as well.
The FD that is operating within GIA1 uses AHRS, ADC and NAV (Navigation)
data input parameters from the PFD1, and these parameters are the ones
that are selected and are being displayed on the PFD1. Accordingly, the FD
that is operating within GIA2 uses input parameters from PFD2. However, in
this case the PFD2 gets parameters from the MFD.
The selected GIA does not allow a FD mode to be engaged, remain engaged,
arm or remain armed unless the parameters required for that mode are valid.
If the AHRS and ADC parameters required for the pitch and roll FD basic
mode are not available, then the GIA does not allow any FD mode to remain
or to become selected.
The CPL pushbutton in the GP allows the crew to select GIA1 or GIA2 for the
FD processing and computation, which couples to the AP when it is engaged.
On power up the selected FD comes from GIA1 with the green arrow on
PFDs pointing to the left. Pressing then CPL pushbutton toggles the selected
FD from one GIA to the other. Each push on this button cancels all FD modes
and revert them to pitch and roll modes.
The FD is selectable between single cue and cross pointer modes on the
MFD-AUX SYSTEM SETUP page.
Autopilot
The AP function provides pitch and roll axes command in order to achieve
good performance when controlling the aircraft in its expected flight envelope,
configuration and thrust changes.
The AP logic is performed in both GIAs, and depends on inputs from the GP,
ADC, AHRS, discrete signals, and the system parameters.
12-8 Phenom 100
All the system status annunciations are displayed for a minimum of 5s (Sec-
onds), and are annunciated based on the validity and priority of the system
parameters.
The AP is independent of the YD and may be used with the YD disengaged.
The AP is inoperative if no FD/GIA is selected and the selected GIA disen-
gages the AP if the FD is disengaged for any reason.
AP Engagement / Disengagement
Autopilot is engaged pushing the AP button on the guidance panel. The auto-
matic pitch trim is also engaged whenever AP is engaged. The autopilot dis-
engages when any of the following conditions occur:
The AP button is pressed on the guidance panel.
The manual pitch trim switches are activated.
Takeoff or Go-Around mode is selected.
Either quick disconnect buttons are pressed.
Various internal monitors failure.
Pitch or roll angle out of range.
The stall warning is activated.

The autopilot commands the servos to disengage when CWS button is
pressed. The autopilot automatically reengages the servos and resynchro-
nizes the flight director when CWS button is released.
When the autopilot is normally disengaged, the aural alarm AUTOPILOT is
triggered once. If the autopilot is abnormally disengaged the aural warning
sounds continuously until acknowledged by the crew by pressing the quick
disconnect button.
Yaw Damper / Turn Coordination
The YD function provides damping of the dutch roll mode of the aircraft and
provides turn coordination in reaction of the presence of side slip variation,
estimated by the system taking into consideration the yaw rate, roll angle, lat-
eral acceleration and indicated airspeed parameters. The dutch roll mode is
damped by the yaw rate. The turn coordination prevents adverse yaw in the
rollout maneuver for a turn or the return maneuver to wings level, and elimi-
nates side slip by the use of long-term lateral acceleration.
The YD is independent of the AP and may be used during normal maneuvers
with the AP disengaged.
The YD is inoperative if no FD/GIA is selected, and it disengages the YD if
the FD is disengaged for any reason.
YD Engagement / Disengagement
Engagement is indicated by a green YD annunciation in the center of the
AFCS Status Box. Yaw damper is engaged by pushing the YD button on the
12-8 Phenom 100
All the system status annunciations are displayed for a minimum of 5s (Sec-
onds), and are annunciated based on the validity and priority of the system
parameters.
The AP is independent of the YD and may be used with the YD disengaged.
The AP is inoperative if no FD/GIA is selected and the selected GIA disen-
gages the AP if the FD is disengaged for any reason.
AP Engagement / Disengagement
Autopilot is engaged pushing the AP button on the guidance panel. The auto-
matic pitch trim is also engaged whenever AP is engaged. The autopilot dis-
engages when any of the following conditions occur:
The AP button is pressed on the guidance panel.
The manual pitch trim switches are activated.
Takeoff or Go-Around mode is selected.
Either quick disconnect buttons are pressed.
Pitch or roll angle out of range.

The autopilot commands the servos to disengage when CWS button is
pressed. The autopilot automatically reengages the servos and resynchro-
nizes the flight director when CWS button is released.
When the autopilot is normally disengaged, the aural alarm AUTOPILOT is
triggered once. If the autopilot is abnormally disengaged the aural warning
sounds continuously until acknowledged by the crew by pressing the quick
disconnect button.
Yaw Damper / Turn Coordination
The YD function provides damping of the dutch roll mode of the aircraft and
provides turn coordination in reaction of the presence of side slip variation,
estimated by the system taking into consideration the yaw rate, roll angle, lat-
eral acceleration and indicated airspeed parameters. The dutch roll mode is
damped by the yaw rate. The turn coordination prevents adverse yaw in the
rollout maneuver for a turn or the return maneuver to wings level, and elimi-
nates side slip by the use of long-term lateral acceleration.
The YD is independent of the AP and may be used during normal maneuvers
with the AP disengaged.
The YD is inoperative if no FD/GIA is selected, and it disengages the YD if
the FD is disengaged for any reason.
YD Engagement / Disengagement
Engagement is indicated by a green YD annunciation in the center of the
AFCS Status Box. Yaw damper is engaged by pushing the YD button on the
Phenom 100 12-9
Autopilot
guidance panel. The yaw damper automatically engages on AP engagement,
although the yaw damper can be engaged or disengaged independently of
the AP status.
The yaw damper disengages when any of the following conditions occur:
The YD button is pressed on the guidance panel.
Takeoff mode is selected.
Lateral acceleration out of range.

When the AP is engaged, the automatic pitch trim function commands the pri-
mary pitch trim actuator to position the elevator. In addition, provisions are
available in the control logic to provide anticipation of the required trim
changes due to flaps extension or retraction.
During manual flight, the crew commands the system (pitch, roll or yaw) as
required to alleviate the forces on control yoke or pedals. When the AP is
engaged, pitch trim is also performed automatically and its operation is trans-
parent to the crew.
It should be noted that while the AP/FD CWS button is pressed, normal auto-
matic trim operation will cease.
Autopilot and Yaw Damper Engaged
Autopilot
Engaged
Yaw Damper
Engaged
CWS Annunciation
Control Wheel Steering
Manual Autopilot Disengagement
(Flashes 5 seconds)
Automatic Autopilot and Yaw Damper Disengagement
(AP flashes until QD Switch Pressed)
(YD Flashes 5 Seconds)
P100-AFLT-074
Phenom 100 12-9
Autopilot
guidance panel. The yaw damper automatically engages on AP engagement,
although the yaw damper can be engaged or disengaged independently of
the AP status.
The yaw damper disengages when any of the following conditions occur:
The YD button is pressed on the guidance panel.
Takeoff mode is selected.
Lateral acceleration out of range.

When the AP is engaged, the automatic pitch trim function commands the pri-
mary pitch trim actuator to position the elevator. In addition, provisions are
available in the control logic to provide anticipation of the required trim
changes due to flaps extension or retraction.
During manual flight, the crew commands the system (pitch, roll or yaw) as
required to alleviate the forces on control yoke or pedals. When the AP is
engaged, pitch trim is also performed automatically and its operation is trans-
parent to the crew.
It should be noted that while the AP/FD CWS button is pressed, normal auto-
matic trim operation will cease.
Autopilot and Yaw Damper Engaged
Autopilot
Engaged
Yaw Damper
Engaged
CWS Annunciation
Control Wheel Steering
Manual Autopilot Disengagement
(Flashes 5 seconds)
Automatic Autopilot and Yaw Damper Disengagement
(AP flashes until QD Switch Pressed)
(YD Flashes 5 Seconds)
P100-AFLT-074
12-10 Phenom 100
Current Speed Control* (*Not Currently installed)
The CSC function can be engaged and disengaged by pressing the appropri-
ate momentary button, CSC on the GP, and has the purpose of maintaining
with limited N1 (Fan Rotor Speed) authority the aircraft indicated airspeed or
Mach number upon the function engagement.
The N1 calculation and the function abnormalities are processed within the
two FADEC (Full Authority Digital Engine Control)s, whereas the function
request and its annunciations are primarily processed within the selected
GIA. The selected GIA transmits to the FADEC the CSC request if either alti-
tude hold or VNAV (Vertical Navigation) altitude hold mode is active and the
CSC button is pressed.
The CSC engagement and disengagement status announced on the FMA
(Flight Mode Annunciation) is based on the FADEC channels response to
engage the function, the active vertical FD mode and the CSC button status.
Controls
Guidance Panel
The GP is installed on the main panel in the cockpit and provides means to
the crew for interfacing with the system functions.
The AP, YD and current speed control functions can be engaged and disen-
gaged by pressing the appropriate button momentary on the controller, as
well as the selection of any FD mode.
The targets, such as indicated airspeed or Mach number, altitude, vertical
speed, magnetic heading and navigation course can be selected by rotating
the appropriate knob or thumb wheel. The course and heading knobs can
also be pushed to SYNC the selected values to the current aircraft value.The
speed knob can be used to toggle between IAS (Indicated Airspeed) and
Mach for selected airspeed display.
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
12-10 Phenom 100
Current Speed Control* (*Not Currently installed)
The CSC function can be engaged and disengaged by pressing the appropri-
ate momentary button, CSC on the GP, and has the purpose of maintaining
with limited N1 (Fan Rotor Speed) authority the aircraft indicated airspeed or
Mach number upon the function engagement.
The N1 calculation and the function abnormalities are processed within the
two FADEC (Full Authority Digital Engine Control)s, whereas the function
request and its annunciations are primarily processed within the selected
GIA. The selected GIA transmits to the FADEC the CSC request if either alti-
tude hold or VNAV (Vertical Navigation) altitude hold mode is active and the
CSC button is pressed.
The CSC engagement and disengagement status announced on the FMA
(Flight Mode Annunciation) is based on the FADEC channels response to
engage the function, the active vertical FD mode and the CSC button status.
Controls
Guidance Panel
The GP is installed on the main panel in the cockpit and provides means to
the crew for interfacing with the system functions.
The AP, YD and current speed control functions can be engaged and disen-
gaged by pressing the appropriate button momentary on the controller, as
well as the selection of any FD mode.
The targets, such as indicated airspeed or Mach number, altitude, vertical
speed, magnetic heading and navigation course can be selected by rotating
the appropriate knob or thumb wheel. The course and heading knobs can
also be pushed to SYNC the selected values to the current aircraft value.The
speed knob can be used to toggle between IAS (Indicated Airspeed) and
Mach for selected airspeed display.
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
Phenom 100 12-11
Autopilot
Flight Guidance And Control System Controls
The GP contains controls for setting the FD and AP modes. The controls are
found in four main groups on the front panel:
FD Pushbutton and Course Control
Lateral Guidance Control
AFCS and Speed Control
Vertical Guidance Control

FD Push-Button And Course Control
The table below shows the controls for the course control group:
FD
Adjust the Selected Course (CRS1 and CRS2)
PUSH DIR
Control Name Position Description
FD Pushbutton
Momentary tog-
gle ON/ OFF
Activates/deactivates the selected
flight director (pilot- or copilot-side) in
default vertical and lateral modes.
Press the other FD Key to toggle the
corresponding PFDs Command Bars
off/on.
CRS 1 and CRS2-
rotary knob
CRS1 and CRS2
knob clockwise/
counterclock-
wise
Independently changes left or right
side course accordingly (clockwise-
course increase, counterclockwise-
course decrease) with the minimum
increment of 1
PUSH DIR-
on center of
CRS1/CRS2 knobs
ON
When pressed re-centers the Course
Deviation Indicator (CDI) and returns
course pointer directly to the bearing
of the active waypoint / station.
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
FD
PUSHBUTTON
CRS1
SELECT KNOB
(OUTER)
CRS2
SELECT KNOB
(OUTER)
PUSH DIR
PUSHBUTTON
(INNER)
Phenom 100 12-11
Autopilot
Flight Guidance And Control System Controls
The GP contains controls for setting the FD and AP modes. The controls are
found in four main groups on the front panel:
FD Pushbutton and Course Control
Lateral Guidance Control
Vertical Guidance Control

FD Push-Button And Course Control
The table below shows the controls for the course control group:
FD
Adjust the Selected Course (CRS1 and CRS2)
PUSH DIR
FD Pushbutton
Momentary tog-
gle ON/ OFF
Activates/deactivates the selected
flight director (pilot- or copilot-side) in
default vertical and lateral modes.
Press the other FD Key to toggle the
corresponding PFDs Command Bars
off/on.
CRS 1 and CRS2-
rotary knob
CRS1 and CRS2
knob clockwise/
counterclock-
wise
Independently changes left or right
side course accordingly (clockwise-
course increase, counterclockwise-
course decrease) with the minimum
increment of 1
PUSH DIR-
on center of
CRS1/CRS2 knobs
ON
When pressed re-centers the Course
Deviation Indicator (CDI) and returns
course pointer directly to the bearing
of the active waypoint / station.
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
FD
PUSHBUTTON
CRS1
SELECT KNOB
(OUTER)
CRS2
SELECT KNOB
(OUTER)
PUSH DIR
PUSHBUTTON
(INNER)
12-12 Phenom 100
Lateral Guidance Controls
The table below shows the controls for the lateral guidance control group:
APR (Approach) Mode
NAV Mode
Low Bank Mode (BANK)
HDG (Heading) Select Mode
Adjusts the Selected Heading (HDG SEL)
PUSH SYNC
APR
pushbutton
Momentarily pushed
(not armed or active)
Arms APPR mode based on NAV
source.
Momentarily pushed
(armed or active)
Disarms / Deactivates APPR mode.
NAV
pushbutton
Momentarily pushed
Arms NAV mode based on NAV source.
Momentarily pushed
(armed or active)
Disarms / Deactivates NAV mode.
BANK pushbutton Momentarily pushed Toggles ON/OFF half bank limit.
HDG
pushbutton
Momentarily pushed
Arms HDG mode
Momentarily pushed
(armed or active)
Disarms / Deactivates HDG mode.
HDG SEL
rotary knob
CW (Clockwise)/CCW
(Counterclockwise
HDG target changes accordingly (CW-
heading target increase, CCW - head-
ing target decrease) with the minimum
increment of 1
PUSH SYNC
on center of HDG
SEL knob
ON
Synchronizes the HDG target automati-
cally to the current aircraft HDG
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
APR
PUSHBUTTON
BANK
PUSHBUTTON
NAV
PUSHBUTTON
HDG
PUSHBUTTON
PUSH SYNC
PUSHBUTTON
HDG SEL
KNOB (OUTER)
P100-AP-001
12-12 Phenom 100
Lateral Guidance Controls
The table below shows the controls for the lateral guidance control group:
APR (Approach) Mode
NAV Mode
Low Bank Mode (BANK)
HDG (Heading) Select Mode
Adjusts the Selected Heading (HDG SEL)
PUSH SYNC
APR
pushbutton
Momentarily pushed
Arms APPR mode based on NAV
source.
Momentarily pushed
(armed or active)
Disarms / Deactivates APPR mode.
NAV
pushbutton
Momentarily pushed
Arms NAV mode based on NAV source.
Momentarily pushed
(armed or active)
Disarms / Deactivates NAV mode.
BANK pushbutton Momentarily pushed Toggles ON/OFF half bank limit.
HDG
pushbutton
Momentarily pushed
Arms HDG mode
Momentarily pushed
(armed or active)
Disarms / Deactivates HDG mode.
HDG SEL
rotary knob
CW (Clockwise)/CCW
(Counterclockwise
HDG target changes accordingly (CW-
heading target increase, CCW - head-
ing target decrease) with the minimum
increment of 1
PUSH SYNC
on center of HDG
SEL knob
ON
Synchronizes the HDG target automati-
cally to the current aircraft HDG
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
APR
PUSHBUTTON
BANK
PUSHBUTTON
NAV
PUSHBUTTON
HDG
PUSHBUTTON
PUSH SYNC
PUSHBUTTON
HDG SEL
KNOB (OUTER)
P100-AP-001
Phenom 100 12-13
Autopilot
The table below shows the controls for the FGCS management group and
controls for the speed control group:
AP
YD
CSC
CPL (Couple)
l
AP
pushbutton
Momentarily pushed
(not engaged)
AP engages
YD engages if not engaged
Momentarily pushed
(engaged)
AP is disengaged
YD
pushbutton
Momentarily pushed
(not engaged)
YD engages
Momentarily pushed
(engaged)
YD is disengaged
CSC
pushbutton
Momentarily pushed
(not engaged)
CSC engages
Momentarily pushed
(engaged)
CSC is disengaged
CPL
pushbutton
ON
Toggles the selected FD and its source
of PFD data between pilot and copilot.
Arrowhead annunciator on the PFD indi-
cates the used PFD and source.
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
AP
PUSHBUTTON
YD
PUSHBUTTON
CSC
PUSHBUTTON
CPL
PUSHBUTTON
P100-AP-001c
Phenom 100 12-13
Autopilot
The table below shows the controls for the FGCS management group and
controls for the speed control group:
AP
YD
CSC
CPL (Couple)
l
AP
pushbutton
Momentarily pushed
(not engaged)
AP engages
YD engages if not engaged
Momentarily pushed
(engaged)
AP is disengaged
YD
pushbutton
Momentarily pushed
(not engaged)
YD engages
Momentarily pushed
(engaged)
YD is disengaged
CSC
pushbutton
Momentarily pushed
(not engaged)
CSC engages
Momentarily pushed
(engaged)
CSC is disengaged
CPL
pushbutton
ON
Toggles the selected FD and its source
of PFD data between pilot and copilot.
Arrowhead annunciator on the PFD indi-
cates the used PFD and source.
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
AP
PUSHBUTTON
YD
PUSHBUTTON
CSC
PUSHBUTTON
CPL
PUSHBUTTON
P100-AP-001c
12-14 Phenom 100
Vertical Guidance Controls
The table opposite shows the controls for the lateral guidance control group:
ALT Hold Mode (ALT)
Adjusts the Selected Altitude (ALT SEL)
Vertical Path Tracking Mode for Vertical Navigation Flight Control (VNV)
Vertical Speed Mode (VS)
Adjusts the Vertical Speed Reference (UP/DN Wheel)
Flight level Change Mode (FLC)
Adjusts the Airspeed Reference (SPD SEL)
Push IAS-MACH
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
ALT
PUSHBUTTON
VNV
PUSHBUTTON
VS
PUSHBUTTON
FLC
PUSHBUTTON
ALT SEL
PUSHBUTTON
SPEED SELECT
KNOB (OUTER)
P100-AP-001d
VS SPEED
WHEEL
PUSH IAS-MACH
PUSHBUTTON
12-14 Phenom 100
Vertical Guidance Controls
The table opposite shows the controls for the lateral guidance control group:
ALT Hold Mode (ALT)
Adjusts the Selected Altitude (ALT SEL)
Vertical Path Tracking Mode for Vertical Navigation Flight Control (VNV)
Adjusts the Vertical Speed Reference (UP/DN Wheel)
Flight level Change Mode (FLC)
Adjusts the Airspeed Reference (SPD SEL)
Push IAS-MACH
UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
ALT
PUSHBUTTON
VNV
PUSHBUTTON
VS
PUSHBUTTON
FLC
PUSHBUTTON
ALT SEL
PUSHBUTTON
SPEED SELECT
KNOB (OUTER)
P100-AP-001d
VS SPEED
WHEEL
PUSH IAS-MACH
PUSHBUTTON
Phenom 100 12-15
Autopilot
ALT
pushbutton
Momentarily pushed
Activates ALT mode
Momentarily pushed
(armed or active)
Disarms / Deactivates ALT mode
ALT SEL
rotary knob
Altitude target not dis-
played
Altitude target becomes displayed and
synchronized to the current altitude
Altitude target displayed Altitude target changes with a 100 ft.
increment.
VNV
pushbutton
Momentarily pushed
Arms VPTH
Momentarily pushed
(armed or active)
Disarms / Deactivates any VNV
mode
VS
pushbutton
Momentarily pushed
Activates VS mode
Momentarily pushed
(armed or active)
Disarms / Deactivates VS mode
VS
rotary selector
wheel
DOWN / UP
Rotating the Vertical Speed Select
Wheel up causes the Vertical Speed
Target to decrease.
Rotating the Wheel down causes the
Vertical Speed Target to increase.
Increments: 100 ft./min.
FLC
pushbutton
Momentarily pushed
Activates FLC mode
Momentarily pushed
(armed or active)
Deactivates FLC mode
SPD SEL
rotary knob
FLC not active No effect
FLC active
Turning the knob CW increases
speed target and turning the knob
CCW decreases the speed target.
Increment: 1 kt or 0.01m
PUSH IAS-MACH
pushbutton (on
center of SPD
SEL knob)
ON
Toggles the speed reference value
between Indicated Airspeed value
and M (mach) value.
Phenom 100 12-15
Autopilot
ALT
pushbutton
Momentarily pushed
Activates ALT mode
Momentarily pushed
(armed or active)
Disarms / Deactivates ALT mode
ALT SEL
rotary knob
Altitude target not dis-
played
Altitude target becomes displayed and
synchronized to the current altitude
Altitude target displayed Altitude target changes with a 100 ft.
increment.
VNV
pushbutton
Momentarily pushed
Arms VPTH
Momentarily pushed
(armed or active)
Disarms / Deactivates any VNV
mode
VS
pushbutton
Momentarily pushed
Activates VS mode
Momentarily pushed
(armed or active)
Disarms / Deactivates VS mode
VS
rotary selector
wheel
DOWN / UP
Rotating the Vertical Speed Select
Wheel up causes the Vertical Speed
Target to decrease.
Rotating the Wheel down causes the
Vertical Speed Target to increase.
Increments: 100 ft./min.
FLC
pushbutton
Momentarily pushed
Activates FLC mode
Momentarily pushed
(armed or active)
Deactivates FLC mode
SPD SEL
rotary knob
FLC not active No effect
FLC active
Turning the knob CW increases
speed target and turning the knob
CCW decreases the speed target.
Increment: 1 kt or 0.01m
PUSH IAS-MACH
pushbutton (on
center of SPD
SEL knob)
ON
Toggles the speed reference value
between Indicated Airspeed value
and M (mach) value.
12-16 Phenom 100
AP/YD/TRIM/PUSHER DISC Pushbutton
The AP/YD/TRIM/PUSHER* DISC Pushbutton on each pilot and copilot con-
trol yoke is a switch called QD (Quick Disconnect). The switch supplies an
output to the quick disconnect relay, and this relay sends the output to GIAs
and to autopilot servos and allows the pilot or copilot to immediately discon-
nect the AP and YD functions and disengage the autopilot servos.

* NOTE: EASA registered aircraft - AP/YD/TRIM DISC Pushbutton ONLY!
CWS Pushbutton
The CWS pushbutton on each pilot and copilot control yoke is a switch that
allows the crew to override the authority of the AP function with no effect on the
YD and turn coordination functions. When the CWS pushbutton is pressed and
held the vertical FD command synchronizes with the current aircraft pitch and
roll attitude, and power is removed from the servo motor and solenoid.
This allows temporary manual control. Autopilot will attempt to comply with
modes selected prior to selection of CWS after pushbutton is released. CWS is
displayed in white in the AFCS status box while the CWS button is pressed.
AP/YD/TRIM/PUSHER* DISC and CWS Pushbuttom
CWS
PUSH-BUTTON
CWS
PUSH-BUTTON
SDS2432221100P027R
AP / YD / TRIM / PUSHER
DISC PUSHBUTTON
DISC PUSHBUTTON
12-16 Phenom 100
AP/YD/TRIM/PUSHER DISC Pushbutton
The AP/YD/TRIM/PUSHER* DISC Pushbutton on each pilot and copilot con-
trol yoke is a switch called QD (Quick Disconnect). The switch supplies an
output to the quick disconnect relay, and this relay sends the output to GIAs
and to autopilot servos and allows the pilot or copilot to immediately discon-
nect the AP and YD functions and disengage the autopilot servos.

* NOTE: EASA registered aircraft - AP/YD/TRIM DISC Pushbutton ONLY!
CWS Pushbutton
The CWS pushbutton on each pilot and copilot control yoke is a switch that
allows the crew to override the authority of the AP function with no effect on the
YD and turn coordination functions. When the CWS pushbutton is pressed and
held the vertical FD command synchronizes with the current aircraft pitch and
roll attitude, and power is removed from the servo motor and solenoid.
This allows temporary manual control. Autopilot will attempt to comply with
modes selected prior to selection of CWS after pushbutton is released. CWS is
displayed in white in the AFCS status box while the CWS button is pressed.
AP/YD/TRIM/PUSHER* DISC and CWS Pushbuttom
CWS
PUSH-BUTTON
CWS
PUSH-BUTTON
SDS2432221100P027R
DISC PUSHBUTTON
DISC PUSHBUTTON
Phenom 100 12-17
Autopilot
AP Indication on PFD and EICAS Pitch Trim Display on MFD
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
IDENT MSG NRST TMR/REF XPDR ADF/DME CDI OBS PDF SENSOR INSET
N
33
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C RAT C ISA +15 R
2000
KIXD KCEA
GPS ROL AP YD VS 100 FPM ALTS VPTH
M
DIS 114NM BRG 234
ROLL
YAN
20
55.1
0
0
DN
87.8 TO
ATR
N1%
ITT C
N2%
OIL PRES PSI
TEMP C
FUEL
FF KGH
FQ KG
TEMP C
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
NORTH UP
PARK CITY
KBEC
AUGUSTA
KEWK
KAAD
KIAB
KICT
CERBY
ICT
EL DORAD
27.2 10.0
349 200
54.9
232
253
IGN
AB
232
253
IGN
AB
599
1250
2050
CLOSED
7200 FT
0 FPM
PSI 5.0
5 FT
1450 PSI
23
DN
DN
TRIM
853
800
95.0
STRMSCP
LIGHTNING
FAILED
TFR
NO DATA
MAP WPT AUX NRST
NM 5
SYSTEM MAP DCLTR SHWCHRT CHK LIST
NAV1 111.85
NAV2 111.00
117.95
117.95
KT ____ GS DTK ___
O
TRK ___
O
ETE __:__
MAP - NAVIGATION MAP
128.075 121.500
136.975 136.000
COM1
COM2
ROLL
YAN
20
SYSTEM MAP
ROLL ROLL
SYSTEM MAP
Yaw
Damper
Status
Lateral Modes
Autopilot
Status
Vertical Modes
Current
Speed
Control
117.95
7.95
5 136.975
136.9
KIXD KCEA DIS 114NM BRG 234
11
7.95
5
36.9
5 136
GPS ROL AP YD VS 100 FPM ALTS VPTH 1
Flight Director
Indicator Arrow
Active Active Armed Armed
Roll
Trim
Pitch
Trim
Yaw
Trim
P100-AFLT-080
MFD
PFD
Phenom 100 12-17
Autopilot
AP Indication on PFD and EICAS Pitch Trim Display on MFD
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
N
33
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C RAT C ISA +15 R
2000
KIXD KCEA
M
DIS 114NM BRG 234
ROLL
YAN
20
55.1
0
0
DN
87.8 TO
ATR
N1%
ITT C
N2%
OIL PRES PSI
TEMP C
FUEL
FF KGH
FQ KG
TEMP C
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
NORTH UP
PARK CITY
KBEC
AUGUSTA
KEWK
KAAD
KIAB
KICT
CERBY
ICT
EL DORAD
27.2 10.0
349 200
54.9
232
253
IGN
AB
232
253
IGN
AB
599
1250
2050
CLOSED
7200 FT
0 FPM
PSI 5.0
5 FT
1450 PSI
23
DN
DN
TRIM
853
800
95.0
STRMSCP
LIGHTNING
FAILED
TFR
NO DATA
MAP WPT AUX NRST
NM 5
SYSTEM MAP DCLTR SHWCHRT CHK LIST
NAV1 111.85
NAV2 111.00
117.95
117.95
KT ____ GS DTK ___
O
TRK ___
O
ETE __:__
MAP - NAVIGATION MAP
128.075 121.500
136.975 136.000
COM1
COM2
ROLL
YAN
20
SYSTEM MAP
ROLL ROLL
SYSTEM MAP
Yaw
Damper
Status
Lateral Modes
Autopilot
Status
Vertical Modes
Current
Speed
Control
117.95
7.95
5 136.975
136.9
11
7.95
5
36.9
5 136
GPS ROL AP YD VS 100 FPM ALTS VPTH 1
Flight Director
Indicator Arrow
Active Active Armed Armed
Roll
Trim
Pitch
Trim
Yaw
Trim
P100-AFLT-080
MFD
PFD
12-18 Phenom 100
Flight Director
Flight Director Modes Of Operations
The FD system has two categories for modes of operation: vertical axis and
lateral axis. The selected GIA does not allow a FD mode to be engaged,
remain engaged, arm or remain armed unless the parameters required for
that mode are valid. If a required input parameter becomes invalid while the
mode is engaged, either a lateral or vertical FD mode reversion is initiated
depending on the axis associated with the mode. If a required input parame-
ter becomes invalid while the mode is armed, it becomes disarmed.
The vertical axis flight director guidance modes are:
Altitude Hold (ALT)
Altitude Pre-select (ALTS)
Flight Level Change (FLC)
G/A (Go-Around)
TO (Takeoff)
G/S (Glideslope)
Pitch Hold (PIT)
Vertical Speed (VS)
Vertical Navigation (VNV)

The lateral axis flight director guidance modes are:
Roll Hold (ROL)
Wings Level (a function of ROL mode)
Low Bank
HDG
Navigation (VOR/LOC/BC/GPS)
Approach (VOR/LOC/GPS)
12-18 Phenom 100
Flight Director
Flight Director Modes Of Operations
The FD system has two categories for modes of operation: vertical axis and
lateral axis. The selected GIA does not allow a FD mode to be engaged,
remain engaged, arm or remain armed unless the parameters required for
that mode are valid. If a required input parameter becomes invalid while the
mode is engaged, either a lateral or vertical FD mode reversion is initiated
depending on the axis associated with the mode. If a required input parame-
ter becomes invalid while the mode is armed, it becomes disarmed.
The vertical axis flight director guidance modes are:
Altitude Hold (ALT)
Altitude Pre-select (ALTS)
G/A (Go-Around)
TO (Takeoff)
G/S (Glideslope)
Pitch Hold (PIT)
Vertical Speed (VS)

The lateral axis flight director guidance modes are:
Roll Hold (ROL)
Wings Level (a function of ROL mode)
Low Bank
HDG
Phenom 100 12-19
Autopilot
Vertical Modes
Altitude Hold (ALT)
The ALT Hold Mode provides a pitch command, which permits the autopilot to
keep the altitude. The ALT Hold Mode can be armed manually by pushing the
ALT pushbutton in the GP, or automatically by means of the ALT preselect mode.
The ALT pushbutton in the GP engages and disengages the altitude hold FD
mode. ALT Hold Mode active is indicated by an ALT annunciation in the AFCS
status box on the PFD.
The CSC is available while ALT Hold Mode is active. When the CSC pushbut-
ton is pressed, the FADEC varies engine thrust to maintain the desired air-
speed within a certain control range.
With the CWS pushbutton depressed, the aircraft can be hand-flown to a new
altitude reference. When the CWS is released at the desired altitude, the new
altitude is established as the altitude reference. If the selected altitude is
reached during CWS maneuvering, the altitude reference is not changed. In
this case, the CWS must be pressed again after the selected altitude is
reached, to adjust the altitude reference.
Altitude Hold Mode (ALT)
Selected
Altitude
Bug
Selected
Altitude
Altitude Hold
Mode Active
Current Speed
Control Active
Command Bars Hold Pitch Attitude
to Maintain Altitude Reference
P100 AP 003
Phenom 100 12-19
Autopilot
Vertical Modes
Altitude Hold (ALT)
The ALT Hold Mode provides a pitch command, which permits the autopilot to
keep the altitude. The ALT Hold Mode can be armed manually by pushing the
ALT pushbutton in the GP, or automatically by means of the ALT preselect mode.
The ALT pushbutton in the GP engages and disengages the altitude hold FD
mode. ALT Hold Mode active is indicated by an ALT annunciation in the AFCS
status box on the PFD.
The CSC is available while ALT Hold Mode is active. When the CSC pushbut-
ton is pressed, the FADEC varies engine thrust to maintain the desired air-
speed within a certain control range.
With the CWS pushbutton depressed, the aircraft can be hand-flown to a new
altitude reference. When the CWS is released at the desired altitude, the new
altitude is established as the altitude reference. If the selected altitude is
reached during CWS maneuvering, the altitude reference is not changed. In
this case, the CWS must be pressed again after the selected altitude is
reached, to adjust the altitude reference.
Altitude Hold Mode (ALT)
Selected
Altitude
Bug
Selected
Altitude
Altitude Hold
Mode Active
Current Speed
Control Active
to Maintain Altitude Reference
P100 AP 003
12-20 Phenom 100
Altitude Pre-selected (ALTS)
The white ALTS annunciation indicates that the ALT Pre-Selected Mode is
armed. The ALT SEL rotary knob is used to set the selected altitude until the
Pre-Selected Mode becomes active.
While in TO or G/A mode, the ALT Pre-Selected Mode arms automatically
only in case the preselected altitude is greater than or equal to 400 ft (Foot)
from the TO or G/A mode entry ALT. As the aircraft nears the selected alti-
tude, the FD automatically transitions to ALT Pre-Selected Mode with ALT
Hold Mode armed. This automatic transition is indicated by the green ALTS
annunciation flashing for up to 5 seconds and the appearance of the white
ALT annunciation. At 50 ft from the selected altitude, the FD automatically
transitions from ALT Pre-Selected Mode to ALT Hold Mode and holds the
selected altitude. As ALT Hold Mode becomes active, the white ALT annunci-
ation moves to the active vertical mode field and flashes in green for 5 sec-
onds to indicate the automatic transition.
Altitude Pre-Selected Mode (ALTS)
A
"FLASH UP TO 5 SEC. INDICATING AUTOMATIC TRANSITION"
SDS2432221100P047R
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
N
3
3
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C C +15 R
2000
M
DIS NM BRG
TAT SAT
ROL
KMCI D 137 065
ALTS PIT
ALTITUDE
PRE-SELECTED
MOVE ARMED
A
12-20 Phenom 100
Altitude Pre-selected (ALTS)
The white ALTS annunciation indicates that the ALT Pre-Selected Mode is
armed. The ALT SEL rotary knob is used to set the selected altitude until the
Pre-Selected Mode becomes active.
While in TO or G/A mode, the ALT Pre-Selected Mode arms automatically
only in case the preselected altitude is greater than or equal to 400 ft (Foot)
from the TO or G/A mode entry ALT. As the aircraft nears the selected alti-
tude, the FD automatically transitions to ALT Pre-Selected Mode with ALT
Hold Mode armed. This automatic transition is indicated by the green ALTS
annunciation flashing for up to 5 seconds and the appearance of the white
ALT annunciation. At 50 ft from the selected altitude, the FD automatically
transitions from ALT Pre-Selected Mode to ALT Hold Mode and holds the
selected altitude. As ALT Hold Mode becomes active, the white ALT annunci-
ation moves to the active vertical mode field and flashes in green for 5 sec-
onds to indicate the automatic transition.
Altitude Pre-Selected Mode (ALTS)
A
"FLASH UP TO 5 SEC. INDICATING AUTOMATIC TRANSITION"
SDS2432221100P047R
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
N
3
3
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C C +15 R
2000
M
DIS NM BRG
TAT SAT
ROL
KMCI D 137 065
ALTS PIT
ALTITUDE
PRE-SELECTED
MOVE ARMED
A
Phenom 100 12-21
Autopilot
The Flight Level Change Mode is selected by pressing the FLC pushbutton,
and it is indicated by a green FLC annunciation in the AFCS Status Box. The
Flight Level Change Mode is designed in such a way that the airplane never
flies away from the preselected altitude. This mode acquires and maintains
the airspeed reference in IAS or MACH while climbing or descending to the
selected altitude.
Once engaged, the Flight Level Change Mode continuously monitors current
selected altitude, IAS, MACH and ALT. If the preselected altitude is above the
current altitude, the mode commands the airplane to climb in case the speed
reference is less than current airspeed, or throttle is changed in order to
increase airspeed, otherwise the mode commands the airplane to a level
flight with vertical speed equal to zero. If the preselected altitude is below the
current altitude, the mode commands the airplane to descend in case the
speed reference is greater than the current airspeed, or throttle is changed in
order to reduce airspeed, otherwise the mode commands the airplane to a
level flight with vertical speed equal to zero.
The Flight Level Change Mode also switches between FLC IAS and FLC
MACH and vice versa manually by pressing the speed knob on the GP. In this
case the automatic transition activates again if the FLC IAS and FLC MACH
is left in the ALT, IAS or MACH condition that satisfies the logic system.
Flight Level Change Mode (FLC)
Airspeed
Reference
Bug
Airspeed
Reference
Selected Altitude
Capture Mode Armed
Flight Level Change
Mode Active
Command Bars Indicate Climb
to Attain Selected Altitude
Phenom 100 12-21
Autopilot
The Flight Level Change Mode is selected by pressing the FLC pushbutton,
and it is indicated by a green FLC annunciation in the AFCS Status Box. The
Flight Level Change Mode is designed in such a way that the airplane never
flies away from the preselected altitude. This mode acquires and maintains
the airspeed reference in IAS or MACH while climbing or descending to the
selected altitude.
Once engaged, the Flight Level Change Mode continuously monitors current
selected altitude, IAS, MACH and ALT. If the preselected altitude is above the
current altitude, the mode commands the airplane to climb in case the speed
reference is less than current airspeed, or throttle is changed in order to
increase airspeed, otherwise the mode commands the airplane to a level
flight with vertical speed equal to zero. If the preselected altitude is below the
current altitude, the mode commands the airplane to descend in case the
speed reference is greater than the current airspeed, or throttle is changed in
order to reduce airspeed, otherwise the mode commands the airplane to a
level flight with vertical speed equal to zero.
The Flight Level Change Mode also switches between FLC IAS and FLC
MACH and vice versa manually by pressing the speed knob on the GP. In this
case the automatic transition activates again if the FLC IAS and FLC MACH
is left in the ALT, IAS or MACH condition that satisfies the logic system.
Flight Level Change Mode (FLC)
Airspeed
Reference
Bug
Airspeed
Reference
Selected Altitude
Capture Mode Armed
Flight Level Change
Mode Active
to Attain Selected Altitude
12-22 Phenom 100
Flight Level Change Mode
FLC Mode Unit Changes
Takeoff (TO) and Go-Around (GA) Modes
By pressing the TOGA switch, located on the thrust levers, the crew selects
either TO or G/A vertical flight director mode, depending whether the airplane
is on the ground or in the air.
In G/A Mode, the FD commands a constant set pitch attitude, 7.5 Flaps 2 or
5.5 3/FULL. ALT Pre-Selected Mode is automatically armed when the
aircraft is at least 400 feet below the selected altitude at the time TO or G/A
Mode is selected.
Pressing the GA Switch while in the air activates the FD in a wings-level, PIT
(Pitch)-up attitude, allowing the execution of a MAPR (Missed Approach) or a
G/A. Selecting G/A Mode disengages the AP; however, subsequent AP
engagement is allowed.
TO Mode provides an attitude reference during rotation and TO. This mode
can be selected only while on the ground by pushing the TO Switch. The FD
AIRSPEED REFERENCE UNITS UNIT TYPE CHANGES AT
Default Units Change To Altitude Airspeed
Climb IAS Mach > 31,500 ft >M 0.55
Descent Mach IAS <30,500 ft < 250 kt
Airspeed
Reference
Bug
Airspeed
Reference
(Mach)
Selected Altitude
Capture Mode Armed
Flight Level Change
Mode Active
to attain Selected Altitude
12-22 Phenom 100
Flight Level Change Mode
FLC Mode Unit Changes
Takeoff (TO) and Go-Around (GA) Modes
By pressing the TOGA switch, located on the thrust levers, the crew selects
either TO or G/A vertical flight director mode, depending whether the airplane
is on the ground or in the air.
In G/A Mode, the FD commands a constant set pitch attitude, 7.5 Flaps 2 or
5.5 3/FULL. ALT Pre-Selected Mode is automatically armed when the
aircraft is at least 400 feet below the selected altitude at the time TO or G/A
Mode is selected.
Pressing the GA Switch while in the air activates the FD in a wings-level, PIT
(Pitch)-up attitude, allowing the execution of a MAPR (Missed Approach) or a
G/A. Selecting G/A Mode disengages the AP; however, subsequent AP
engagement is allowed.
TO Mode provides an attitude reference during rotation and TO. This mode
can be selected only while on the ground by pushing the TO Switch. The FD
AIRSPEED REFERENCE UNITS UNIT TYPE CHANGES AT
Default Units Change To Altitude Airspeed
Climb IAS Mach > 31,500 ft >M 0.55
Descent Mach IAS <30,500 ft < 250 kt
Airspeed
Reference
Bug
Airspeed
Reference
(Mach)
Selected Altitude
Capture Mode Armed
Flight Level Change
Mode Active
to attain Selected Altitude
Phenom 100 12-23
Autopilot
Command Bars assume a wings-level, pitch-up attitude. AP engagement
while TO Mode is active, is inhibited while the aircraft is on the ground.
Takeoff Mode (TO) and GO-Around Mode (GA)
Go Around
Mode Active
Autopilot Disconnect
Annunciation Flashes
Yellow 5 sec
Takeoff
Mode Active
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX MAX
TO/GA TO/GA TO/GA TO/GA
TOGA Switches
Phenom 100 12-23
Autopilot
Command Bars assume a wings-level, pitch-up attitude. AP engagement
while TO Mode is active, is inhibited while the aircraft is on the ground.
Takeoff Mode (TO) and GO-Around Mode (GA)
Go Around
Mode Active
Autopilot Disconnect
Annunciation Flashes
Yellow 5 sec
Takeoff
Mode Active
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX MAX
TOGA Switches
12-24 Phenom 100
Glideslope (G/S)
The G/S Mode is available for LOC (Localizer) / ILS (Instrument Landing Sys-
tem) approaches to capture and track the G/S. The G/S Mode arms in case
APR LOC Mode is armed or engaged, and does not engage if APR LOC
Mode is not engaged. It disarms or disengages if APR LOC Mode disarms or
disengages.
Once the LOC has been set as the navigation source, the LOC and G/S can
be captured. Upon reaching the G/S, the FD transitions to G/S Mode and
begins to capture and track the G/S.
Glideslope Mode (GS)
Command Bars Indicate Descent
on Localizer/Glideslope Path
NAV2 (localizer) is Selected
Navigation Source
Glideslope
Indicator
Glideslope
Mode Active
Approach
Mode Active
Active ILS
Frequency Tuned
12-24 Phenom 100
Glideslope (G/S)
The G/S Mode is available for LOC (Localizer) / ILS (Instrument Landing Sys-
tem) approaches to capture and track the G/S. The G/S Mode arms in case
APR LOC Mode is armed or engaged, and does not engage if APR LOC
Mode is not engaged. It disarms or disengages if APR LOC Mode disarms or
disengages.
Once the LOC has been set as the navigation source, the LOC and G/S can
be captured. Upon reaching the G/S, the FD transitions to G/S Mode and
begins to capture and track the G/S.
Glideslope Mode (GS)
Navigation Source
Glideslope
Indicator
Glideslope
Mode Active
Approach
Mode Active
Active ILS
Frequency Tuned
Phenom 100 12-25
Autopilot
Pitch Hold (PIT)
This mode may be used for climb or descent to the selected altitude, since
ALT Pre-Selected Mode is automatically armed when PIT Hold Mode is acti-
vated. When the FD is activated (with the FD Key) or switched, PIT Hold
Mode is selected by default. Pitch Hold Mode is indicated as the active verti-
cal mode by the PIT annunciation
In PIT Hold Mode, the FD maintains a constant PIT attitude, the PIT refer-
ence. The PIT reference is set to the aircraft PIT attitude at the moment of
mode selection. If the aircraft PIT attitude exceeds the FD PIT command limi-
tations, the FD commands a PIT angle equal to the nose-up/down limit.
Pitch Hold Mode (PIT)
Pitch Hold
Mode Active
Selected Altitude
Capture Mode Armed
Command Bars Maintain
Desired Pitch Reference
Selected
Altitude
Phenom 100 12-25
Autopilot
Pitch Hold (PIT)
This mode may be used for climb or descent to the selected altitude, since
ALT Pre-Selected Mode is automatically armed when PIT Hold Mode is acti-
vated. When the FD is activated (with the FD Key) or switched, PIT Hold
Mode is selected by default. Pitch Hold Mode is indicated as the active verti-
cal mode by the PIT annunciation
In PIT Hold Mode, the FD maintains a constant PIT attitude, the PIT refer-
ence. The PIT reference is set to the aircraft PIT attitude at the moment of
mode selection. If the aircraft PIT attitude exceeds the FD PIT command limi-
tations, the FD commands a PIT angle equal to the nose-up/down limit.
Pitch Hold Mode (PIT)
Pitch Hold
Mode Active
Selected Altitude
Capture Mode Armed
Command Bars Maintain
Desired Pitch Reference
Selected
Altitude
12-26 Phenom 100
Vertical Speed (VS)
In VS Mode, the FD acquires and maintains a VS reference. Current aircraft
VS becomes the VS reference at the moment of VS Mode activation. This
mode may be used for climb or descend to the selected altitude since ALT
Pre-Selected Mode is automatically armed when VS Mode is selected.
When VS Mode is selected, the VS target synchronizes with the current VS
and is displayed on the PFDs as a cyan target bug on the VS tape and as its
corresponding digital readout in cyan color into a box right above the tape.
The VS target selection can be made in 100 ft/min (Feet per Minute) incre-
ments using the VS rotary selector wheel on the GP. The VS target synchro-
nizes with the current VS upon the CWS pushbutton is released from its
activation.
With the VS Mode activated by pressing the VS pushbutton, VS is annunci-
ated in green in the AFCS Status Box.
The VNAV Function comprehends the three Modes as follows:
Vertical Path Mode (VPTH)
VNV Target Altitude Capture Mode (ALTV)
Glidepath Mode (GP)

The FD may be armed for VNAV at any time, but no target altitudes are cap-
tured during a climb.The Command Bars provide vertical profile guidance
Vertical
Speed
Reference
Bug
Vertical
Speed
Reference
Selected
Altitude
Selected Altitude
Capture Mode Armed
Vertical Speed
Mode Active
Command Bars Indicate Climb to
Attain Vertical Speed Reference
12-26 Phenom 100
Vertical Speed (VS)
In VS Mode, the FD acquires and maintains a VS reference. Current aircraft
VS becomes the VS reference at the moment of VS Mode activation. This
mode may be used for climb or descend to the selected altitude since ALT
Pre-Selected Mode is automatically armed when VS Mode is selected.
When VS Mode is selected, the VS target synchronizes with the current VS
and is displayed on the PFDs as a cyan target bug on the VS tape and as its
corresponding digital readout in cyan color into a box right above the tape.
The VS target selection can be made in 100 ft/min (Feet per Minute) incre-
ments using the VS rotary selector wheel on the GP. The VS target synchro-
nizes with the current VS upon the CWS pushbutton is released from its
activation.
With the VS Mode activated by pressing the VS pushbutton, VS is annunci-
ated in green in the AFCS Status Box.
The VNAV Function comprehends the three Modes as follows:
Glidepath Mode (GP)

The FD may be armed for VNAV at any time, but no target altitudes are cap-
tured during a climb.The Command Bars provide vertical profile guidance
Vertical
Speed
Reference
Bug
Vertical
Speed
Reference
Selected
Altitude
Selected Altitude
Capture Mode Armed
Vertical Speed
Mode Active
Command Bars Indicate Climb to
Attain Vertical Speed Reference
Phenom 100 12-27
Autopilot
based on specified altitudes (entered manually or loaded from the database)
at waypoints in the active flight plan or direct-to (with vertical constraint). The
appropriate VNAV flight control modes are sequenced by the FD to follow the
path defined by the vertical profile. Upon reaching the last waypoint in the
VNAV flight plan, the FD transitions to ALT Hold Mode and cancels any
armed VNAV modes.
When a vertical profile (VNAV flight plan) is active and the VNV pushbutton is
pressed, Vertical Path Tracking Mode is armed in preparation for descent
path capture.VPTH (or V when Glidepath or G/S Mode is concurrently armed)
is annunciated in white in addition to previously armed modes. If applicable,
the appropriate altitude capture mode is armed for capture of the next VNV
Target Altitude (ALTV) or the ALT Pre-Selected Mode (ALTS), whichever is
greater.
Vertical Path Tracking
Armed (Flashing Indicates
Acknowledgment Required
Altitude Hold
Mode Active
GPS is Selected
Navigation
Source
Terminal
Phase of
Flight
Required
Vertical
Speed Bug
VNV Target
Altitude
Vertical
Deviation
Indicator
Selected
Altitude
Below VNV
Target
Phenom 100 12-27
Autopilot
based on specified altitudes (entered manually or loaded from the database)
at waypoints in the active flight plan or direct-to (with vertical constraint). The
appropriate VNAV flight control modes are sequenced by the FD to follow the
path defined by the vertical profile. Upon reaching the last waypoint in the
VNAV flight plan, the FD transitions to ALT Hold Mode and cancels any
armed VNAV modes.
When a vertical profile (VNAV flight plan) is active and the VNV pushbutton is
pressed, Vertical Path Tracking Mode is armed in preparation for descent
path capture.VPTH (or V when Glidepath or G/S Mode is concurrently armed)
is annunciated in white in addition to previously armed modes. If applicable,
the appropriate altitude capture mode is armed for capture of the next VNV
Target Altitude (ALTV) or the ALT Pre-Selected Mode (ALTS), whichever is
greater.
Armed (Flashing Indicates
Acknowledgment Required
Altitude Hold
Mode Active
GPS is Selected
Navigation
Source
Terminal
Phase of
Flight
Required
Vertical
Speed Bug
VNV Target
Altitude
Vertical
Deviation
Indicator
Selected
Altitude
Below VNV
Target
12-28 Phenom 100
VNV Target Altitude Capture is analogous to ALT Pre-Selected Mode (ALTS)
and is armed automatically after the VNV pushbutton is pressed and the next
VNV Target Altitude is to be intercepted before the Selected Altitude. The
annunciation ALTV indicates that the VNV Target Altitude is to be captured.
VNV Target Altitudes are shown in the active flight plan or direct-to (with verti-
cal constraint), and can be entered manually or loaded from a database.
As the aircraft nears the VNV Target Altitude, the FD automatically transitions
to VNV Target Altitude Capture Mode with ALT Hold Mode armed. This auto-
matic transition is indicated by the magenta ALTV annunciation flashing for
up to 5 seconds and the appearance of the white ALT annunciation. The
active VNV Target Altitude is shown in magenta above the Vertical Speed
Indicator.
At 50 feet from the VNV Target Altitude, the flight director automatically transi-
tions from VNV Target Altitude Capture to Altitude Hold Mode and tracks the
level leg. As ALT Hold Mode becomes active, the white ALT annunciation
moves to the active vertical mode field and flashes in magenta for 5 seconds
to indicate the automatic transition. The FD automatically arms Vertical Path
Tracking, allowing upcoming descent legs to be captured and subsequently
tracked.
Vertical Navigation Modes (VNV) - VNV Target Altitude Capture Mode
(ALTV)
VNV Target Altitude
Capture Armed
Vertical Path
Tracking Active
GPS is Selected
Navigation
Source
Terminal
Phase of
Flight
Command Bars Indicate Descent to
Maintain Required Vertical Speed
VNV Target
Altitude
Required
Vertical
Speed Bug
Vertical Deviation
Indicator (VDI)
12-28 Phenom 100
VNV Target Altitude Capture is analogous to ALT Pre-Selected Mode (ALTS)
and is armed automatically after the VNV pushbutton is pressed and the next
VNV Target Altitude is to be intercepted before the Selected Altitude. The
annunciation ALTV indicates that the VNV Target Altitude is to be captured.
VNV Target Altitudes are shown in the active flight plan or direct-to (with verti-
cal constraint), and can be entered manually or loaded from a database.
As the aircraft nears the VNV Target Altitude, the FD automatically transitions
to VNV Target Altitude Capture Mode with ALT Hold Mode armed. This auto-
matic transition is indicated by the magenta ALTV annunciation flashing for
up to 5 seconds and the appearance of the white ALT annunciation. The
active VNV Target Altitude is shown in magenta above the Vertical Speed
Indicator.
At 50 feet from the VNV Target Altitude, the flight director automatically transi-
tions from VNV Target Altitude Capture to Altitude Hold Mode and tracks the
level leg. As ALT Hold Mode becomes active, the white ALT annunciation
moves to the active vertical mode field and flashes in magenta for 5 seconds
to indicate the automatic transition. The FD automatically arms Vertical Path
Tracking, allowing upcoming descent legs to be captured and subsequently
tracked.
Vertical Navigation Modes (VNV) - VNV Target Altitude Capture Mode
(ALTV)
VNV Target Altitude
Capture Armed
Vertical Path
Tracking Active
GPS is Selected
Navigation
Source
Terminal
Phase of
Flight
Command Bars Indicate Descent to
Maintain Required Vertical Speed
VNV Target
Altitude
Required
Vertical
Speed Bug
Vertical Deviation
Indicator (VDI)
Phenom 100 12-29
Autopilot
Glidepath Mode (GP)
The Glidepath Mode is used to track the WAAS (Wide Area Augmentation
System)-based glidepath. When the Glidepath Mode is armed, the GP is
annunciated in white in the AFCS Status Box.
Upon reaching the glidepath, the FD transitions to Glidepath Mode and
begins to capture and track the glidepath.
Vertical Navigation Modes (VNV) -Glidepath Mode (GP)
Lateral Axis Flight Director Guidance Modes
The lateral FD modes supply FD guidance commands in the lateral axis.The
indications for the modes show on the PFD's.
Roll Hold (ROL)
When the FD is activated or switched, the Roll Hold Mode is selected by
default. This mode is annunciated as ROL in the AFCS Status Box. The cur-
rent aircraft bank angle is held, subject to the bank angle condition.
The roll reference can be changed by pressing the CWS pushbutton, estab-
lishing the desired bank angle, then releasing the CWS pushbutton.
Glidepath
Mode Active
GPS Approach
Mode Active
Command Bars Indicate
Descent on Glidepath
Glidepath
Indicator
GPS is Selected
Navigation
Source
LPV Approach
Active
Phenom 100 12-29
Autopilot
Glidepath Mode (GP)
The Glidepath Mode is used to track the WAAS (Wide Area Augmentation
System)-based glidepath. When the Glidepath Mode is armed, the GP is
annunciated in white in the AFCS Status Box.
Upon reaching the glidepath, the FD transitions to Glidepath Mode and
begins to capture and track the glidepath.
Vertical Navigation Modes (VNV) -Glidepath Mode (GP)
Lateral Axis Flight Director Guidance Modes
The lateral FD modes supply FD guidance commands in the lateral axis.The
indications for the modes show on the PFD's.
Roll Hold (ROL)
When the FD is activated or switched, the Roll Hold Mode is selected by
default. This mode is annunciated as ROL in the AFCS Status Box. The cur-
rent aircraft bank angle is held, subject to the bank angle condition.
The roll reference can be changed by pressing the CWS pushbutton, estab-
lishing the desired bank angle, then releasing the CWS pushbutton.
Glidepath
Mode Active
GPS Approach
Mode Active
Command Bars Indicate
Descent on Glidepath
Glidepath
Indicator
GPS is Selected
Navigation
Source
LPV Approach
Active
12-30 Phenom 100
Wings Level (WL)
The Wing Level (WL) mode, part of the ROL mode, holds the current aircraft
roll attitude or rolls the wings level, depending on the commanded bank
angle. The GIA engages Wings Level Mode If the current roll angle is less
than 6 degrees when the Roll Hold FD Mode is engaged. Roll Hold Mode
Responses as follows:
Roll Hold Mode Responses
Roll Hold Mode - (ROL)
Bank Angle Flight Director Response
<6 Rolls Wings Level
6 to 30 Maintains current aircraft roll attitude
>30 Limits bank to 30
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
N
3
3
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C C +15 R
2000
M
DIS NM BRG
TAT SAT
ROL
D KMCI 137 065
ALTS PIT
ROLL HOLD MODE
ANNUNCIATION
12-30 Phenom 100
Wings Level (WL)
The Wing Level (WL) mode, part of the ROL mode, holds the current aircraft
roll attitude or rolls the wings level, depending on the commanded bank
angle. The GIA engages Wings Level Mode If the current roll angle is less
than 6 degrees when the Roll Hold FD Mode is engaged. Roll Hold Mode
Responses as follows:
Roll Hold Mode Responses
Roll Hold Mode - (ROL)
Bank Angle Flight Director Response
<6 Rolls Wings Level
6 to 30 Maintains current aircraft roll attitude
>30 Limits bank to 30
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
N
3
3
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C C +15 R
2000
M
DIS NM BRG
TAT SAT
ROL
D KMCI 137 065
ALTS PIT
ROLL HOLD MODE
ANNUNCIATION
Phenom 100 12-31
Autopilot
Low Bank
The Low Bank Mode limits the maximum bank/roll angle to a certification-spe-
cific limit. When in Low Bank, the FD limits the maximum commanded roll
angle, and an arc limit is displayed in green along the Roll Scale in the ADI
(Attitude Director Indicator). The Low Bank Mode can be manually or auto-
matically selected while heading, GPS (Global Positioning System) lateral
navigation, or VOR lateral navigation mode is active.
Low Bank Mode
LOW BANK ARC
Phenom 100 12-31
Autopilot
Low Bank
The Low Bank Mode limits the maximum bank/roll angle to a certification-spe-
cific limit. When in Low Bank, the FD limits the maximum commanded roll
angle, and an arc limit is displayed in green along the Roll Scale in the ADI
(Attitude Director Indicator). The Low Bank Mode can be manually or auto-
matically selected while heading, GPS (Global Positioning System) lateral
navigation, or VOR lateral navigation mode is active.
Low Bank Mode
LOW BANK ARC
12-32 Phenom 100
Heading (HDG)
The Heading Select Mode acquires and maintains the selected heading. The
selected heading target is presented on the FDs independently of the active
FD mode, and its selection is displayed as a cyan target bug on the compass
and as its corresponding digital readout in cyan color into a box at the top left
side of the compass. The heading target selection can be made in 1 degree
increments using the HDG rotary knob on the GP. Pressing the HDG rotary
knob synchronizes the selected heading to the current heading. The CWS
pushbutton activation has no effect on the selected heading target.
Heading Mode (HDG)
Pressing the NAV pushbutton selects the NAV Mode.The NAV Mode acquires
and tracks the selected NAV source (GPS, VOR, LOC). FD follows GPS roll
steering commands when GPS is the selected NAV source. When the NAV
source is VOR or LOC, the FD creates roll steering commands from the
Selected Course and deviation. The NAV Mode can also be used to fly non-
precision GPS and LOC approaches where vertical guidance is not required.
The Back Course Mode captures and tracks a localizer signal in the back
course direction.The mode may be selected by pressing the NAV pushbutton.
When making a back course approach, set the selected course to the local-
Heading Select
Mode Active
Command Bars Track
Selected Heading
Selected
Heading
Selected
Heading
Bug
12-32 Phenom 100
Heading (HDG)
The Heading Select Mode acquires and maintains the selected heading. The
selected heading target is presented on the FDs independently of the active
FD mode, and its selection is displayed as a cyan target bug on the compass
and as its corresponding digital readout in cyan color into a box at the top left
side of the compass. The heading target selection can be made in 1 degree
increments using the HDG rotary knob on the GP. Pressing the HDG rotary
knob synchronizes the selected heading to the current heading. The CWS
pushbutton activation has no effect on the selected heading target.
Heading Mode (HDG)
Pressing the NAV pushbutton selects the NAV Mode.The NAV Mode acquires
and tracks the selected NAV source (GPS, VOR, LOC). FD follows GPS roll
steering commands when GPS is the selected NAV source. When the NAV
source is VOR or LOC, the FD creates roll steering commands from the
Selected Course and deviation. The NAV Mode can also be used to fly non-
precision GPS and LOC approaches where vertical guidance is not required.
The Back Course Mode captures and tracks a localizer signal in the back
course direction.The mode may be selected by pressing the NAV pushbutton.
When making a back course approach, set the selected course to the local-
Heading Select
Mode Active
Command Bars Track
Selected Heading
Selected
Heading
Selected
Heading
Bug
Phenom 100 12-33
Autopilot
izer front course.The FD creates roll steering commands from the selected
course and deviation.
PFD Lateral Axis Guidance Mode Annunciators
Navigation Mode
GPS Navigation
Mode Active
Command Bars Indicate Left
Turn to Track GPS Course
GPS is Selected
Navigation Source
Backcourse Mode
Backcourse
Mode Active
LOC2 is Selected
Navigation Source
Phenom 100 12-33
Autopilot
izer front course.The FD creates roll steering commands from the selected
course and deviation.
Navigation Mode
GPS Navigation
Mode Active
Command Bars Indicate Left
Turn to Track GPS Course
GPS is Selected
Navigation Source
Backcourse Mode
Backcourse
Mode Active
LOC2 is Selected
Navigation Source
12-34 Phenom 100
The APR Mode is activated when the APR pushbutton is pressed. The APR
Mode acquires and tracks the selected navigation source (GPS, VOR, or
LOC), depending on loaded APR. This mode uses the selected navigation
receiver deviation and desired course inputs to fly the APR. Pressing the
APR pushbutton when the CDI (Course Deviation Indicator) is greater than
one dot arms the selected APR Mode.
The LOC APR Mode allows the AP to fly a LOC/ILS approach with a G/S.
When the LOC APR Mode is armed, G/S Mode is also armed automatically.
The LOC captures are inhibited if the difference between aircraft heading and
localizer course exceeds 105 degrees.
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
N
3
3
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C C +15 R
2000
TAT SAT
PIT ALTS GP GPS
GPS APPROACH
MODE ARMED
12-34 Phenom 100
The APR Mode is activated when the APR pushbutton is pressed. The APR
Mode acquires and tracks the selected navigation source (GPS, VOR, or
LOC), depending on loaded APR. This mode uses the selected navigation
receiver deviation and desired course inputs to fly the APR. Pressing the
APR pushbutton when the CDI (Course Deviation Indicator) is greater than
one dot arms the selected APR Mode.
The LOC APR Mode allows the AP to fly a LOC/ILS approach with a G/S.
When the LOC APR Mode is armed, G/S Mode is also armed automatically.
The LOC captures are inhibited if the difference between aircraft heading and
localizer course exceeds 105 degrees.
1 2
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
N
3
3
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M .411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
S
2
1
2
4
0 C C +15 R
2000
TAT SAT
PIT ALTS GP GPS
GPS APPROACH
MODE ARMED
Phenom 100 12-35
Autopilot
Flight Director Vertical Modes
Vertical Mode Description
Reference
Range
Pitch Hold
Holds the current aircraft pitch
attitude; may be used to climb/
descend to the Selected Altitude
(default) 20
Selected Altitude Capture
Altitude Hold
Holds the current altitude
reference
ALT Key ALT
Vertical Speed
Maintains the current aircraft
vertical speed; may be used to
climb/descend to the Selected
Altitude
VS Key
Flight Level Change
airspeed (in IAS or Mach) while
the aircraft is climbing/descending
to the Selected Altitude
FLC Key
80 275 kt
0.4 0.7 M
Captures and tracks descent legs
of an active vertical pro le
VNV
Key
VPTH
VNV Target Altitude Capture
Captures the Vertical Navigation
(VNV) Target Altitude
**
Glidepath
Captures and tracks the WAAS
glidepath on approach
APR
Key
GP
Glideslope
Captures and tracks the ILS
glideslope on approach
GS
Takeoff
Disengages the autopilot and
commands a constant pitch angle
and wings level on the ground in
preparation for takeoff
GA
Switch
TO
7.5 Flap 2
5.5 FULL
11 Flap 1
9 Flap 2
Go Around
and wings level while in the air
GA
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected
Altitude is to be captured instead of the VNV Target Altitude.
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the
Selected Altitude.
PIT
Annunciation Control
ALTS Captures the Selected Altitude *
VS 6000 fpm
FLC
ALTV
Phenom 100 12-35
Autopilot
Flight Director Vertical Modes
Vertical Mode Description
Reference
Range
Pitch Hold
Holds the current aircraft pitch
attitude; may be used to climb/
descend to the Selected Altitude
(default) 20
Selected Altitude Capture
Altitude Hold
Holds the current altitude
reference
ALT Key ALT
Vertical Speed
vertical speed; may be used to
climb/descend to the Selected
Altitude
VS Key
Flight Level Change
airspeed (in IAS or Mach) while
the aircraft is climbing/descending
to the Selected Altitude
FLC Key
80 275 kt
0.4 0.7 M
Captures and tracks descent legs
of an active vertical pro le
VNV
Key
VPTH
VNV Target Altitude Capture
Captures the Vertical Navigation
(VNV) Target Altitude
**
Glidepath
Captures and tracks the WAAS
glidepath on approach
APR
Key
GP
Glideslope
Captures and tracks the ILS
glideslope on approach
GS
Takeoff
and wings level on the ground in
preparation for takeoff
GA
Switch
TO
7.5 Flap 2
5.5 FULL
11 Flap 1
9 Flap 2
Go Around
and wings level while in the air
GA
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected
Altitude is to be captured instead of the VNV Target Altitude.
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the
Selected Altitude.
PIT
ALTS Captures the Selected Altitude *
VS 6000 fpm
FLC
ALTV
12-36 Phenom 100
Flight Director Lateral Modes
Lateral Mode Description
Maximum Roll
Command Limit
Roll Hold
Holds the current aircraft roll
attitude or rolls the wings level,
depending on the commanded
bank angle
(default) 30
Low Bank
Limits the maximum commanded
roll angle
BANK
Key
* 15
Heading Select **
Captures and tracks the Selected
Heading
HDG Key 30
Navigation, GPS **
Captures and tracks the selected
navigation source (GPS, VOR,
LOC)
NAV Key
GPS 30
Navigation, VOR Enroute Capture/Track ** VOR
25 Capture
10 Track
Navigation, LOC Capture/Track
(No Glideslope)
LOC
25 Capture
10 Track
Navigation, Backcourse Arm/Capture/Track
Captures and tracks a localizer
signal for backcourse approaches
BC
25 Capture
10 Track
Approach, GPS
LOC)
APR Key
GPS 30
Approach, VOR Capture/Track VAPP
25 Capture
10 Track
Approach, LOC Capture/Track
(Glideslope Mode automatically armed)
LOC
25 Capture
10 Track
Takeoff
Commands a constant pitch
angle and wings level on the
ground in preparation for takeoff
GA
Switch
TO
Go Around
and wings level in the air
GA
* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll
Scale of the Attitude Indicator.
** The Heading, Navigation GPS and Navigation VOR mode maximum roll command limit will be limited to the Low Bank
mode value if it is engaged.
ROL
Wings Level
Wings Level
HDG
12-36 Phenom 100
Flight Director Lateral Modes
Lateral Mode Description
Maximum Roll
Command Limit
Roll Hold
Holds the current aircraft roll
attitude or rolls the wings level,
depending on the commanded
bank angle
(default) 30
Low Bank
Limits the maximum commanded
roll angle
BANK
Key
* 15
Heading Select **
Captures and tracks the Selected
Heading
HDG Key 30
Navigation, GPS **
LOC)
NAV Key
GPS 30
Navigation, VOR Enroute Capture/Track ** VOR
25 Capture
10 Track
Navigation, LOC Capture/Track
(No Glideslope)
LOC
25 Capture
10 Track
Navigation, Backcourse Arm/Capture/Track
Captures and tracks a localizer
signal for backcourse approaches
BC
25 Capture
10 Track
Approach, GPS
LOC)
APR Key
GPS 30
Approach, VOR Capture/Track VAPP
25 Capture
10 Track
Approach, LOC Capture/Track
(Glideslope Mode automatically armed)
LOC
25 Capture
10 Track
Takeoff
Commands a constant pitch
angle and wings level on the
ground in preparation for takeoff
GA
Switch
TO
Go Around
and wings level in the air
GA
* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll
Scale of the Attitude Indicator.
** The Heading, Navigation GPS and Navigation VOR mode maximum roll command limit will be limited to the Low Bank
mode value if it is engaged.
ROL
Wings Level
Wings Level
HDG
Phenom 100 12-37
Autopilot
Limitations
CAS Messages

Type Message Meaning
Caution
AP FAIL Autopilot function is no longer operative.
AP PITCH
MISTRIM
Airplane mistrimed in pitch axis when
the AP is engaged.
AP ROLL MISTRIM
Airplane mistrimed in roll axis when the
AP is engaged.
AUTO PTRIM FAIL
Any failure that is restricted to the
proper automatic pitch trim operation,
which does not affect the proper opera-
tion of the other pitch trim functions.
YD FAIL
Yaw damper function is no longer oper-
ative.
YD MISTRIM
Airplane is mistrimed in yaw axis when
the YD is engaged.
Phenom 100 12-37
Autopilot
Limitations
CAS Messages

Type Message Meaning
Caution
AP FAIL Autopilot function is no longer operative.
AP PITCH
MISTRIM
Airplane mistrimed in pitch axis when
the AP is engaged.
AP ROLL MISTRIM
Airplane mistrimed in roll axis when the
AP is engaged.
AUTO PTRIM FAIL
Any failure that is restricted to the
proper automatic pitch trim operation,
which does not affect the proper opera-
tion of the other pitch trim functions.
YD FAIL
Yaw damper function is no longer oper-
ative.
YD MISTRIM
Airplane is mistrimed in yaw axis when
the YD is engaged.
12-38 Phenom 100
12-38 Phenom 100
Phenom 100 13-1
Brakes
Brakes
General
The functions of the wheels and brakes are to:
Let the aircraft move on the ground
Control the speed of the aircraft when it is on the ground and the maneu-
vering (with the normal and emergency brake systems)
Apply, and hold the brakes on, when the aircraft is parked (parking brake)
Apply the brakes when the landing gear retracts (normal brake system)
The Wheels and Brakes includes:
Main Brake System
Emergency / Parking Brake System
Wheels, Tires and Brakes

Wheels and Brakes
LH
PPT
RH
PPT
Digital Brake
Control Unit
SHUT OFF
VALVE
LH BCV RH BCV
Supply
Return
SHUTOFF
VALVE
DC BUS 2
Wow
LH
Wow
RH
Gear
Handle
Brake
Fail
Signal
ASkid
Fail
Signal
ARINC
429
Avionics
T-handle
BRK BRK
TRV
Press
Xducer
Press
Xducer
Press
Xducer
To avionics
To avionics
Press
Switch
WST WST
Phenom 100 13-1
Brakes
Brakes
General
The functions of the wheels and brakes are to:
Let the aircraft move on the ground
Control the speed of the aircraft when it is on the ground and the maneu-
vering (with the normal and emergency brake systems)
Apply, and hold the brakes on, when the aircraft is parked (parking brake)
Apply the brakes when the landing gear retracts (normal brake system)
The Wheels and Brakes includes:
Main Brake System
Wheels, Tires and Brakes

Wheels and Brakes
LH
PPT
RH
PPT
Digital Brake
Control Unit
SHUT OFF
VALVE
LH BCV RH BCV
Supply
Return
SHUTOFF
VALVE
DC BUS 2
Wow
LH
Wow
RH
Gear
Handle
Brake
Fail
Signal
ASkid
Fail
Signal
ARINC
429
Avionics
T-handle
BRK BRK
TRV
Press
Xducer
Press
Xducer
Press
Xducer
To avionics
To avionics
Press
Switch
WST WST
13-2 Phenom 100
Wheels and Brakes
EMERGENCY/PARKING
BRAKE VALVE
BRAKE
CONTROL
VALVE
BRAKE
CONTROL
VALVE
PRESSURE
TRANDUCER
EMERGENCY/PARKING
BRAKE PRESSURE SWITCH
BRAKE CONTROL
SHUTOFF VALVE
EMERGENCY/PARKING
BRAKE HYDRAULIC
ACCUMULATOR
PRESSURE
TRANSDUCER
EMERGENCY/PARKING
BRAKE PRESSURE
TRANSDUCER
EMERGENCY/PARKING
BRAKE CHARGING VALVE
WHEEL SPEED
TRANSDUCER
MAIN WHEEL
ASSEMBLY
BRAKE
ASSEMBLY
E
M
5
0
0
E
N
S
D
S
3
2
0
0
0
6
A
.
D
G
N
13-2 Phenom 100
Wheels and Brakes
EMERGENCY/PARKING
BRAKE VALVE
BRAKE
CONTROL
VALVE
BRAKE
CONTROL
VALVE
PRESSURE
TRANDUCER
EMERGENCY/PARKING
BRAKE CONTROL
SHUTOFF VALVE
EMERGENCY/PARKING
BRAKE HYDRAULIC
ACCUMULATOR
PRESSURE
TRANSDUCER
EMERGENCY/PARKING
BRAKE PRESSURE
TRANSDUCER
EMERGENCY/PARKING
WHEEL SPEED
TRANSDUCER
MAIN WHEEL
ASSEMBLY
BRAKE
ASSEMBLY
E
M
5
0
0
E
N
S
D
S
3
2
0
0
0
6
A
.
D
G
N
Phenom 100 13-3
Brakes
Main Brake System
The main brake system function is to control hydraulic pressure to the brakes
as a function of brake pedal displacement and to provide anti-skid protection
to prevent main tires skidding during braking and minimize stopping distance.
The main brake system receives hydraulic power from the aircraft hydraulic
power generation system.
The main brake system operates with hydraulic fluid. Hydraulic power, sup-
plied at 3000 psi (Pounds per Square Inch) maximum, is provided by the
hydraulic power system through a constant-flow electrical hydraulic pump.
The main brake system commands hydraulic pressure to the brakes as a
function of brake pedal input.
Each brake pedal of the pilot station is connected to a pedal position trans-
ducer (PPT), one for the left brake pedal and one for the right brake pedal.
The copilot brake pedal is mechanically linked to the pilot brake pedal.
Two brake pedals PPTs provide the LH/RH brake pedal displacement infor-
mation to the BCU (Brake Control Unit). The Pedal Position Transducer pro-
duces an electrical output proportional to the position of the corresponding
pedal. Each PPT produces two independent outputs for redundancy.
The brake system provides differential brake capability for aircraft directional
control from either pilot seat. Pressure to the right brake is controlled through
the right brake pedals, and pressure to the left brake is controlled through the
left brake pedals.
The main brake system is a brake-by-wire type equipped with antiskid to pre-
vent tire skidding and minimize stopping distance. The system is electroni-
cally controlled by a digital BCU, which controls both left and right hand
brakes independently.
Wheel speed information is derived from two axle mounted wheel speed
transducers, each one of them driven by the associated hubcap which is inte-
gral to the wheel assembly. These transducers are variable reluctance
devices whose outputs are sent to the BCU. The BCU is powered from the
DC Bus 2.
Hydraulic pressure is available to the BCV (Brake Control Valve) through a
brake SOV (Shutoff Valve), electronically controlled by the BCU. This SOV
provides pressure only when the pedals are pressed and the aircraft is on
ground. It also provides pressure to the BCVs during the BCU built in tests.
In case of failure or leakage in the main brake subsystem, the SOV prevents
this problem from affecting the other hydraulic consumers.
Each wheel brake is commanded by a dedicated, electro-hydraulic BCV. The
BCU measures the output from the wheel speed transducer, pedal transducer
Phenom 100 13-3
Brakes
Main Brake System
The main brake system function is to control hydraulic pressure to the brakes
as a function of brake pedal displacement and to provide anti-skid protection
to prevent main tires skidding during braking and minimize stopping distance.
The main brake system receives hydraulic power from the aircraft hydraulic
power generation system.
The main brake system operates with hydraulic fluid. Hydraulic power, sup-
plied at 3000 psi (Pounds per Square Inch) maximum, is provided by the
hydraulic power system through a constant-flow electrical hydraulic pump.
The main brake system commands hydraulic pressure to the brakes as a
function of brake pedal input.
Each brake pedal of the pilot station is connected to a pedal position trans-
ducer (PPT), one for the left brake pedal and one for the right brake pedal.
The copilot brake pedal is mechanically linked to the pilot brake pedal.
Two brake pedals PPTs provide the LH/RH brake pedal displacement infor-
mation to the BCU (Brake Control Unit). The Pedal Position Transducer pro-
duces an electrical output proportional to the position of the corresponding
pedal. Each PPT produces two independent outputs for redundancy.
The brake system provides differential brake capability for aircraft directional
control from either pilot seat. Pressure to the right brake is controlled through
the right brake pedals, and pressure to the left brake is controlled through the
left brake pedals.
The main brake system is a brake-by-wire type equipped with antiskid to pre-
vent tire skidding and minimize stopping distance. The system is electroni-
cally controlled by a digital BCU, which controls both left and right hand
brakes independently.
Wheel speed information is derived from two axle mounted wheel speed
transducers, each one of them driven by the associated hubcap which is inte-
gral to the wheel assembly. These transducers are variable reluctance
devices whose outputs are sent to the BCU. The BCU is powered from the
DC Bus 2.
Hydraulic pressure is available to the BCV (Brake Control Valve) through a
brake SOV (Shutoff Valve), electronically controlled by the BCU. This SOV
provides pressure only when the pedals are pressed and the aircraft is on
ground. It also provides pressure to the BCVs during the BCU built in tests.
In case of failure or leakage in the main brake subsystem, the SOV prevents
this problem from affecting the other hydraulic consumers.
Each wheel brake is commanded by a dedicated, electro-hydraulic BCV. The
BCU measures the output from the wheel speed transducer, pedal transducer
13-4 Phenom 100
and pressure transducer and provides a commensurate electrical command
to the associated BCV.
Brake pressure information is derived from two brake pressure transducers
installed on the brake line downstream of the brake control valves. The output
of each transducer is a current signal proportional to the commanded brake
pressure and is sent to the BCU.
Check valves are provided on the return port of the hydraulic components to pre-
vent backflows to the brakes, which could cause inadvertent brake application.
Antiskid Protection
The antiskid control function, which is provided by the BCU, is a fully propor-
tional adaptive closed loop control system that provides efficient braking
under all runway conditions.
If a skid is detected by the BCU, by comparing the signal from the two Wheel
Speed Transducers, the signal to the BCV is modified to reduce the pressure
to the brakes below the skid threshold.
In case of a wheel speed transducer failure the antiskid function is disabled,
because there is no way to monitor tire skids.
In case of a too low brake pressure for the commanded pedal input, the Brake
Pressure Transducer input causes the valve signal development to modify the
valve current by increasing its output to raise the pressure to the brake.
The antiskid function is available during all the braking action, and there are
no means to turn it off from the cockpit controls.
The function remains inactive until a complete Start-Up test or In-Flight Test is
performed satisfactorily.
The anti-skid drop-out velocity is 10 KTS (Knots).
Locked Wheel Protection
The locked wheel protection relieves brake pressure to recover deep skid
which would result in a locked wheel condition that the anti-skid function
alone could not prevent.
Individual locked wheel protection is provided.
A locked wheel condition exists when the wheel speed of either wheel drops
to less than 30% of a predefined declaration schedule.
13-4 Phenom 100
and pressure transducer and provides a commensurate electrical command
to the associated BCV.
Brake pressure information is derived from two brake pressure transducers
installed on the brake line downstream of the brake control valves. The output
of each transducer is a current signal proportional to the commanded brake
pressure and is sent to the BCU.
Check valves are provided on the return port of the hydraulic components to pre-
vent backflows to the brakes, which could cause inadvertent brake application.
Antiskid Protection
The antiskid control function, which is provided by the BCU, is a fully propor-
tional adaptive closed loop control system that provides efficient braking
under all runway conditions.
If a skid is detected by the BCU, by comparing the signal from the two Wheel
Speed Transducers, the signal to the BCV is modified to reduce the pressure
to the brakes below the skid threshold.
In case of a wheel speed transducer failure the antiskid function is disabled,
because there is no way to monitor tire skids.
In case of a too low brake pressure for the commanded pedal input, the Brake
Pressure Transducer input causes the valve signal development to modify the
valve current by increasing its output to raise the pressure to the brake.
The antiskid function is available during all the braking action, and there are
no means to turn it off from the cockpit controls.
The function remains inactive until a complete Start-Up test or In-Flight Test is
performed satisfactorily.
The anti-skid drop-out velocity is 10 KTS (Knots).
Locked Wheel Protection
The locked wheel protection relieves brake pressure to recover deep skid
which would result in a locked wheel condition that the anti-skid function
alone could not prevent.
Individual locked wheel protection is provided.
A locked wheel condition exists when the wheel speed of either wheel drops
to less than 30% of a predefined declaration schedule.
Phenom 100 13-5
Brakes
Touchdown Protection
The touchdown protection function allows the wheels to spin up/rotate at
touchdown even if the pilot commands braking through the brake pedals prior
to touchdown. This avoids tire blow out at touchdown.
Touchdown protection is provided to prevent any brake application prior to
weight-on-wheels or before the main wheels have spun up to 30Kt.
Fusible Plugs
The fusible plugs are metal plugs threaded to the wheels which melt when the
core overheats, allowing the tire pressure to be safely released.
Brake Wear Pins
During brake operations, brake pads and disks are consumed. When the
wear pins appear flush with the brake return spring assembly upper face, the
brakes need replacement.
Phenom 100 13-5
Brakes
Touchdown Protection
The touchdown protection function allows the wheels to spin up/rotate at
touchdown even if the pilot commands braking through the brake pedals prior
to touchdown. This avoids tire blow out at touchdown.
Touchdown protection is provided to prevent any brake application prior to
weight-on-wheels or before the main wheels have spun up to 30Kt.
Fusible Plugs
The fusible plugs are metal plugs threaded to the wheels which melt when the
core overheats, allowing the tire pressure to be safely released.
Brake Wear Pins
During brake operations, brake pads and disks are consumed. When the
wear pins appear flush with the brake return spring assembly upper face, the
brakes need replacement.
13-6 Phenom 100
Spin Down Control
The spin down control stops the rotating wheel after take off, within 4.5 sec-
onds after landing gear retraction is initiated.
The SOV is turned on during spin down when the landing gear control lever
transitions from down to the retract (up) position and WOW (Weight-on-
Wheels) status is weight off wheels (air).
Failure of gear handle discrete to down results in loss of spin down control
function.
Integrated Maintenance / BIT (Built-in Test)
The main brake system provides the fault monitoring, functional conse-
quence, failure indications and status indications for the Main Brake system.
Normal Operation
The brakes are actuated through the pedals installed in the cockpit. The pres-
sure applied to the brakes are proportional to the pedal displacement, except
when the pressure applied causes tire skidding. In this case the system
dumps the pressure to a level that will avoid tire skidding.
Abnormal Operation
In case of an ANTI-SKID FAIL message, the brakes are still available
through pedals without anti-skid capability, requiring a smooth brake applica-
tion.
In case of a hydraulic system loss, the HYD LO PRESS message appears
in the CAS (Crew Alerting System) and the pilot may use the emergency/
parking brake subsystem, which still has hydraulic energy for at least 6 brake
applications through its accumulator.
In case of an electrical power loss, the BRAKE FAIL message appears in
the CAS and the pilot reverts to the emergency / parking brake subsystem.
CAS Messages
The CAS indications are used to indicate a failure condition so flight crew can
perform appropriate corrective actions. The following CAS messages related
to the main brake subsystem can be generated:
ANTI-SKID FAIL - CAUTION: When this message appears the brake is

still available through pedals without anti-skid capability, requiring a
smooth brake application.
BRK FAIL - CAUTION: The message appears when the aircraft has lost
the electrical power.
Note: The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to
stop the NLG wheel rotation when it enters in the bay during the gear
retraction.
13-6 Phenom 100
Spin Down Control
The spin down control stops the rotating wheel after take off, within 4.5 sec-
onds after landing gear retraction is initiated.
The SOV is turned on during spin down when the landing gear control lever
transitions from down to the retract (up) position and WOW (Weight-on-
Wheels) status is weight off wheels (air).
Failure of gear handle discrete to down results in loss of spin down control
function.
Integrated Maintenance / BIT (Built-in Test)
The main brake system provides the fault monitoring, functional conse-
quence, failure indications and status indications for the Main Brake system.
Normal Operation
The brakes are actuated through the pedals installed in the cockpit. The pres-
sure applied to the brakes are proportional to the pedal displacement, except
when the pressure applied causes tire skidding. In this case the system
dumps the pressure to a level that will avoid tire skidding.
Abnormal Operation
In case of an ANTI-SKID FAIL message, the brakes are still available
through pedals without anti-skid capability, requiring a smooth brake applica-
tion.
In case of a hydraulic system loss, the HYD LO PRESS message appears
in the CAS (Crew Alerting System) and the pilot may use the emergency/
parking brake subsystem, which still has hydraulic energy for at least 6 brake
applications through its accumulator.
In case of an electrical power loss, the BRAKE FAIL message appears in
the CAS and the pilot reverts to the emergency / parking brake subsystem.
CAS Messages
The CAS indications are used to indicate a failure condition so flight crew can
perform appropriate corrective actions. The following CAS messages related
to the main brake subsystem can be generated:
ANTI-SKID FAIL - CAUTION: When this message appears the brake is

still available through pedals without anti-skid capability, requiring a
smooth brake application.
BRK FAIL - CAUTION: The message appears when the aircraft has lost
the electrical power.
Note: The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to
stop the NLG wheel rotation when it enters in the bay during the gear
retraction.
Phenom 100 13-7
Brakes
The emergency / parking brake function is to provide an alternate way to stop
the aircraft in case of main brake system failure, and to provide means to
keep the aircraft parked even when hydraulic power system is turned-off.
The emergency /parking brake is operated through a T-handle located at the
central pedestal. The T-handle is linked to the emergency / parking brake
valve via a steel cable. The pilot can meter pressure to the brakes by pulling
or releasing the handle. The parking brake is set at the end of the handle
stroke by rotating it 90 degrees, clockwise.
The emergency / parking brake valve incorporates a thermal relief valve. The
function of this valve is to protect the hydraulic system from over pressuriza-
tion due to ambient temperature growth in the aircraft descent phase.
A check valve is incorporated at the valve return port to avoid inadvertent
brake application due to hydraulic pressure growth in the return lines.
A pressure switch is installed in the brake line downstream the valve. When
pressure is higher than the brake contact pressure (T-handle is pulled), the
pressure switch turns on a white lamp on the cockpit front panel to alert the
pilot about the use of the emergency / park brake.
The Pressure Transducer and the Pressure Switch send signals to, and
receive electrical power from the GEA (Garmin Engine Airframe unit) 2.
The accumulators gas chamber is charged with nitrogen via a charging
valve. The accumulator pressure is sensed by a pressure transducer and is
displayed on the status synoptic page.
The accumulator oil chamber is pressurized by the aircraft hydraulic system.
PARKING
BRAKE
Phenom 100 13-7
Brakes
The emergency / parking brake function is to provide an alternate way to stop
the aircraft in case of main brake system failure, and to provide means to
keep the aircraft parked even when hydraulic power system is turned-off.
The emergency /parking brake is operated through a T-handle located at the
central pedestal. The T-handle is linked to the emergency / parking brake
valve via a steel cable. The pilot can meter pressure to the brakes by pulling
or releasing the handle. The parking brake is set at the end of the handle
stroke by rotating it 90 degrees, clockwise.
The emergency / parking brake valve incorporates a thermal relief valve. The
function of this valve is to protect the hydraulic system from over pressuriza-
tion due to ambient temperature growth in the aircraft descent phase.
A check valve is incorporated at the valve return port to avoid inadvertent
brake application due to hydraulic pressure growth in the return lines.
A pressure switch is installed in the brake line downstream the valve. When
pressure is higher than the brake contact pressure (T-handle is pulled), the
pressure switch turns on a white lamp on the cockpit front panel to alert the
pilot about the use of the emergency / park brake.
The Pressure Transducer and the Pressure Switch send signals to, and
receive electrical power from the GEA (Garmin Engine Airframe unit) 2.
The accumulators gas chamber is charged with nitrogen via a charging
valve. The accumulator pressure is sensed by a pressure transducer and is
displayed on the status synoptic page.
The accumulator oil chamber is pressurized by the aircraft hydraulic system.
PARKING
BRAKE
13-8 Phenom 100
A shutoff valve upstream the accumulator isolates the pressure in the emer-
gency / park brake system in case of normal hydraulic system failure. This
valve closes when the aircraft is airborne or on the ground with one thrust
lever angle < 25.
Emergency Brake System
6 full brakes applications available
No antiskid protection available

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13-8 Phenom 100
A shutoff valve upstream the accumulator isolates the pressure in the emer-
gency / park brake system in case of normal hydraulic system failure. This
valve closes when the aircraft is airborne or on the ground with one thrust
lever angle < 25.
Emergency Brake System
6 full brakes applications available
No antiskid protection available

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Phenom 100 13-9
Brakes
Normal Operation
Upon using the emergency / parking brake, the pressure applied is propor-
tional to the handle displacement.
No anti-skid protection is available.
CAS Messages
The CAS indications are used to indicate a failure condition for the flight crew
to perform appropriate corrective actions.
The following CAS messages related to the emergency / parking brake sub-
system can be generated:
EMER BRK LO PRES - CAUTION: This message appears when the

nitrogen pressure of the pressure accumulator is less than 1,800 psi.
PARK BRK NOT REL - ADVISORY: This messages appears when the
aircraft is preparing to take off and the brakes are not released.
Aural Warning
The following Aural Warning message related to the emergency/parking
brake subsystem can be generated:
NO TAKEOFF BRAKES: This aural warning comes on when the aircraft

is preparing to take off and the brakes are not released.
Emergency / Parking Brake Valve
The emergency/parking brake valve is manually operated by the pilot through
T-handle located at cockpit central pedestal.
There are three ports in valves body:
Supply port: It is connected to the pipe which comes from accumulator and
provides hydraulic pressure.
Brake port: It is connected to the pipe which goes to the brake assemblies.
Upon operation of the valve, the hydraulic pressure is sent through this
port.
Return port: It is connected to the pipe which goes to hydraulic system res-
ervoir.
When the pilot actuates the T-handle, it generates a rotation of the valve pul-
ley cam which causes a proportional displacement of a piston and a set of
springs. The return port is closed and, the more the piston is displaced, the
more the pressure is released through the brake port. When the valve is fully
actuated (parking brake position), the pressure at the brake port is at pres-
sure supply level.
When the valve is in the non-actuated position, the brake port is open to
return.
The valve incorporates on its body a check valve and a thermal relief valve.
The check valve is located at return port and does not allow fluid flowback
Phenom 100 13-9
Brakes
Normal Operation
Upon using the emergency / parking brake, the pressure applied is propor-
tional to the handle displacement.
No anti-skid protection is available.
CAS Messages
The CAS indications are used to indicate a failure condition for the flight crew
to perform appropriate corrective actions.
The following CAS messages related to the emergency / parking brake sub-
system can be generated:
EMER BRK LO PRES - CAUTION: This message appears when the

nitrogen pressure of the pressure accumulator is less than 1,800 psi.
PARK BRK NOT REL - ADVISORY: This messages appears when the
aircraft is preparing to take off and the brakes are not released.
Aural Warning
The following Aural Warning message related to the emergency/parking
brake subsystem can be generated:
NO TAKEOFF BRAKES: This aural warning comes on when the aircraft

is preparing to take off and the brakes are not released.
Emergency / Parking Brake Valve
The emergency/parking brake valve is manually operated by the pilot through
T-handle located at cockpit central pedestal.
There are three ports in valves body:
Supply port: It is connected to the pipe which comes from accumulator and
provides hydraulic pressure.
Brake port: It is connected to the pipe which goes to the brake assemblies.
Upon operation of the valve, the hydraulic pressure is sent through this
port.
Return port: It is connected to the pipe which goes to hydraulic system res-
ervoir.
When the pilot actuates the T-handle, it generates a rotation of the valve pul-
ley cam which causes a proportional displacement of a piston and a set of
springs. The return port is closed and, the more the piston is displaced, the
more the pressure is released through the brake port. When the valve is fully
actuated (parking brake position), the pressure at the brake port is at pres-
sure supply level.
When the valve is in the non-actuated position, the brake port is open to
return.
The valve incorporates on its body a check valve and a thermal relief valve.
The check valve is located at return port and does not allow fluid flowback
13-10 Phenom 100
from return line. The thermal relief valve is linked between supply and return
ports. In case of accumulator overpressure, due to gas heating, the excess of
pressure opens this valve and releases flow to return port, thus relieving the
pressure and avoiding damage to the pressure lines.
Accumulator
One accumulator, dedicated for emergency/parking brake use, is installed in
the wing-to-fuselage fairing to feed both brake assemblies. It is a cylindrical
piston type accumulator with an oil chamber and a gas chamber isolated one
from the other. The system is designed to make possible the application of
the handle at least 6 times with the hydraulic system off.
Check Valve
The check valve is an in line mounted component with a spherical seat seal
that provides sealing efficiency in one direction and flow in opposite direction.
Charging Valve
The charging valve is located downstream of the gas side of the accumulator.
It allows the recharging of the hydraulic accumulator with nitrogen.
Pressure Transducer
The pressure transducer function is to sense accumulator pressure. The
transducer is hermetically sealed.
Pressure Switch
The pressure switch has a piston type sensing element and is used to indi-
cate emergency/parking brake application when hydraulic pressure increases
in the brake line. It is located in the wing-to-fuselage fairing.
Wheels and Brakes
EMERGENCY/PARKING
BRAKE VALVE
BRAKE
CONTROL
VALVE
BRAKE
CONTROL
VALVE
PRESSURE
TRANDUCER
EMERGENCY/PARKING
BRAKE CONTROL
SHUTOFF VALVE
EMERGENCY/PARKING
BRAKE HYDRAULIC
ACCUMULATOR
PRESSURE
TRANSDUCER
EMERGENCY/PARKING
BRAKE PRESSURE
TRANSDUCER
EMERGENCY/PARKING
13-10 Phenom 100
from return line. The thermal relief valve is linked between supply and return
ports. In case of accumulator overpressure, due to gas heating, the excess of
pressure opens this valve and releases flow to return port, thus relieving the
pressure and avoiding damage to the pressure lines.
Accumulator
One accumulator, dedicated for emergency/parking brake use, is installed in
the wing-to-fuselage fairing to feed both brake assemblies. It is a cylindrical
piston type accumulator with an oil chamber and a gas chamber isolated one
from the other. The system is designed to make possible the application of
the handle at least 6 times with the hydraulic system off.
Check Valve
The check valve is an in line mounted component with a spherical seat seal
that provides sealing efficiency in one direction and flow in opposite direction.
Charging Valve
The charging valve is located downstream of the gas side of the accumulator.
It allows the recharging of the hydraulic accumulator with nitrogen.
Pressure Transducer
The pressure transducer function is to sense accumulator pressure. The
transducer is hermetically sealed.
Pressure Switch
The pressure switch has a piston type sensing element and is used to indi-
cate emergency/parking brake application when hydraulic pressure increases
in the brake line. It is located in the wing-to-fuselage fairing.
Wheels and Brakes
EMERGENCY/PARKING
BRAKE VALVE
BRAKE
CONTROL
VALVE
BRAKE
CONTROL
VALVE
PRESSURE
TRANDUCER
EMERGENCY/PARKING
BRAKE CONTROL
SHUTOFF VALVE
EMERGENCY/PARKING
BRAKE HYDRAULIC
ACCUMULATOR
PRESSURE
TRANSDUCER
EMERGENCY/PARKING
BRAKE PRESSURE
TRANSDUCER
EMERGENCY/PARKING
Phenom 100 13-11
Brakes
Brake Accumulator
Access Panel
Phenom 100 13-11
Brakes
Brake Accumulator
Access Panel
13-12 Phenom 100
Emergency / Parking Brake Accumulator Pressure Indicator
IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO
THE LANDING GEAR, WHEELS, BRAKES OR TIRES
MAY OCCUR DESPITE OF THE PREVIOUS COOLING
TIME. THE AIRPLANE MUST BE INSPECTED
ACCORDING TO HIGH-ENERGY STOP INSPECTION
PROCEDURE DESCRIBED IN THE AIRPLANE AMM
AFTER ANY REJECTED TAKEOFF. A COOLING TIME
OF 50 MINUTES AFTER ANY ABORTED TAKEOFF
SHALL BE OBEYED EVEN IF NO DAMAGE IS
PRESENT.
NOTE: - The cooling time is the interval after taxi in and before the
next taxi out, i.e., the interval during which the airplane is
fully stopped.
- The cooling times provided apply only to single
landing/takeoff turn-around. It is assumed that the airplane is
operated in the approved takeoff or landing configuration.

BRAKE COOLING TIME
The tables in the POH define the intervals to be observed when performing
a subsequent takeoff, allowing the cooling of the brake system.
The cooling time is calculated according to flap configuration for
landing and takeoff. The POH tables present the cooling time
referent to: OAT (C), Altitude Pressure, range of Landing Weights and
range Takeoff Weights.
CAUTION: IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO
PRESENT.
fully stopped.
13-12 Phenom 100
Emergency / Parking Brake Accumulator Pressure Indicator
IN CASE THE TAKEOFF IS ABORTED, DAMAGE TO
PRESENT.
fully stopped.

BRAKE COOLING TIME
PRESENT.
fully stopped.
Phenom 100 13-13
Developed for Training Purposes Rev. 2 January 2011
Limitations
A COOLING TIME OF 50 MINUTES AFTER ANY ABORTED TAKEOFF
SHALL BE OBEYED EVEN IF NO DAMAGE IS PRESENT.

CAS Messages
Warning LG LEVER DISAG
A discrepancy between the position of
the landing gear control lever and at
least one landing gear is detected.
Caution
ANTI-SKID FAIL Loss of antiskid protection mode.
BRK FAIL
Loss of wheel brake left or right
landing gear.
EMER BRK LO
PRES
Emergency/parking brake accumula-
tor pressure is low
LG WOW SYS FAIL
Failure condition in WOW indication
system.
PARK BRK NOT
REL
Emergency/parking brake actuated
condition.
Phenom 100 13-13
Developed for Training Purposes Rev. 2 January 2011
Limitations
A COOLING TIME OF 50 MINUTES AFTER ANY ABORTED TAKEOFF
SHALL BE OBEYED EVEN IF NO DAMAGE IS PRESENT.

CAS Messages
A discrepancy between the position of
the landing gear control lever and at
least one landing gear is detected.
Caution
ANTI-SKID FAIL Loss of antiskid protection mode.
BRK FAIL
Loss of wheel brake left or right
landing gear.
EMER BRK LO
PRES
Emergency/parking brake accumula-
tor pressure is low
LG WOW SYS FAIL
Failure condition in WOW indication
system.
PARK BRK NOT
REL
Emergency/parking brake actuated
condition.

BRAKE COOLING TIME
PRESENT.
fully stopped.

BRAKE COOLING TIME
PRESENT.
fully stopped.
Phenom 100 14-1
Communications
Communications
General
The communications system provides the means for accomplishing voice and
data communications inside an aircraft, between different aircraft, and
between the aircraft and ground stations.
These include:
VHF Communication System
Intercom
Passenger Address
Clearance Recorder
Cockpit Voice Recorder

Communication Controls
MFD/PFD Controls
1 - COM Frequency Box
Displays COM standby and active frequency fields and volume. The selected
COM transceiver frequency is displayed in green.
2 - COM Knob
Tunes the standby frequencies for the COM transceiver (large knob for MHz;
small knob for kHz). Press to move the tuning box (light blue box) and Fre-
quency Transfer Arrow between COM1 and COM2.
2 4 3
1
Phenom 100 14-1
Communications
Communications
General
The communications system provides the means for accomplishing voice and
data communications inside an aircraft, between different aircraft, and
between the aircraft and ground stations.
These include:
Intercom
Passenger Address
Clearance Recorder
Cockpit Voice Recorder

Communication Controls
MFD/PFD Controls
1 - COM Frequency Box
Displays COM standby and active frequency fields and volume. The selected
COM transceiver frequency is displayed in green.
2 - COM Knob
Tunes the standby frequencies for the COM transceiver (large knob for MHz;
small knob for kHz). Press to move the tuning box (light blue box) and Fre-
quency Transfer Arrow between COM1 and COM2.
2 4 3
1
14-2 Phenom 100
3 - COM Frequency Transfer Key
Transfers the standby and active COM frequencies. Press and hold this key
for two seconds to tune the emergency frequency (121.500 MHz) automati-
cally into the active frequency field.
4 - COM VOL/SQ Knob
Controls COM audio volume level. Press to turn the COM automatic squelch
on and off. Volume level is shown in the COM frequency field as a percentage
14-2 Phenom 100
3 - COM Frequency Transfer Key
Transfers the standby and active COM frequencies. Press and hold this key
for two seconds to tune the emergency frequency (121.500 MHz) automati-
cally into the active frequency field.
4 - COM VOL/SQ Knob
Controls COM audio volume level. Press to turn the COM automatic squelch
on and off. Volume level is shown in the COM frequency field as a percentage
Phenom 100 14-3
Communications
Audio Panel
Audio Panel Controls
1 - COM1 MIC
Selects the #1 transmitter for transmitting. COM1 receive is simultaneously
selected when this key is pressed allowing received audio from the #1 COM
receiver to be heard. COM2 receive can be added by pressing the COM2
Key.
2 - COM1
When selected, audio from the #1 COM receiver can be heard.
Note: When a key is selected, a triangular white annunciator above the key is
illuminated.
17
18
15
13
11
9
20
7
5
3
1
14
2
16
4
6
8
10
12
22
24
23
21
19
Phenom 100 14-3
Communications
Audio Panel
Audio Panel Controls
1 - COM1 MIC
Key.
2 - COM1
Note: When a key is selected, a triangular white annunciator above the key is
illuminated.
17
18
15
13
11
9
20
7
5
3
1
14
2
16
4
6
8
10
12
22
24
23
21
19
14-4 Phenom 100
3 - COM2 MIC
Key.
4 - COM2
5 - COM3 MIC
Selects the #3 transmitter (HF) for transmitting. COM3 receive is simultane-
ously selected when this key is pressed allowing received audio from the #3
COM receiver to be heard.
6 - COM3
When selected, audio from the #3 COM receiver (HF) can be heard.
7 - PA
Selects the passenger address system. The selected COM transmitter is
deselected when the PA Key is pressed.
8 - TEL
When selected, activates the SATCOM transceiver.
9 - MUSIC
Toggles the Music output on or off.
10 - SPKR
Selects and deselects the on-side flight deck speaker. COM and NAV
receiver audio can be heard on the speaker.
11 - MKR/MUTE
Selects marker beacon receiver audio. Mutes the currently received marker
beacon receiver audio. Unmutes automatically when new marker beacon
audio is received.
12 - HI SENS
Press to increase marker beacon receiver sensitivity. Press again to return to
low sensitivity.
13 - DME
Turns optional DME 1 audio on or off.
14 - NAV1
When selected, audio from the #1 NAV receiver can be heard.
15 - ADF
Not used.
14-4 Phenom 100
3 - COM2 MIC
Key.
4 - COM2
5 - COM3 MIC
Selects the #3 transmitter (HF) for transmitting. COM3 receive is simultane-
ously selected when this key is pressed allowing received audio from the #3
COM receiver to be heard.
6 - COM3
When selected, audio from the #3 COM receiver (HF) can be heard.
7 - PA
Selects the passenger address system. The selected COM transmitter is
deselected when the PA Key is pressed.
8 - TEL
When selected, activates the SATCOM transceiver.
9 - MUSIC
Toggles the Music output on or off.
10 - SPKR
Selects and deselects the on-side flight deck speaker. COM and NAV
receiver audio can be heard on the speaker.
11 - MKR/MUTE
Selects marker beacon receiver audio. Mutes the currently received marker
beacon receiver audio. Unmutes automatically when new marker beacon
audio is received.
12 - HI SENS
Press to increase marker beacon receiver sensitivity. Press again to return to
low sensitivity.
13 - DME
14 - NAV1
15 - ADF
Not used.
Phenom 100 14-5
Communications
16 - NAV2
17 - AUX
18 - MAN SQ
Enables manual squelch for the intercom. When the intercom is active, press
the ICS Knob to illuminate SQ. Turn the ICS Knob to adjust squelch.
19 - PLAY
Press once to play the last recorded COM audio. Press again to stop playing.
Press twice within 0.5 second while audio is playing and the previous block of
recorded audio is played. Each subsequent two presses within 0.5 second
plays each previously recorded block.
20 - INTR COM
Selects and deselects the pilot/copilot intercom on both Audio Panels.
21 - CABIN
Initiates intercom communications with passengers in the cabin.
22 - ICS Knob
Turn to adjust intercom volume or squelch. Press to switch between volume
and squelch control as indicated by illumination of VOL or SQ. The MAN SQ
Key must be selected to allow squelch adjustment.
23 - MSTR Knob
The Master Volume Control adjusts volume for the blended NAV, COM, inter-
com audio, and alert warnings.
24 - DISPLAY BACKUP Button
Manually selects Reversionary Mode.
Phenom 100 14-5
Communications
16 - NAV2
17 - AUX
18 - MAN SQ
Enables manual squelch for the intercom. When the intercom is active, press
the ICS Knob to illuminate SQ. Turn the ICS Knob to adjust squelch.
19 - PLAY
Press once to play the last recorded COM audio. Press again to stop playing.
Press twice within 0.5 second while audio is playing and the previous block of
recorded audio is played. Each subsequent two presses within 0.5 second
plays each previously recorded block.
20 - INTR COM
Selects and deselects the pilot/copilot intercom on both Audio Panels.
21 - CABIN
Initiates intercom communications with passengers in the cabin.
22 - ICS Knob
Turn to adjust intercom volume or squelch. Press to switch between volume
and squelch control as indicated by illumination of VOL or SQ. The MAN SQ
Key must be selected to allow squelch adjustment.
23 - MSTR Knob
The Master Volume Control adjusts volume for the blended NAV, COM, inter-
com audio, and alert warnings.
24 - DISPLAY BACKUP Button
Manually selects Reversionary Mode.
14-6 Phenom 100
Audio Panel Volume Control
Adjusting the master volume control affects all radio audio volume and air-
frame type warnings that are heard in the headsets (not the speaker) for the
pilot or copilot side Audio Panel. Radio adjustments made on the MFD/PFD
controls to compensate for the master volume change on the Audio Panel,
also affect the radio levels for the other pilot. Independent radio volume
adjustments made using the Audio Panel Master Volume controls affect only
the audio heard in the corresponding crew position headset.
Radio volume adjustments may be overridden by each crew position inde-
pendently using the master volume control on the Audio Panel for the respec-
tive crew position. In addition, the master volume control for each Audio
Panel affects all other system audio output to its designated crew position
headset much like volume adjustments found on many aviation headsets.
Audio Panel Fail-safe Operation
If there is a failure of both Audio Panels, a fail-safe circuit connects the pilots
headset and microphones directly to the COM1 transceiver and the copilots
headset and microphones directly to the COM2 transceiver. Audio is not
available on the speakers. If there is a failure of one Audio Panel, that side
only has access to their respective on-side failsafe COM.
If there is a failure of one Audio Panel, the remaining one does not have
access to the others sides COM or NAV. For example, if the pilot side Audio
Panel fails, the copilot side Audio Panel has access to all the radios except
for COM1 and NAV1.
Note: Audio is not available on the speakers in case of Audio Panel and its
cross-side GIA unit simultaneously failure.
14-6 Phenom 100
Audio Panel Volume Control
Adjusting the master volume control affects all radio audio volume and air-
frame type warnings that are heard in the headsets (not the speaker) for the
pilot or copilot side Audio Panel. Radio adjustments made on the MFD/PFD
controls to compensate for the master volume change on the Audio Panel,
also affect the radio levels for the other pilot. Independent radio volume
adjustments made using the Audio Panel Master Volume controls affect only
the audio heard in the corresponding crew position headset.
Radio volume adjustments may be overridden by each crew position inde-
pendently using the master volume control on the Audio Panel for the respec-
tive crew position. In addition, the master volume control for each Audio
Panel affects all other system audio output to its designated crew position
headset much like volume adjustments found on many aviation headsets.
Audio Panel Fail-safe Operation
If there is a failure of both Audio Panels, a fail-safe circuit connects the pilots
headset and microphones directly to the COM1 transceiver and the copilots
headset and microphones directly to the COM2 transceiver. Audio is not
available on the speakers. If there is a failure of one Audio Panel, that side
only has access to their respective on-side failsafe COM.
If there is a failure of one Audio Panel, the remaining one does not have
access to the others sides COM or NAV. For example, if the pilot side Audio
Panel fails, the copilot side Audio Panel has access to all the radios except
for COM1 and NAV1.
Note: Audio is not available on the speakers in case of Audio Panel and its
cross-side GIA unit simultaneously failure.
Phenom 100 14-7
Communications
The VHF (Very High Frequency) COM (Communications) system uses air-
borne equipment and ground stations to supply two-way voice and data com-
munications between aircraft, and between aircraft and ground stations.
The aircraft has two VHF COM systems:
VHF COM 1 System
VHF COM 2 System

The VHF system consists of four major components:
Two PFD (Primary Flight Display)s and one MFD (Multi-Function Display)
(VHF COM Controls)
Two Audio Panels (VHF Selection)
Two VHF Transceivers embedded in GIA (Garmin Integrated Avionics unit)

1 and 2
Two VHF Antennas

Each VHF transceiver is also connected to independent electrical BUS sys-
tems. The emergency bus supplies power to VHF 1 Transceiver and the DC
Bus 1 supplies power to VHF 2 Transceiver.
Phenom 100 14-7
Communications
The VHF (Very High Frequency) COM (Communications) system uses air-
borne equipment and ground stations to supply two-way voice and data com-
munications between aircraft, and between aircraft and ground stations.
The aircraft has two VHF COM systems:
VHF COM 1 System
VHF COM 2 System

The VHF system consists of four major components:
Two PFD (Primary Flight Display)s and one MFD (Multi-Function Display)
(VHF COM Controls)
Two Audio Panels (VHF Selection)
Two VHF Transceivers embedded in GIA (Garmin Integrated Avionics unit)

1 and 2
Two VHF Antennas

Each VHF transceiver is also connected to independent electrical BUS sys-
tems. The emergency bus supplies power to VHF 1 Transceiver and the DC
Bus 1 supplies power to VHF 2 Transceiver.
14-8 Phenom 100
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14-8 Phenom 100
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Phenom 100 14-9
Communications
The VHF transceivers are embedded in the GIA. The two GIAs are installed in
conveniently accessible locations for inspection and maintenance purposes.
The VHF controls are embedded in the displays. There are PTT (Push-to-
Talk) switches for radios on the main instrument panel in parallel with the PTT
on the control yoke.
The VHF 1 and 2 antennas are installed on the top and on the bottom of the
aircraft. The VHF 1 antenna is connected to GIA 1 and VHF 2 antenna is con-
nected to GIA 2.
The VHF transceiver consists of an independent transmitter and an AM
receiver. Each transceiver provides voice communication in the 118.000 to
136.992 MHz general aviation band with 25 kHz or 8.33 kHz channel spac-
ing.The 8.33 kHz channel spacing meets European requirements. The chan-
nel spacing is selectable on the AUX-system setup page on the MFD.
VHF 1 ANTENNA
VHF 2 ANTENNA
SDS2432231200P017R
VHF Communication System - GIA 1 and 2 Location
GIA 2
GIA 1
SDS2432231200P015R
Phenom 100 14-9
Communications
The VHF transceivers are embedded in the GIA. The two GIAs are installed in
conveniently accessible locations for inspection and maintenance purposes.
The VHF controls are embedded in the displays. There are PTT (Push-to-
Talk) switches for radios on the main instrument panel in parallel with the PTT
on the control yoke.
The VHF 1 and 2 antennas are installed on the top and on the bottom of the
aircraft. The VHF 1 antenna is connected to GIA 1 and VHF 2 antenna is con-
nected to GIA 2.
The VHF transceiver consists of an independent transmitter and an AM
receiver. Each transceiver provides voice communication in the 118.000 to
136.992 MHz general aviation band with 25 kHz or 8.33 kHz channel spac-
ing.The 8.33 kHz channel spacing meets European requirements. The chan-
nel spacing is selectable on the AUX-system setup page on the MFD.
VHF 1 ANTENNA
VHF 2 ANTENNA
SDS2432231200P017R
VHF Communication System - GIA 1 and 2 Location
GIA 2
GIA 1
SDS2432231200P015R
14-10 Phenom 100
COM Transceiver Selection and Activation
The COM Frequency Box is composed of four fields; the two active frequen-
cies are on the left side and the two standby frequencies are on the right. The
COM transceiver is selected for transmitting by pressing the COM MIC Keys
on the Audio Panel. During reception of audio from the COM radio selected
for transmission, audio from the other COM radio is muted.
An active COM frequency displayed in green indicates that the COM trans-
ceiver is selected on the Audio Panel (COM1 MIC or COM2 MIC Key). Both
active COM frequencies appearing in white indicate that no COM radio is
selected for transmitting (PA Key is selected on the Audio Panel). Frequen-
cies in the standby fields are displayed in white.
COM3 is reserved for the optional HF radio. The active HF frequency is not
shown on the G1000.
The active COM frequency displayed in green on the MFD is the same as on
PFD1.
Transmit / Receive Indications
During COM transmission, a white TX appears by the active COM frequency
replacing the Frequency Transfer Arrow. On the Audio Panel, when the active
COM is transmitting, the active transceiver COM MIC Key Annunciator
flashes approximately once per second.
During COM signal reception, a white RX appears by the active COM fre-
quency replacing the Frequency Transfer Arrow.
Note: During PA Mode, the COM MIC Annunciator is extinguished and the
COM active frequency color changes to white, indicating that neither
COM transmitter is active.
Note: When turning on the G1000 for use, the system remembers the last fre-
quencies used and the active COM transceiver state prior to shutdown.
Active
Fields
Standby
Fields
Tuning Box
COM2 Radio is Selected
on the Audio Panel
Top Section of
the Audio Panel
14-10 Phenom 100
COM Transceiver Selection and Activation
The COM Frequency Box is composed of four fields; the two active frequen-
cies are on the left side and the two standby frequencies are on the right. The
COM transceiver is selected for transmitting by pressing the COM MIC Keys
on the Audio Panel. During reception of audio from the COM radio selected
for transmission, audio from the other COM radio is muted.
An active COM frequency displayed in green indicates that the COM trans-
ceiver is selected on the Audio Panel (COM1 MIC or COM2 MIC Key). Both
active COM frequencies appearing in white indicate that no COM radio is
selected for transmitting (PA Key is selected on the Audio Panel). Frequen-
cies in the standby fields are displayed in white.
COM3 is reserved for the optional HF radio. The active HF frequency is not
shown on the G1000.
The active COM frequency displayed in green on the MFD is the same as on
PFD1.
Transmit / Receive Indications
During COM transmission, a white TX appears by the active COM frequency
replacing the Frequency Transfer Arrow. On the Audio Panel, when the active
COM is transmitting, the active transceiver COM MIC Key Annunciator
flashes approximately once per second.
During COM signal reception, a white RX appears by the active COM fre-
quency replacing the Frequency Transfer Arrow.
Note: During PA Mode, the COM MIC Annunciator is extinguished and the
COM active frequency color changes to white, indicating that neither
COM transmitter is active.
Note: When turning on the G1000 for use, the system remembers the last fre-
quencies used and the active COM transceiver state prior to shutdown.
Active
Fields
Standby
Fields
Tuning Box
COM2 Radio is Selected
on the Audio Panel
Top Section of
the Audio Panel
Phenom 100 14-11
Communications
When the same COM radio is selected on both Audio Panels, the pilot has
transmit priority on COM1, the copilot has transmit priority on COM2.
COM Transceiver Manual Tuning
The COM frequency controls and frequency boxes are on the right side of
each PFD and the MFD. The MFD frequency controls and displays are linked
to the pilot side PFD (PFD1) only.
Manually tuning a COM frequency:
1. Turn the COM Knob to tune the desired frequency in the COM Tuning Box
(large knob for MHz; small knob for kHz).
2. Press the Frequency Transfer Key to transfer the frequency to the active
field.
3. Adjust the volume level with the COM VOL/SQ Knob.
4. Press the COM VOL/SQ Knob to turn automatic squelch on and off.
Selecting the Radio to be Tuned
Press the small COM Knob to transfer the frequency tuning box and Fre-
quency Transfer Arrow between the upper and lower radio frequency fields.
Annunciator
Flashes During
Transmission Transmit and
Receive Indicators
Turn the VOL/SQ Knob to adjust
volume. Press the Knob to Turn
Automatic Squelch On or Of
Press the Frequency Transfer
Key to Transfer COM
Frequencies Between Active
and Standby Frequency Boxes
Turn the COM Knob to
Tune the Frequency in
the Tuning Box
Press the COM Knob to
Switch the Tuning Box From
One COM Radio to the Other
Phenom 100 14-11
Communications
When the same COM radio is selected on both Audio Panels, the pilot has
transmit priority on COM1, the copilot has transmit priority on COM2.
COM Transceiver Manual Tuning
The COM frequency controls and frequency boxes are on the right side of
each PFD and the MFD. The MFD frequency controls and displays are linked
to the pilot side PFD (PFD1) only.
Manually tuning a COM frequency:
1. Turn the COM Knob to tune the desired frequency in the COM Tuning Box
(large knob for MHz; small knob for kHz).
2. Press the Frequency Transfer Key to transfer the frequency to the active
field.
3. Adjust the volume level with the COM VOL/SQ Knob.
4. Press the COM VOL/SQ Knob to turn automatic squelch on and off.
Selecting the Radio to be Tuned
Press the small COM Knob to transfer the frequency tuning box and Fre-
quency Transfer Arrow between the upper and lower radio frequency fields.
Annunciator
Flashes During
Transmission Transmit and
Receive Indicators
Turn the VOL/SQ Knob to adjust
volume. Press the Knob to Turn
Automatic Squelch On or Of
Press the Frequency Transfer
Key to Transfer COM
Frequencies Between Active
and Standby Frequency Boxes
Turn the COM Knob to
Tune the Frequency in
the Tuning Box
Press the COM Knob to
Switch the Tuning Box From
One COM Radio to the Other
14-12 Phenom 100
Quick-tuning and Activating 121.500 MHZ
Pressing and holding the COM Frequency Transfer Key for two seconds
automatically loads the emergency COM frequency (121.500 MHz) in the
active field of the COM radio selected for tuning (the one with the transfer
arrow). In the example shown, pressing the Audio Panel COM2 MIC Key acti-
vates the transceiver.
COM Tuning Failure
In case of a COM system tuning failure, the emergency frequency (121.500
MHz) is automatically tuned in the radio in which the tuning failure occurred.
Depending on the failure mode, a red X may appear on the frequency display.
Automatic Squelch
Automatic Squelch quiets unwanted static noise when no audio signal is
received, while still providing good sensitivity to weak COM signals. To disable
Automatic Squelch, press the VOL/SQ Knob. When Automatic Squelch is dis-
abled, COM audio reception is always on. Continuous static noise is heard over
the headsets and speaker, if selected. Pressing the VOL/SQ Knob again enables
Automatic Squelch.
When Automatic Squelch is disabled, a white SQ appears next to the COM fre-
quency.
Press for Two Seconds to
Load 121.500 MHz
Emergency Channel
Loaded Automatically
Squelch
Indication
Press the COM VOL/
SQ Knob to turn of
. h c l e u q S c i t a m o t u A
Press again to restore
Automatic Squelch.
14-12 Phenom 100
Quick-tuning and Activating 121.500 MHZ
Pressing and holding the COM Frequency Transfer Key for two seconds
automatically loads the emergency COM frequency (121.500 MHz) in the
active field of the COM radio selected for tuning (the one with the transfer
arrow). In the example shown, pressing the Audio Panel COM2 MIC Key acti-
vates the transceiver.
COM Tuning Failure
In case of a COM system tuning failure, the emergency frequency (121.500
MHz) is automatically tuned in the radio in which the tuning failure occurred.
Depending on the failure mode, a red X may appear on the frequency display.
Automatic Squelch
Automatic Squelch quiets unwanted static noise when no audio signal is
received, while still providing good sensitivity to weak COM signals. To disable
Automatic Squelch, press the VOL/SQ Knob. When Automatic Squelch is dis-
abled, COM audio reception is always on. Continuous static noise is heard over
the headsets and speaker, if selected. Pressing the VOL/SQ Knob again enables
Automatic Squelch.
When Automatic Squelch is disabled, a white SQ appears next to the COM fre-
quency.
Press for Two Seconds to
Load 121.500 MHz
Emergency Channel
Loaded Automatically
Squelch
Indication
Press the COM VOL/
SQ Knob to turn of
. h c l e u q S c i t a m o t u A
Press again to restore
Automatic Squelch.
Phenom 100 14-13
Communications
Volume
COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ
Knob. Turning the knob clockwise increases volume, turning the knob counter-
clockwise decreases volume. When adjusting volume, the level is displayed in
place of the standby frequencies. Volume level indication remains for two sec-
onds after the change.
Speaker
Each Audio Panel controls a separate cockpit speaker. Pressing the SPKR Key
selects and deselects the on-side speaker unless oxygen masks are in use.
While using oxygen masks, the on-side cockpit speaker is always on, pilot audio
is always heard on the speaker, and the SPKR Key is disabled on the side in
which the oxygen mask is in use. SPKR is automatically selected during power
up.
All of the radios can be heard over the cockpit speakers. Speaker audio is muted
when the PTT is pressed.
Certain aural alerts and warnings (autopilot, traffic, altitude) are always heard on
the speaker, even when the speaker is not selected.
The speaker volume is adjustable within a nominal range. Contact a Garmin-
authorized service center for volume adjustment.
COM Volume
Level Remains for
Two Seconds
Phenom 100 14-13
Communications
Volume
COM radio volume level can be adjusted from 0 to 100% using the VOL/SQ
Knob. Turning the knob clockwise increases volume, turning the knob counter-
clockwise decreases volume. When adjusting volume, the level is displayed in
place of the standby frequencies. Volume level indication remains for two sec-
onds after the change.
Speaker
Each Audio Panel controls a separate cockpit speaker. Pressing the SPKR Key
selects and deselects the on-side speaker unless oxygen masks are in use.
While using oxygen masks, the on-side cockpit speaker is always on, pilot audio
is always heard on the speaker, and the SPKR Key is disabled on the side in
which the oxygen mask is in use. SPKR is automatically selected during power
up.
All of the radios can be heard over the cockpit speakers. Speaker audio is muted
when the PTT is pressed.
Certain aural alerts and warnings (autopilot, traffic, altitude) are always heard on
the speaker, even when the speaker is not selected.
The speaker volume is adjustable within a nominal range. Contact a Garmin-
authorized service center for volume adjustment.
COM Volume
Level Remains for
Two Seconds
14-14 Phenom 100
Cockpit Loudspeaker
There are two loudspeakers installed on the cockpit ceiling panels above the
pilot and copilot stations.
One loudspeaker is connected to the pilot audio panel and the other, to the
copilot audio panel. The loudspeaker is activated by selecting the SPKR key
on the audio panel. Selected aircraft audio can be heard over the on-side
headset and over the on-side speaker if SPKR is selected.
AUDIO PANEL
COCKPIT LOUDSPEAKERS
SDS2432235100P037R
DISPLAY BACKUP
VOL SQ
ICS MSTR
COM1
MIC
COM2
MIC
COM3
MIC
PA
COM1
COM2
COM3
TEL
MUSIC SPKR
MKR
MUTE
HI
SENS
DME NAV1
ADF NAV2
AUX
MAN
SQ
PLAY
INTR
COM
CABIN
14-14 Phenom 100
Cockpit Loudspeaker
There are two loudspeakers installed on the cockpit ceiling panels above the
pilot and copilot stations.
One loudspeaker is connected to the pilot audio panel and the other, to the
copilot audio panel. The loudspeaker is activated by selecting the SPKR key
on the audio panel. Selected aircraft audio can be heard over the on-side
headset and over the on-side speaker if SPKR is selected.
AUDIO PANEL
COCKPIT LOUDSPEAKERS
SDS2432235100P037R
DISPLAY BACKUP
VOL SQ
ICS MSTR
COM1
MIC
COM2
MIC
COM3
MIC
PA
COM1
COM2
COM3
TEL
MUSIC SPKR
MKR
MUTE
HI
SENS
DME NAV1
ADF NAV2
AUX
MAN
SQ
PLAY
INTR
COM
CABIN
Phenom 100 14-15
Communications
PTT Mic Switch
There are four PTT MIC switches: two on the glareshield panel and two on
each crew members control yoke.
1 Control Wheel Communications Switch
PTT (momentary): allows radio transmissions, as well as voice communi-

cations to passengers.
If the PTT MIC switch becomes stuck, the COM transmitter stops transmitting
after 35 seconds of continuous operation. An alert appears on the PFD (Pri-
mary Flight Display) to advise the crew of a stuck microphone.The COM1
MIC or COM2 MIC key annunciator on the audio panel continues to flash as
long as the PTT MIC switch remains stuck.
Jack Panel
Jack panels 1 and 2 are installed on the RH (Right-Hand) and LH (Left-Hand)
lateral consoles, respectively.
The jack panels connect the pilot and copilot headset and hand-mic to their
respective audio panel. They have connections for both standard and ANR
(Active Noise Reduction) headsets.
Note: The PTT switches on glareshield are provided to allow radio transmis-
sions and voice communications to passengers.
1
Phenom 100 14-15
Communications
PTT Mic Switch
There are four PTT MIC switches: two on the glareshield panel and two on
each crew members control yoke.
1 Control Wheel Communications Switch
PTT (momentary): allows radio transmissions, as well as voice communi-

cations to passengers.
If the PTT MIC switch becomes stuck, the COM transmitter stops transmitting
after 35 seconds of continuous operation. An alert appears on the PFD (Pri-
mary Flight Display) to advise the crew of a stuck microphone.The COM1
MIC or COM2 MIC key annunciator on the audio panel continues to flash as
long as the PTT MIC switch remains stuck.
Jack Panel
Jack panels 1 and 2 are installed on the RH (Right-Hand) and LH (Left-Hand)
lateral consoles, respectively.
The jack panels connect the pilot and copilot headset and hand-mic to their
respective audio panel. They have connections for both standard and ANR
(Active Noise Reduction) headsets.
Note: The PTT switches on glareshield are provided to allow radio transmis-
sions and voice communications to passengers.
1
14-16 Phenom 100
Pilot / Copilot Jack Panels
1 HAND MIC JACK
2 HEADPHONE JACK
3 BOOM MIC JACK
4 ACTIVE NOISE REDUCTION HEADSET JACK
5 MUSIC IN JACK
Provides an interface with the auxiliary music inputs. (see Entertainment
Inputs)
6 OXIGEN MASK MICROPHONE SWITCH
Activates/deactivates the oxygen mask microphone
Intercom
INTR COM Key
Pressing the INTR COM Key on either Audio Panel selects and deselects the
intercom on both Audio Panels.
The annunciator is lit when the intercom is active. The intercom connects the
pilot and copilot together. Either the pilot or copilot may select or deselect the
intercom. Intercom in automatically selected during power on.
JACK PANEL 1
LH LATERAL
CONSOLE
SDS2432235100P041R
1
2
3
6
4
5
14-16 Phenom 100
Pilot / Copilot Jack Panels
1 HAND MIC JACK
2 HEADPHONE JACK
3 BOOM MIC JACK
4 ACTIVE NOISE REDUCTION HEADSET JACK
5 MUSIC IN JACK
Provides an interface with the auxiliary music inputs. (see Entertainment
Inputs)
6 OXIGEN MASK MICROPHONE SWITCH
Activates/deactivates the oxygen mask microphone
Intercom
INTR COM Key
Pressing the INTR COM Key on either Audio Panel selects and deselects the
intercom on both Audio Panels.
The annunciator is lit when the intercom is active. The intercom connects the
pilot and copilot together. Either the pilot or copilot may select or deselect the
intercom. Intercom in automatically selected during power on.
JACK PANEL 1
LH LATERAL
CONSOLE
SDS2432235100P041R
1
2
3
6
4
5
Phenom 100 14-17
Communications
CABIN Key
The CABIN Key initiates two way communication between the pilot or copilot
and the passengers in the cabin. The annunciator is lit when the cabin inter-
com is active on either Audio Panel.
When the flight crew wants to communicate with the passengers, the pilot or
copilot presses the CABIN Key to signal that communication is desired. The
cabin signal must be acknowledged to begin intercom conversation.
When the passengers want to communicate with the pilot/copilot, they press
the HAIL Key at their seat in the cabin. The CABIN annunciator flashes on
both Audio Panels to signal the pilot and copilot that cabin communication is
desired. The hail signal must be acknowledged by pressing the CABIN Key to
begin intercom conversation.
MAN SQ Key
The MAN SQ Key allows either automatic or manual control of the intercom
squelch setting. Pressing the MAN SQ Key enables manual squelch control,
indicated by the MAN SQ annunciator.
During manual squelch operation, pressing the ICS Knob toggles between
volume and squelch adjustment, lighting the associated annunciator beneath
the knob. When the MAN SQ annunciator is lit, the ICS Knob controls either
volume and squelch, selected by pressing the ICS knob and indicated by the
VOL or SQ annunciation. When the MAN SQ annunciator is extinguished, the
ICS Knob controls only volume.
Pilot/Copilot
ICS
Manual Squelch
Annunciator; Of
for Automatic
Squelch, On for
Manual Squelch
Press to switch
. Q S d n a L O V n e e w t e b
Turn to adjust Squelch
when SQ Annunciation
is lit, Volume when
VOL Annunciation is lit.
n o i t a i c n u n n A h c l e u q S n o i t a i c n u n n A e m u l o V
Master Volume
Control for Pilot
Side or Copilot
Side
Selects and Deselects
Cabin Intercom
Cabin Annunciator; On for
Cabin Intercom, Flashes for
Cabin to Flight Deck Hail
Phenom 100 14-17
Communications
CABIN Key
The CABIN Key initiates two way communication between the pilot or copilot
and the passengers in the cabin. The annunciator is lit when the cabin inter-
com is active on either Audio Panel.
When the flight crew wants to communicate with the passengers, the pilot or
copilot presses the CABIN Key to signal that communication is desired. The
cabin signal must be acknowledged to begin intercom conversation.
When the passengers want to communicate with the pilot/copilot, they press
the HAIL Key at their seat in the cabin. The CABIN annunciator flashes on
both Audio Panels to signal the pilot and copilot that cabin communication is
desired. The hail signal must be acknowledged by pressing the CABIN Key to
begin intercom conversation.
MAN SQ Key
The MAN SQ Key allows either automatic or manual control of the intercom
squelch setting. Pressing the MAN SQ Key enables manual squelch control,
indicated by the MAN SQ annunciator.
During manual squelch operation, pressing the ICS Knob toggles between
volume and squelch adjustment, lighting the associated annunciator beneath
the knob. When the MAN SQ annunciator is lit, the ICS Knob controls either
volume and squelch, selected by pressing the ICS knob and indicated by the
VOL or SQ annunciation. When the MAN SQ annunciator is extinguished, the
ICS Knob controls only volume.
Pilot/Copilot
ICS
Manual Squelch
Annunciator; Of
for Automatic
Squelch, On for
Manual Squelch
Press to switch
. Q S d n a L O V n e e w t e b
Turn to adjust Squelch
when SQ Annunciation
is lit, Volume when
VOL Annunciation is lit.
n o i t a i c n u n n A h c l e u q S n o i t a i c n u n n A e m u l o V
Master Volume
Control for Pilot
Side or Copilot
Side
Selects and Deselects
Cabin Intercom
Cabin Annunciator; On for
Cabin Intercom, Flashes for
Cabin to Flight Deck Hail
14-18 Phenom 100
Passenger Address (PA) System
A passenger address system is provided by pressing the PA Key to deliver
messages to the passengers. The message is heard by the other pilot on the
headset only if the INTR COM Key is enabled. PA messages are one way
from the flight deck to the passengers.
A Push-to-talk (PTT) must be pressed to deliver PA announcements to the
passengers over their headphones.
When PA is selected on the Audio Panel, the annunciator flashes about once
per second while pressing the PTT, the COM MIC annunciator is no longer lit,
and the active COM frequency for that Audio Panel changes to white, indicat-
ing that there is no COM selected.
Clearance Recorder and Player
The Audio Panel contains a digital clearance recorder that continually records
up to 2.5 minutes of the selected COM radio signal. Recorded COM audio is
stored in separate memory blocks. Once 2.5 minutes of recording time have
been reached, the recorder begins recording over the stored memory blocks,
starting from the oldest block.
The PLAY Key controls the play function. The PLAY annunciator flashes to
indicate when play is in progress.
The PLAY annunciator turns off after playback is finished.
Pressing the PLAY Key once plays the latest recorded memory block and
then returns to normal operation.
Pressing the PLAY Key again during play of a memory block stops play. If a
COM input signal is detected during play of a recorded memory block, play is
halted.
Pressing the PLAY Key twice within one-half second while audio is playing
plays the previous block of recorded audio. Each subsequent two presses of
the PLAY Key within one-half second backtracks through the recorded mem-
ory blocks to reach and play any recorded block.
PA Key is Selected on
the Audio Panel
14-18 Phenom 100
Passenger Address (PA) System
A passenger address system is provided by pressing the PA Key to deliver
messages to the passengers. The message is heard by the other pilot on the
headset only if the INTR COM Key is enabled. PA messages are one way
from the flight deck to the passengers.
A Push-to-talk (PTT) must be pressed to deliver PA announcements to the
passengers over their headphones.
When PA is selected on the Audio Panel, the annunciator flashes about once
per second while pressing the PTT, the COM MIC annunciator is no longer lit,
and the active COM frequency for that Audio Panel changes to white, indicat-
ing that there is no COM selected.
Clearance Recorder and Player
The Audio Panel contains a digital clearance recorder that continually records
up to 2.5 minutes of the selected COM radio signal. Recorded COM audio is
stored in separate memory blocks. Once 2.5 minutes of recording time have
been reached, the recorder begins recording over the stored memory blocks,
starting from the oldest block.
The PLAY Key controls the play function. The PLAY annunciator flashes to
indicate when play is in progress.
The PLAY annunciator turns off after playback is finished.
Pressing the PLAY Key once plays the latest recorded memory block and
then returns to normal operation.
Pressing the PLAY Key again during play of a memory block stops play. If a
COM input signal is detected during play of a recorded memory block, play is
halted.
Pressing the PLAY Key twice within one-half second while audio is playing
plays the previous block of recorded audio. Each subsequent two presses of
the PLAY Key within one-half second backtracks through the recorded mem-
ory blocks to reach and play any recorded block.
PA Key is Selected on
the Audio Panel
Phenom 100 14-19
Communications
Powering off the unit automatically clears all recorded blocks.
In-flight Entertainment (IFE)
The IFE system is composed of a Satellite Digital Radio. It is necessary to
have an XM Radio subscription to have access to the Satellite Radio fea-
tures.
The satellite radio information is available on the Auxiliary Group Page on
MFD. To select Satellite Radio Page, it is necessary to use FMS outer knob
until reach Auxiliary Group. By using FMS inner knob it is possible to display
the page.
In the Satellite Radio Page it is necessary to press the RADIO softkey to
access the XM Satellite Radio audio functions.
After selecting a channel, setting the volume, in order to enable the music, it
is necessary to press MUSIC button on audio panel. The channel selected is
heard both in the cockpit and in the cabin. Muting of MUSIC occurs automati-
cally upon airplane VHF radio activity, marker beacon activity or intercom
activity.
See Entertainment Inputs below for further instructions.
In-Flight Entertainment (IFE) Panel
Note: Pressing the play key on the pilots Audio Panel plays recorded audio to
the Pilot. Pressing the play key on the Copilots Audio Panel plays
recorded audio to the Copilot.
PLAY Key
Controls the
Play Function
Phenom 100 14-19
Communications
Powering off the unit automatically clears all recorded blocks.
In-flight Entertainment (IFE)
The IFE system is composed of a Satellite Digital Radio. It is necessary to
have an XM Radio subscription to have access to the Satellite Radio fea-
tures.
The satellite radio information is available on the Auxiliary Group Page on
MFD. To select Satellite Radio Page, it is necessary to use FMS outer knob
until reach Auxiliary Group. By using FMS inner knob it is possible to display
the page.
In the Satellite Radio Page it is necessary to press the RADIO softkey to
access the XM Satellite Radio audio functions.
After selecting a channel, setting the volume, in order to enable the music, it
is necessary to press MUSIC button on audio panel. The channel selected is
heard both in the cockpit and in the cabin. Muting of MUSIC occurs automati-
cally upon airplane VHF radio activity, marker beacon activity or intercom
activity.
See Entertainment Inputs below for further instructions.
In-Flight Entertainment (IFE) Panel
Note: Pressing the play key on the pilots Audio Panel plays recorded audio to
the Pilot. Pressing the play key on the Copilots Audio Panel plays
recorded audio to the Copilot.
PLAY Key
Controls the
Play Function
14-20 Phenom 100
Satellite Radio Page
Entertainment Inputs (Music)
The Audio Panel provides two stereo auxiliary entertainment inputs (MUSIC
IN) on the pilots audio jack panels. These inputs are compatible with popular
portable entertainment devices such as MP3 and CD players. Two 3.5-mm
stereo phone jacks are installed in convenient locations for audio connection.
The headphone outputs of the entertainment devices are plugged into the
MUSIC IN jacks. The availability of the Entertainment Inputs is as shown in
the following table.
* OFF means no audio source is plugged into the respective Audio Jack Panel.
**ON means an audio source (e.g MP3 player) is plugged into the respective Audio Jack Panel.
MUSIC Muting
MUSIC muting occurs when aircraft radio or marker beacon activity is heard.
MUSIC is always soft muted when an interruption occurs from an aircraft
radio. Soft muting is the gradual return of MUSIC to its original volume level.
Pilot Music In Copilot Music In Crew Passengers
OFF* OFF XM Radio XM Radio
OFF ON** Copilot Music In Copilot Music In
ON OFF Pilot Music In XM Radio
ON ON Pilot Music In Copilot Music In
14-20 Phenom 100
Satellite Radio Page
Entertainment Inputs (Music)
The Audio Panel provides two stereo auxiliary entertainment inputs (MUSIC
IN) on the pilots audio jack panels. These inputs are compatible with popular
portable entertainment devices such as MP3 and CD players. Two 3.5-mm
stereo phone jacks are installed in convenient locations for audio connection.
The headphone outputs of the entertainment devices are plugged into the
MUSIC IN jacks. The availability of the Entertainment Inputs is as shown in
the following table.
* OFF means no audio source is plugged into the respective Audio Jack Panel.
**ON means an audio source (e.g MP3 player) is plugged into the respective Audio Jack Panel.
MUSIC Muting
MUSIC muting occurs when aircraft radio or marker beacon activity is heard.
MUSIC is always soft muted when an interruption occurs from an aircraft
radio. Soft muting is the gradual return of MUSIC to its original volume level.
Pilot Music In Copilot Music In Crew Passengers
OFF* OFF XM Radio XM Radio
OFF ON** Copilot Music In Copilot Music In
ON OFF Pilot Music In XM Radio
ON ON Pilot Music In Copilot Music In
Phenom 100 14-21
Communications
The time required for MUSIC volume to return to normal is between one-half
and four seconds.
XM Radio Entertainment
XM Radio audio from the Data Link Receiver may be heard by the pilot and
passengers simultaneously (optional: requires subscription to XM Radio Ser-
vice).
Jack Panel
Cockpit Voice and Data Recorder (CVDR) System
The CVDR (Cockpit Voice and Data Recorder) system is a combination of a
FDR (Flight Data Recorder) and a CVR (Cockpit Voice Recorder). The CVDR
system keeps a record of the critical flight data and voice communications in
the cockpit area.
The CVDR unit keeps the most recent data from the input sources as follows:
A minimum of 2 hours of audio data from four input sources (two primary
crew microphones, an area microphone in the cockpit and a spare audio
input).
A minimum of 25 hours of flight data unit.

After the flight, the records of cabin voice data contained in the CVDR mem-
ory can be erased if the aircraft is on the ground, the parking brake is applied,
and the control panel toggle switch is set at the CVR ERASE position.
The CVDR system continuously records cockpit voice and flight data as long
as aircraft power is on.
The CVDR system does not let the audio data be erased when the aircraft is
in flight. In order to manually erase the audio data, there must be a WOW
Phenom 100 14-21
Communications
The time required for MUSIC volume to return to normal is between one-half
and four seconds.
XM Radio Entertainment
XM Radio audio from the Data Link Receiver may be heard by the pilot and
passengers simultaneously (optional: requires subscription to XM Radio Ser-
vice).
Jack Panel
Cockpit Voice and Data Recorder (CVDR) System
The CVDR (Cockpit Voice and Data Recorder) system is a combination of a
FDR (Flight Data Recorder) and a CVR (Cockpit Voice Recorder). The CVDR
system keeps a record of the critical flight data and voice communications in
the cockpit area.
The CVDR unit keeps the most recent data from the input sources as follows:
A minimum of 2 hours of audio data from four input sources (two primary
crew microphones, an area microphone in the cockpit and a spare audio
input).
A minimum of 25 hours of flight data unit.

After the flight, the records of cabin voice data contained in the CVDR mem-
ory can be erased if the aircraft is on the ground, the parking brake is applied,
and the control panel toggle switch is set at the CVR ERASE position.
The CVDR system continuously records cockpit voice and flight data as long
as aircraft power is on.
The CVDR system does not let the audio data be erased when the aircraft is
in flight. In order to manually erase the audio data, there must be a WOW
14-22 Phenom 100
(Weight-on-Wheels) indication and the parking brake must be set. The pilot
can then use the CVR ERASE button on the CVDR control panel to erase the
audio data.
The CVDR unit receives the audio on four band voice channels:
Channel 1: Cockpit Spare Audio Input (3rd Crew Member, Public Address
System) (PA is an optional function for the PHENOM 100).
Channel 2: Co-Pilots Audio, Boom, Mask, and Hand-Held Microphone

Input
Channel 3: Pilots Audio, Boom, Mask and Hand-Held Microphone Input
Channel 4: Cockpit Area Microphone (CAM) Input

The controls for the CVDR system are on the left lateral console in the cock-
pit. The CVDR control panel contains test switches, a CVR ERASE pushbut-
ton, and a headphone jack that can be used to monitor the audio signals
being recorded.
Cockpit Area Microphone
The cockpit area microphone is located on a vertical plane oriented orthogo-
nally to the pilots and copilots normal line of sight. The cockpit area micro-
phone faces the crew members and is mounted in such a way that the
exposed portion of the microphone element is unobstructed. The cockpit area
microphone records the audio from inside the cockpit and receives power
from the CVDR unit.
A
A
COCKPIT AREA MICROPHONE
14-22 Phenom 100
(Weight-on-Wheels) indication and the parking brake must be set. The pilot
can then use the CVR ERASE button on the CVDR control panel to erase the
audio data.
The CVDR unit receives the audio on four band voice channels:
Channel 1: Cockpit Spare Audio Input (3rd Crew Member, Public Address
System) (PA is an optional function for the PHENOM 100).
Channel 2: Co-Pilots Audio, Boom, Mask, and Hand-Held Microphone

Input
Channel 3: Pilots Audio, Boom, Mask and Hand-Held Microphone Input
Channel 4: Cockpit Area Microphone (CAM) Input

The controls for the CVDR system are on the left lateral console in the cock-
pit. The CVDR control panel contains test switches, a CVR ERASE pushbut-
ton, and a headphone jack that can be used to monitor the audio signals
being recorded.
Cockpit Area Microphone
The cockpit area microphone is located on a vertical plane oriented orthogo-
nally to the pilots and copilots normal line of sight. The cockpit area micro-
phone faces the crew members and is mounted in such a way that the
exposed portion of the microphone element is unobstructed. The cockpit area
microphone records the audio from inside the cockpit and receives power
from the CVDR unit.
A
A
COCKPIT AREA MICROPHONE
Phenom 100 14-23
Communications
CVDR Control Panel
The CVDR control panel has the following components:
One LED (Light-Emitting Diode)-lighted annunciator (pushbutton stile) with

separate indications for when the CVR preflight test indicates CVR PASS
(green indication) and for the CVR FAIL with white indication. This annun-
ciator is permanently dark if the above conditions are not satisfied.
One LED-lighted annunciator (pushbutton stile) with the FDR1 FAIL indica-
tion. This annunciator is permanently dark when the CVDR is not installed
or the above conditions are not satisfied.
Audio jack.
A lever momentary switch for the CVR ERASE control for the CVR pre-
flight test control.
CVDR Control Panel Location
B
CVDR CONTROL PANEL
B
LH LATERAL
CONSOLE
A
A
C VR PAS S
FDR 1 FAI L
C VR PAS S
FDR 1 FAI L
C VR PAS S
FDR 1 FAI L
C VR PAS S
FDR 1 FAI L
Phenom 100 14-23
Communications
CVDR Control Panel
The CVDR control panel has the following components:
One LED (Light-Emitting Diode)-lighted annunciator (pushbutton stile) with

separate indications for when the CVR preflight test indicates CVR PASS
(green indication) and for the CVR FAIL with white indication. This annun-
ciator is permanently dark if the above conditions are not satisfied.
One LED-lighted annunciator (pushbutton stile) with the FDR1 FAIL indica-
tion. This annunciator is permanently dark when the CVDR is not installed
or the above conditions are not satisfied.
Audio jack.
A lever momentary switch for the CVR ERASE control for the CVR pre-
flight test control.
CVDR Control Panel Location
B
CVDR CONTROL PANEL
B
LH LATERAL
CONSOLE
A
A
C VR PAS S
FDR 1 FAI L
C VR PAS S
FDR 1 FAI L
C VR PAS S
FDR 1 FAI L
C VR PAS S
FDR 1 FAI L
14-24 Phenom 100
AFD Messages
AFD Example
Limitations
None
CAS Messages
AFD MSG
BRIEF TEXT
AFD MSG
DESCRIPTIVE
TEXT
MEANING
COM 1/2
RMT XFR
COM 1/2 remote
transfer key is
stuck.
The COM channel 1/2 frequency
transfer button is stuck in the
enabled (or pressed) state.
COM 1/2 SERVICE COM 1/2 needs
service. Return
unit for repair.
A failure has been detected in the
COM 1/2 transceiver. The COM
transceiver may still be usable.
COM 1/2 TEMP COM 1/2 over
temp. Reducing
power.
COM 1/2 is reporting high temper-
ature. Power is reduced.
COM 1/2 PTT COM 1/2
push-to-talk key is
stuck.
The COM channel 1/2 push-to-talk
switch is stuck in the enabled (or
pressed) state.
Caution
AUDIO PNL1/2
FAIL
Audio panel self-test has detected a failure.
The audio panel is unavailable.
Advisory
AUDIO PNL1/2
FAULT
Audio panel self-test has detected a
problem in the unit. Certain audio functions
may still be available and the audio panel
may still be usable.

14-24 Phenom 100
AFD Messages
AFD Example
Limitations
None
CAS Messages
AFD MSG
BRIEF TEXT
AFD MSG
DESCRIPTIVE
TEXT
MEANING
COM 1/2
RMT XFR
COM 1/2 remote
transfer key is
stuck.
The COM channel 1/2 frequency
transfer button is stuck in the
enabled (or pressed) state.
COM 1/2 SERVICE COM 1/2 needs
service. Return
unit for repair.
A failure has been detected in the
COM 1/2 transceiver. The COM
transceiver may still be usable.
COM 1/2 TEMP COM 1/2 over
temp. Reducing
power.
COM 1/2 is reporting high temper-
ature. Power is reduced.
COM 1/2 PTT COM 1/2
push-to-talk key is
stuck.
The COM channel 1/2 push-to-talk
switch is stuck in the enabled (or
pressed) state.
Caution
AUDIO PNL1/2
FAIL
Audio panel self-test has detected a failure.
The audio panel is unavailable.
Advisory
AUDIO PNL1/2
FAULT
Audio panel self-test has detected a
problem in the unit. Certain audio functions
may still be available and the audio panel
may still be usable.

Phenom 100 15-1
Developed for Training Purposes Rev.2 January 2011
Electrical
Electrical
General
Electrical power is supplied to the Phenom 100 aircraft through the Electrical
Power Generation and Distribution system (EPGDS). This electrical system is
primarily a 28 volt Direct Current (VDC) System. It is also supplemented by
Alternating Current (AC) electrical power provided through an inverter. The
inverter only provides power to the electrical outlets that are located through-
out the aircraft. Electrical Power is provided using two 24 VDC, 27
ampere hour lead-acid batteries and generated by two engine driven
starter-generators (SG) rated at 325 Amps each. A single ground power unit
(GPU) connection is provided to permit the use of a GPU, while on the
ground for all aircraft electrical power requirements.
Primary Control and Distribution
Electrical control of the system is through two Generator Control Units (GCU)
located in the center electronincs bay. The system is designed for automatic
operation however manual control can be accomplished through an electrical
control panel located in the left console on the flightdeck. Main Power distri-
bution is through two DC Main Busses, a Central Bus, an Emergency Bus,
Shed Bus, and two Hot battery Busses. The system is installed inside three
independent power distribution units: Left Power Distribution Unit (LPDU),
Right Power Distribution Unit (RPDU), and Emergency Power Distribution
Unit (EPDU). The system and individual electronic components are further
protected from overloads and short-circuit by circuit breakers.
System Monitoring and Alerting
The sytem can be monitored by viewing the Electrical System Synoptic page
on the MFD. Battery voltage is constantly displayed on the Engine Indication
Panel, which is also on the MFD. The Crew Alerting System (CAS) will notify
the pilot / crew of any electrical system malfunction.
Phenom 100 15-1
Electrical
Electrical
General
Electrical power is supplied to the Phenom 100 aircraft through the Electrical
Power Generation and Distribution system (EPGDS). This electrical system is
primarily a 28 volt Direct Current (VDC) System. It is also supplemented by
Alternating Current (AC) electrical power provided through an inverter. The
inverter only provides power to the electrical outlets that are located through-
out the aircraft. Electrical Power is provided using two 24 VDC, 27
ampere hour lead-acid batteries and generated by two engine driven
starter-generators (SG) rated at 325 Amps each. A single ground power unit
(GPU) connection is provided to permit the use of a GPU, while on the
ground for all aircraft electrical power requirements.
Primary Control and Distribution
Electrical control of the system is through two Generator Control Units (GCU)
located in the center electronincs bay. The system is designed for automatic
operation however manual control can be accomplished through an electrical
control panel located in the left console on the flightdeck. Main Power distri-
bution is through two DC Main Busses, a Central Bus, an Emergency Bus,
Shed Bus, and two Hot battery Busses. The system is installed inside three
independent power distribution units: Left Power Distribution Unit (LPDU),
Right Power Distribution Unit (RPDU), and Emergency Power Distribution
Unit (EPDU). The system and individual electronic components are further
protected from overloads and short-circuit by circuit breakers.
System Monitoring and Alerting
The sytem can be monitored by viewing the Electrical System Synoptic page
on the MFD. Battery voltage is constantly displayed on the Engine Indication
Panel, which is also on the MFD. The Crew Alerting System (CAS) will notify
the pilot / crew of any electrical system malfunction.
15-2 Phenom 100
Starter Generator
Starter Generator Cooling Fan
15-2 Phenom 100
Starter Generator
Starter Generator Cooling Fan
Phenom 100 15-3
Electrical
Electrical Power
DCU - Data Concentrator Unit
GCU - Generator Control Unit
GEA - Engine/Airframe Unit

Emergency
Power
Distribution
Unit
(HotBatBus-1)
(HotBatBus-2)
Emergency
Power
Distribution
Unit
(HotBatBus-1)
(HotBatBus-2)
Phenom 100 15-3
Electrical
Electrical Power
DCU - Data Concentrator Unit
GCU - Generator Control Unit
GEA - Engine/Airframe Unit

Emergency
Power
Distribution
Unit
(HotBatBus-1)
(HotBatBus-2)
Emergency
Power
Distribution
Unit
(HotBatBus-1)
(HotBatBus-2)
15-4 Phenom 100
Electrical System Components (All De-energized)
DC BUS 1 CENTRAL BUS CENTRAL BUS DC BUS 2
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
GLC GENERATOR LINE CONTACTOR
BTC BUS TIE CONTACTOR
BC BATTERY CONTACTOR
SBC SHED BUS CONTACTOR
EBC ESSENTIAL BUS CONTACTOR
GPC GROUND POWER CONTACTOR
QSC QUIET START CONTACTOR
15-4 Phenom 100
Electrical System Components (All De-energized)
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
Phenom 100 15-5
Electrical
Power Distribution Units
BATT 1
EPDU
GCU 1
GCU 2
RPDU
LPDU
SDS2432243000P009
Phenom 100 15-5
Electrical
Power Distribution Units
BATT 1
EPDU
GCU 1
GCU 2
RPDU
LPDU
SDS2432243000P009
15-6 Phenom 100
Circuit Breakers
CBs (Circuit Breakers) provide protection against overloads and short cir-
cuits.
LH CBP
RH CBP
LH LATERAL
CONSOLE
RH LATERAL
CONSOLE
H
O
T

B
A
T
T

B
U
S

2
S
H
E
D

B
U
S
D
C

B
U
S

2
H
O
T

B
A
T
T

B
U
S

1
E
M
E
R
G
E
N
C
Y

B
U
S
E
M
E
R
G
E
N
C
Y

B
U
S
D
C

B
U
S

1
LPDU
EPDU
RPDU
15-6 Phenom 100
Circuit Breakers
CBs (Circuit Breakers) provide protection against overloads and short cir-
cuits.
LH CBP
RH CBP
LH LATERAL
CONSOLE
RH LATERAL
CONSOLE
H
O
T

B
A
T
T

B
U
S

2
S
H
E
D

B
U
S
D
C

B
U
S

2
H
O
T

B
A
T
T

B
U
S

1
E
M
E
R
G
E
N
C
Y

B
U
S
E
M
E
R
G
E
N
C
Y

B
U
S
D
C

B
U
S

1
LPDU
EPDU
RPDU
Phenom 100 15-7
Electrical
Electrical Power Control Panel
The Electrical Control Panel is located on the Pilot's Left Console Panel:
1 Generator 1 Switch
AUTO: allows automatic operation of the EPGDS. This position closes the
GEN 1 contactor, connecting the generator 1 to the DC BUS 1.
OFF: opens the GEN 1 contactor isolating the generator 1 from the DC
BUS 1.
2 Ground Power Unit (GPU) Button
PUSH IN: connects the DC GPU to the CENTRAL BUS, according to the
source priority.
PUSH OUT: isolates the DC GPU from the CENTRAL BUS.

Note: A GPU AVAIL light illuminates on the button when the DC GPU is prop-
erly connected to the airplane and DC power quality requirements are satisfied.
Note: When pushed in, an IN USE light illuminates on the button.
ELECTRICAL
GEN 1
AUTO
OFF
GEN 2
AUTO
OFF
GPU
BUS TIE
AUTO
1 OPEN 2 OPEN
ELEC EMERG
BATT 1
ON
OFF
BATT 2
ON
OFF
AVAIL
IN USE
1 2 3
4
7
5 6
Phenom 100 15-7
Electrical
Electrical Power Control Panel
The Electrical Control Panel is located on the Pilot's Left Console Panel:
BUS 1.
2 Ground Power Unit (GPU) Button
PUSH IN: connects the DC GPU to the CENTRAL BUS, according to the
source priority.
PUSH OUT: isolates the DC GPU from the CENTRAL BUS.

Note: A GPU AVAIL light illuminates on the button when the DC GPU is prop-
erly connected to the airplane and DC power quality requirements are satisfied.
Note: When pushed in, an IN USE light illuminates on the button.
ELECTRICAL
GEN 1
AUTO
OFF
GEN 2
AUTO
OFF
GPU
BUS TIE
AUTO
1 OPEN 2 OPEN
ELEC EMERG
BATT 1
ON
OFF
BATT 2
ON
OFF
AVAIL
IN USE
1 2 3
4
7
5 6
15-8 Phenom 100
BUS 2.
4 Battery 2 Switch
ON: closes BC 2, connecting the HOT BATT BUS 2 to the CENTRAL BUS.
OFF: opens the BC 2.

5 Electrical Emergency Button
PUSH IN: overrides the EPGDS automatic transfer to the electrical emer-
gency circuitry, connecting the batteries directly to the EMERGENCY
BUS, regardless of any other command from the Electrical Distribution
Logic.
PUSH OUT: the power contactors operate automatically according to the

Electrical Distribution Logic.
6 Battery 1 Switch
ON: closes BC 1, connecting the HOT BATT BUS 1 to the EMERGENCY

BUS.

7 Bus Tie Knob
OPEN 1: opens the BTC1 isolating the DC BUS 1 and allows the BTC2
automatic operation.
AUTO: allows the EPGDS to automatically operate the BTC1 and BTC2.
Note: The Electrical Emergency switch is illuminated when the switch is in the
latched position.
15-8 Phenom 100
BUS 2.
4 Battery 2 Switch
ON: closes BC 2, connecting the HOT BATT BUS 2 to the CENTRAL BUS.

5 Electrical Emergency Button
PUSH IN: overrides the EPGDS automatic transfer to the electrical emer-
gency circuitry, connecting the batteries directly to the EMERGENCY
BUS, regardless of any other command from the Electrical Distribution
Logic.
PUSH OUT: the power contactors operate automatically according to the

Electrical Distribution Logic.
6 Battery 1 Switch
ON: closes BC 1, connecting the HOT BATT BUS 1 to the EMERGENCY

BUS.

7 Bus Tie Knob
AUTO: allows the EPGDS to automatically operate the BTC1 and BTC2.
Note: The Electrical Emergency switch is illuminated when the switch is in the
latched position.
Phenom 100 15-9
Electrical
Electrical System Synoptic View
The aircraft electrical status can be viewed by selecting the Systems Page
on the MFD and then selecting the ELEC Softkey
Bus
Battery
Generator
Ground Power Unit
Unit Icons and Descriptions
Generator
On Bus off Off
Bus
Normal Abnormal
Battery
Normal Abnormal
Electrical System Unit Status Indications
Phenom 100 15-9
Electrical
Electrical System Synoptic View
The aircraft electrical status can be viewed by selecting the Systems Page
on the MFD and then selecting the ELEC Softkey
Bus
Battery
Generator
Ground Power Unit
Generator
On Bus off Off
Bus
Normal Abnormal
Battery
Normal Abnormal
Electrical System Unit Status Indications
15-10 Phenom 100
MFD EIS
Battery 1 and Battery 2
Battery 1 is located in the forward compartment, which is a noncontrolled
environment, and can be accessed by removing the access panel in the for-
ward baggage compartment. Its vent valve require the installation of a ventila-
tion tube to avoid unsafe hydrogen accumulation inside the aircraft fuselage.
Battery 2 is located in the aft compartment and can be accessed by opening
battery compartment access door. Its vent valves do not require the installa-
tion of ventilation tubes, but its compartment requires ventilation overboard to
avoid unsafe hydrogen accumulation inside the aircraft fuselage.
The two batteries also serve as an emergency source of electrical power in
the event of a total loss of SG power. The emergency battery power system
will provide 45 minutes of uninterrupted power for those aircraft systems that
receive their power through the emergency bus.
BATT 1 & 2
VOLTAGE
15-10 Phenom 100
MFD EIS
Battery 1 and Battery 2
Battery 1 is located in the forward compartment, which is a noncontrolled
environment, and can be accessed by removing the access panel in the for-
ward baggage compartment. Its vent valve require the installation of a ventila-
tion tube to avoid unsafe hydrogen accumulation inside the aircraft fuselage.
Battery 2 is located in the aft compartment and can be accessed by opening
battery compartment access door. Its vent valves do not require the installa-
tion of ventilation tubes, but its compartment requires ventilation overboard to
avoid unsafe hydrogen accumulation inside the aircraft fuselage.
The two batteries also serve as an emergency source of electrical power in
the event of a total loss of SG power. The emergency battery power system
will provide 45 minutes of uninterrupted power for those aircraft systems that
receive their power through the emergency bus.
BATT 1 & 2
VOLTAGE
Phenom 100 15-11
Electrical
Valve-Regulated Lead Acid (VLRA) batteries do not require cooling for nor-
mal operation and are able to operate throughout the entire aircraft flight
envelope, at maximum regulated voltage, with adequate ambient ventilation.
Battery One
Phenom 100 15-11
Electrical
Valve-Regulated Lead Acid (VLRA) batteries do not require cooling for nor-
mal operation and are able to operate throughout the entire aircraft flight
envelope, at maximum regulated voltage, with adequate ambient ventilation.
Battery One
15-12 Phenom 100
Battery Two
Note: Batteries are interchangeable.
SDS2432243600P023-R(b)
15-12 Phenom 100
Battery Two
Note: Batteries are interchangeable.
SDS2432243600P023-R(b)
Phenom 100 15-13
Electrical
Battery Power Only
Battery Operation
When the BATT 1 switch is set to ON , the aircraft wiring connects BC 1 con-
trol coil to and GCU 2 to battery 1 power. BC 1 closes, connecting battery 1 to
the EMERGENCY BUS. GCU 2 commands BTC 1 and BTC 2 to close. The
aircraft wiring connects the EBC 1 control coil to the EMERGENCY BUS,
which is energized and closed. This allows the battery 1 to supply to the
EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads.
When BATT 2 switch set to ON, the aircraft wiring connects the BC 2 control
coil to HOT BATT BUS 2, and GCU 1 to the battery 2 power. BC 2 is ener-
gized and closed, connecting battery 2 to the CENTRAL BUS. GCU 1 com-
mands BTC 1 and BTC 2 to close, in parallel with GCU 2 commands. This
allows battery 1 and battery 2, in parallel, to supply electrical power to the
EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads. Automatic load shed-
ding is provided for power savings
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
Phenom 100 15-13
Electrical
Battery Power Only
Battery Operation
When the BATT 1 switch is set to ON , the aircraft wiring connects BC 1 con-
trol coil to and GCU 2 to battery 1 power. BC 1 closes, connecting battery 1 to
the EMERGENCY BUS. GCU 2 commands BTC 1 and BTC 2 to close. The
aircraft wiring connects the EBC 1 control coil to the EMERGENCY BUS,
which is energized and closed. This allows the battery 1 to supply to the
EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads.
When BATT 2 switch set to ON, the aircraft wiring connects the BC 2 control
coil to HOT BATT BUS 2, and GCU 1 to the battery 2 power. BC 2 is ener-
gized and closed, connecting battery 2 to the CENTRAL BUS. GCU 1 com-
mands BTC 1 and BTC 2 to close, in parallel with GCU 2 commands. This
allows battery 1 and battery 2, in parallel, to supply electrical power to the
EMERGENCY BUS, DC BUS 1, and DC BUS 2 loads. Automatic load shed-
ding is provided for power savings
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
15-14 Phenom 100
With both BATT 1 and BATT 2 switches set at ON, the batteries are in parallel
and:
BC 1 is closed, providing electrical power to the EMERGENCY BUS
BC 2 is closed, providing electrical power to the CENTRAL BUS
EBC 1 is closed
EBC 2 is open.
External Power
The external power supply provides electrical power for operations on the
ground. The external power receptacle is installed on the aft LH (Left-Hand)
rear fuselage to allow the supply of external DC (Direct Current) power to the
aircraft. Under normal operation, GCU (Generator Control Unit) 1 and the
GPU switch provide protection and control for the external power source.
GCU 1 has overvoltage and undervoltage protections which isolate the exter-
nal power source from the aircraft electrical buses if the GPU (Ground Power
Unit) voltage is below 26 V DC (Volt Direct Current) or above 29 V DC. The
GPU switch allows the flight crew to directly disconnect the external power
source.
In-flight operation of the GPU switch does not cause any contactors or circuit
breakers to change status, nor does it inhibit in-flight operation of any system.
External Power Component Location
DC EXTERNAL
RECEPTACLE
SDS2432244000P039-R
15-14 Phenom 100
With both BATT 1 and BATT 2 switches set at ON, the batteries are in parallel
and:
BC 1 is closed, providing electrical power to the EMERGENCY BUS
BC 2 is closed, providing electrical power to the CENTRAL BUS
EBC 1 is closed
EBC 2 is open.
External Power
The external power supply provides electrical power for operations on the
ground. The external power receptacle is installed on the aft LH (Left-Hand)
rear fuselage to allow the supply of external DC (Direct Current) power to the
aircraft. Under normal operation, GCU (Generator Control Unit) 1 and the
GPU switch provide protection and control for the external power source.
GCU 1 has overvoltage and undervoltage protections which isolate the exter-
nal power source from the aircraft electrical buses if the GPU (Ground Power
Unit) voltage is below 26 V DC (Volt Direct Current) or above 29 V DC. The
GPU switch allows the flight crew to directly disconnect the external power
source.
In-flight operation of the GPU switch does not cause any contactors or circuit
breakers to change status, nor does it inhibit in-flight operation of any system.
External Power Component Location
DC EXTERNAL
RECEPTACLE
SDS2432244000P039-R
Phenom 100 15-15
Electrical
Ground Power Connected
Operation
If the DC power is in the acceptable limits and the GPU switch is in the
unlatched position, then the GPU AVAIL lamp is ON. If the power quality is
not in the acceptable limits of power aircraft loads, the GPU is not allowed to
supply electrical power to the aircraft. In this case, there is no indication avail-
able to the flight crew.
Setting the GPU switch to the latched position enables the automatic EPGDS
operation through the GCU for powering with external power. Setting the
GPU switch to the latched position allows automatic EPGDS operation. GCU
1 commands the Ground Power Contactor (GPC) to close, connecting the
external power source to the CENTRAL BUS. The GPU AVAIL lamp extin-
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
FUSE
OVERCURRENT SENSOR
Phenom 100 15-15
Electrical
Ground Power Connected
Operation
If the DC power is in the acceptable limits and the GPU switch is in the
unlatched position, then the GPU AVAIL lamp is ON. If the power quality is
not in the acceptable limits of power aircraft loads, the GPU is not allowed to
supply electrical power to the aircraft. In this case, there is no indication avail-
able to the flight crew.
Setting the GPU switch to the latched position enables the automatic EPGDS
operation through the GCU for powering with external power. Setting the
GPU switch to the latched position allows automatic EPGDS operation. GCU
1 commands the Ground Power Contactor (GPC) to close, connecting the
external power source to the CENTRAL BUS. The GPU AVAIL lamp extin-
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
FUSE
OVERCURRENT SENSOR
15-16 Phenom 100
guishes and the GPU IN USE lamp illuminates.The GCUs command BTC
(Bus Tie Contactor) 1 and BTC 2 to close, provided the BUS TIE switch is set
at AUTO. This allows the external DC power to energize the EMERGENCY
BUS, DC BUS 1, and DC BUS 2 loads. GCU 2 commands the SBC (Shed
Bus Contactor) to close, connecting the SHED BUS loads to the GPU. Also, if
the BATT 1 and BATT 2 switches are set at ON, battery 1 and battery 2 are
recharged through the respective BC (Battery Contactor). To feed external
GPU power to the aircraft for electrical power, battery 2 must be operational.

Normal Operations
The EPGDS (Electrical Power Generation and Distribution System) is config-
ured for segregated, dual channel operation. under normal conditions, the
EPGDS switches are positioned as follows:
GEN 1 switch - AUTO
GEN 2 switch - AUTO
BUS TIE switch - AUTO
BATT 1 switch - ON
BATT 2 switch - ON
ELEC EMER - unlatched
GPU - unlatched
The starter generators are the primary electrical power sources of the aircraft
systems. Each starter generator powers the respective DC BUS. SHED BUS
is powered by starter generator 2, through DC BUS 2 and SBC (Shed Bus
Contactor). CENTRAL BUS is also powered by starter generator 2, through
DC BUS 2 and BTC (Bus Tie Contactor) 2; BTC 1 remains open to keep the
DC BUS 1 and CENTRAL BUS isolated. EBC (Emergency Bus Contactor) 1
is energized through hardwire logic, which allows battery 1 to be charged
through BC (Battery Contactor) 1. EBC 2 remains open to keep the EMER-
GENCY BUS and HOT BATT BUS 2 isolated, while battery 2 is charged
through BC 2. The SC (Start Contactor)s and QSC (Quiet Start Contactor) are
only energized in case of an engine starting attempt.
The GCUs are primarily powered through the respective starter generator,
but backup cross battery power is also available in case of channel malfunc-
tion and/or short circuit.
Normal operation of the EPGDS is in the automatic mode. In this condition,
the EPGDS manages a latched conditional bus power source priority
between the aircraft starter generators and the external power source. The
EPGDS latches the system configuration and avoids power switching
between starter generators and GPU following the first power source connec-
tion. If the GPU is connected to the aircraft before one of the starter genera-
tors is available, the aircraft remains powered by the GPU, until it is
15-16 Phenom 100
guishes and the GPU IN USE lamp illuminates.The GCUs command BTC
(Bus Tie Contactor) 1 and BTC 2 to close, provided the BUS TIE switch is set
at AUTO. This allows the external DC power to energize the EMERGENCY
BUS, DC BUS 1, and DC BUS 2 loads. GCU 2 commands the SBC (Shed
Bus Contactor) to close, connecting the SHED BUS loads to the GPU. Also, if
the BATT 1 and BATT 2 switches are set at ON, battery 1 and battery 2 are
recharged through the respective BC (Battery Contactor). To feed external
GPU power to the aircraft for electrical power, battery 2 must be operational.

Normal Operations
The EPGDS (Electrical Power Generation and Distribution System) is config-
ured for segregated, dual channel operation. under normal conditions, the
EPGDS switches are positioned as follows:
GEN 1 switch - AUTO
GEN 2 switch - AUTO
BUS TIE switch - AUTO
BATT 1 switch - ON
BATT 2 switch - ON
ELEC EMER - unlatched
GPU - unlatched
The starter generators are the primary electrical power sources of the aircraft
systems. Each starter generator powers the respective DC BUS. SHED BUS
is powered by starter generator 2, through DC BUS 2 and SBC (Shed Bus
Contactor). CENTRAL BUS is also powered by starter generator 2, through
DC BUS 2 and BTC (Bus Tie Contactor) 2; BTC 1 remains open to keep the
DC BUS 1 and CENTRAL BUS isolated. EBC (Emergency Bus Contactor) 1
is energized through hardwire logic, which allows battery 1 to be charged
through BC (Battery Contactor) 1. EBC 2 remains open to keep the EMER-
GENCY BUS and HOT BATT BUS 2 isolated, while battery 2 is charged
through BC 2. The SC (Start Contactor)s and QSC (Quiet Start Contactor) are
only energized in case of an engine starting attempt.
The GCUs are primarily powered through the respective starter generator,
but backup cross battery power is also available in case of channel malfunc-
tion and/or short circuit.
Normal operation of the EPGDS is in the automatic mode. In this condition,
the EPGDS manages a latched conditional bus power source priority
between the aircraft starter generators and the external power source. The
EPGDS latches the system configuration and avoids power switching
between starter generators and GPU following the first power source connec-
tion. If the GPU is connected to the aircraft before one of the starter genera-
tors is available, the aircraft remains powered by the GPU, until it is
Phenom 100 15-17
Electrical
disconnected from the EPGDS. If one starter generator is connected to the
aircraft before the GPU is available, the aircraft remains powered by the
starter generator, until it is disconnected from the EPGDS. The latched condi-
tional bus power source priority does not affect the engine starting procedure,
nor causes power source interruption to the aircraft loads. Manual off selec-
tion of each power source (starter generators, GPU, batteries) can be accom-
plished by the flight crew through the control switches located on the
ELECTRICAL control panel.
Manual control of the EGPDS capability is provided to override some of the
automatic control features. Specifically, the flight crew has interrupt control of
GLC1 and 2 through the respective generator switch, BC1 and 2 through the
respective battery switch, BTC1 and 2 through the Bus Tie Switch, and GPC
through the Ground Power Switch.
Furthermore, for safety reasons, the flight crew has authority to override the
aircraft automatic features and force an electrical emergency configuration
through the Electrical Emergency Switch.
Phenom 100 15-17
Electrical
disconnected from the EPGDS. If one starter generator is connected to the
aircraft before the GPU is available, the aircraft remains powered by the
starter generator, until it is disconnected from the EPGDS. The latched condi-
tional bus power source priority does not affect the engine starting procedure,
nor causes power source interruption to the aircraft loads. Manual off selec-
tion of each power source (starter generators, GPU, batteries) can be accom-
plished by the flight crew through the control switches located on the
ELECTRICAL control panel.
Manual control of the EGPDS capability is provided to override some of the
automatic control features. Specifically, the flight crew has interrupt control of
GLC1 and 2 through the respective generator switch, BC1 and 2 through the
respective battery switch, BTC1 and 2 through the Bus Tie Switch, and GPC
through the Ground Power Switch.
Furthermore, for safety reasons, the flight crew has authority to override the
aircraft automatic features and force an electrical emergency configuration
through the Electrical Emergency Switch.
15-18 Phenom 100
Normal Generator Operation
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
S/GEN 1
SC START CONTACTOR
15-18 Phenom 100
Normal Generator Operation
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
S/GEN 1
SC START CONTACTOR
Phenom 100 15-19
Electrical
Engine 1 Start Assisted with Starter-Generator 2 and Battery 2
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
Phenom 100 15-19
Electrical
Engine 1 Start Assisted with Starter-Generator 2 and Battery 2
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
15-20 Phenom 100
Starter Generator 1 Failed (In-Flgiht)
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
15-20 Phenom 100
Starter Generator 1 Failed (In-Flgiht)
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
Phenom 100 15-21
Electrical
Starter-Generator 2 Failed (In-Flight)
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
Phenom 100 15-21
Electrical
Starter-Generator 2 Failed (In-Flight)
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
SC START CONTACTOR
15-22 Phenom 100
Electrical Emergency Switch - Generators Off
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
15-22 Phenom 100
Electrical Emergency Switch - Generators Off
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
Phenom 100 15-23
Electrical
Electrical Emergency Switch - Generators On
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
Phenom 100 15-23
Electrical
Electrical Emergency Switch - Generators On
EMERGENCY BUS
HOT BATT BUS 1
HOT BATT BUS 2
SHED BUS
LPDU
EPDU
RPDU
S/GEN 2
S/GEN 1
GPU
GPC
SC1
GLC1
DB1
BTC1
BT1
QSC
SC2
BTC2
BT2
GLC2
SBC
BC2
HB2
EB2
BATT2
BATT1
HB1
BC1
EB1
EBC2
DB2
EBC1
QSF
15-24 Phenom 100
AC Electrical Power
Static Inverter
The static inverter converts 28 V DC into 110 V AC /60 Hz single-phase wave
output. It has a thermostatically controlled fan for cooling. The inverter shuts
down when the input voltage is less than required. The inverter also shuts
down 2 to 15 seconds after a short circuit condition.
The static inverter provides passenger protection by interrupting the AC
power on the outlet where a fault current exceeds predetermined value by
monitoring the 110 V AC /60 Hz available to the outlets near the passenger
cabin and cockpit though the internal GFCI (GROUND FAULT CONTROL
ISOLATION). The GFCI permits power interruption and provides convenience
testing and re-testing
AC Outlet
The AC outlets are of universal standard, allowing any kind of electrical con-
nection. The AC outlets are installed in the cockpit and the passenger cabin.
Each AC outlet provides a maximum of 100 W (Watt) and has a sensor pin
that controls the AC power supply. The sensor pin is located on the outlet sur-
face, which is pressed only when some device is connected to it. Once the
sensor pin is pressed, a relay, located in the static inverter, is activated, pro-
viding power to the AC outlets.
AC Electrical Outlet
The static inverter is powered by the 28 V DC aircraft electrical system from
the SHED BUS and is protected by a 25 A (Ampere) circuit breaker.The static
inverter is a nonessential bus source available and controlled manually by a
15-24 Phenom 100
AC Electrical Power
Static Inverter
The static inverter converts 28 V DC into 110 V AC /60 Hz single-phase wave
output. It has a thermostatically controlled fan for cooling. The inverter shuts
down when the input voltage is less than required. The inverter also shuts
down 2 to 15 seconds after a short circuit condition.
The static inverter provides passenger protection by interrupting the AC
power on the outlet where a fault current exceeds predetermined value by
monitoring the 110 V AC /60 Hz available to the outlets near the passenger
cabin and cockpit though the internal GFCI (GROUND FAULT CONTROL
ISOLATION). The GFCI permits power interruption and provides convenience
testing and re-testing
AC Outlet
The AC outlets are of universal standard, allowing any kind of electrical con-
nection. The AC outlets are installed in the cockpit and the passenger cabin.
Each AC outlet provides a maximum of 100 W (Watt) and has a sensor pin
that controls the AC power supply. The sensor pin is located on the outlet sur-
face, which is pressed only when some device is connected to it. Once the
sensor pin is pressed, a relay, located in the static inverter, is activated, pro-
viding power to the AC outlets.
AC Electrical Outlet
The static inverter is powered by the 28 V DC aircraft electrical system from
the SHED BUS and is protected by a 25 A (Ampere) circuit breaker.The static
inverter is a nonessential bus source available and controlled manually by a
Phenom 100 15-25
Electrical
switch, installed on cockpit main panel to allow the flight crew to turn off the
static inverter, when the aircraft is below 10,000 ft (Foot).
Under normal operation, the AC outlet system provides AC power to the
cockpit and passenger cabin to connect laptops and portable equipment
devices. Below 10,000 ft the PAX SIGNS switch is set to the PEDBELTS/
OFF position in order to ask the passengers to fasten the seat belts and turn
off AC power supply to the PED (Portable Equipment Devices).
PAX Signs Toggle
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
Phenom 100 15-25
Electrical
switch, installed on cockpit main panel to allow the flight crew to turn off the
static inverter, when the aircraft is below 10,000 ft (Foot).
Under normal operation, the AC outlet system provides AC power to the
cockpit and passenger cabin to connect laptops and portable equipment
devices. Below 10,000 ft the PAX SIGNS switch is set to the PEDBELTS/
OFF position in order to ask the passengers to fasten the seat belts and turn
off AC power supply to the PED (Portable Equipment Devices).
PAX Signs Toggle
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
15-26 Phenom 100
Bus Component Listing
DC BUS 1
ADC 1
ADS 1 STATIC HEATER
ADS/AOA HEATER
AOA 1 HEATER
AVIONICS FAN 1
COCKPIT EVAPORATOR FAN
COCKPIT FLOW CONTROL SHUTOFF VALVE
COCKPIT TEMPERATURE CONTROLLER
DEICE TIMER (BOOT)
DME 1
ECS BATTERIES INHIBIT
ENGINE 1 ANTI-ICE VALVE
ENGINE 1 FLOWMETER
FADEC 1B
FLAP ACTUATORS
FLAP CONTROL UNIT
GCU 1 PWR
GCU 2 GPU PWR
GIA 1 (COMM-VHF 1) PWR
GROUND COOLING FAN
HF COUPLER
HF POWER AMPLIFIER
HF TRANSMITTER/RECEIVER UNIT
HF TUNING UNIT
IESI POWER 2
IGNITION EXCITER 1B
LANDING GEAR CONTROL LEVER SOLENOID
LH LANDING AND TAXI LIGHT
MFD POWER 1
PASSENGER SIGNALS
PITOT 1 HEATER
PRESSURIZATION STATIC PORT HEATER
PUSHER CONTROLLER CHANNEL 2
QUIET START CONTACTOR CONTROL
RAIN DISPERSAL
ROLL TRIM ACTUATOR
SATCOM
SELCAL
STAIR LIGHT
STATIC PORT 1A & 2B
STROBE LIGHT (RIGHT)
UPWASH LIGHTS
WINDSHIELD HEATING 1 CHANNEL 1
WING INSPECTION LIGHT (LEFT)
WX RADAR
YAW TRIM ACTUATOR
15-26 Phenom 100
Bus Component Listing
DC BUS 1
ADC 1
ADS 1 STATIC HEATER
ADS/AOA HEATER
AOA 1 HEATER
AVIONICS FAN 1
COCKPIT EVAPORATOR FAN
COCKPIT FLOW CONTROL SHUTOFF VALVE
COCKPIT TEMPERATURE CONTROLLER
DEICE TIMER (BOOT)
DME 1
ECS BATTERIES INHIBIT
ENGINE 1 FLOWMETER
FADEC 1B
FLAP ACTUATORS
FLAP CONTROL UNIT
GCU 1 PWR
GCU 2 GPU PWR
GROUND COOLING FAN
HF COUPLER
HF POWER AMPLIFIER
HF TRANSMITTER/RECEIVER UNIT
HF TUNING UNIT
IESI POWER 2
IGNITION EXCITER 1B
LANDING GEAR CONTROL LEVER SOLENOID
LH LANDING AND TAXI LIGHT
MFD POWER 1
PASSENGER SIGNALS
PITOT 1 HEATER
PRESSURIZATION STATIC PORT HEATER
PUSHER CONTROLLER CHANNEL 2
QUIET START CONTACTOR CONTROL
RAIN DISPERSAL
ROLL TRIM ACTUATOR
SATCOM
SELCAL
STAIR LIGHT
STATIC PORT 1A & 2B
STROBE LIGHT (RIGHT)
UPWASH LIGHTS
WING INSPECTION LIGHT (LEFT)
WX RADAR
YAW TRIM ACTUATOR
Phenom 100 15-27
Electrical
DC BUS 2
ADC 2
ADS 2 STATIC HEATER
AHRS 2
AOA 2 HEATER
AUDIO PANEL 2
AUTOPILOT SERVOS
AVIONICS FAN 2
BRAKE CONTROL UNIT
CABIN FLOW CONTROL VALVE
CABIN TEMPERATURE CONTROL POWER 2
COCKPIT LIGHTS
CPMS AUTO CHANNEL
DATA LINK/IRIDIUM
DIMMER MAIN CHANNEL
DME 2
ELECTRONIC FUEL CONDITIONING UNIT 2
ENGINE 2 FLOWMETER
FADEC 2B
FLOOD LIGHTS
FMS PANEL
GCU 2 PWR
GEA 3
GIA 2
HYDRAULIC PUMP FAN
HYDRAULIC PUMP SHUTOFF VALVE
IGNITION EXCITER 2B
MFD POWER 2
NAVIGATION LIGHTS
PASSENGER LIGHTS
PFD 2
PILOT AND PAX READING LIGHTS
PITCH TRIM (MAIN)
PITOT 2 STATIC HEATER
PUSHER ACTUATOR POWER
RED BEACON LIGHT
RH LANDING AND TAXI LIGHT
SATELLITE WEATHER AND RADIO
STORMSCOPE
TEMPERATURE CONTROL POWER 2
TRANSPONDER 2 (MODE S)
CENTRAL BUS
HYDRAULIC PUMP MOTOR
START CONTACTOR 1 & 2 AUXILIARY CONTROL
Phenom 100 15-27
Electrical
DC BUS 2
ADC 2
ADS 2 STATIC HEATER
AHRS 2
AOA 2 HEATER
AUDIO PANEL 2
AUTOPILOT SERVOS
AVIONICS FAN 2
BRAKE CONTROL UNIT
CABIN FLOW CONTROL VALVE
COCKPIT LIGHTS
CPMS AUTO CHANNEL
DATA LINK/IRIDIUM
DIMMER MAIN CHANNEL
DME 2
ENGINE 2 FLOWMETER
FADEC 2B
FLOOD LIGHTS
FMS PANEL
GCU 2 PWR
GEA 3
GIA 2
HYDRAULIC PUMP FAN
HYDRAULIC PUMP SHUTOFF VALVE
IGNITION EXCITER 2B
MFD POWER 2
NAVIGATION LIGHTS
PASSENGER LIGHTS
PFD 2
PILOT AND PAX READING LIGHTS
PITCH TRIM (MAIN)
PITOT 2 STATIC HEATER
PUSHER ACTUATOR POWER
RED BEACON LIGHT
RH LANDING AND TAXI LIGHT
SATELLITE WEATHER AND RADIO
STORMSCOPE
TEMPERATURE CONTROL POWER 2
TRANSPONDER 2 (MODE S)
CENTRAL BUS
HYDRAULIC PUMP MOTOR
START CONTACTOR 1 & 2 AUXILIARY CONTROL
15-28 Phenom 100
EMERGENCY BUS
AFCS CONTROL UNIT
AHRS 1
AUDIO PANEL 1
CPMS MANUAL CHANNEL
DIMMER EMERGENCY CHANNEL
DOME LIGHT
ELT
EMERGENCY BUS CONTACTOR 1 & 2 CONTROL
EMERGENCY START
ENGINE 1 INLET HEATER
ENGINE 1 & 2 FIRE SHUTOFF
ENGINE 1 & 2 FLOWMETER (Airplanes with G1000 System version 0734.24 and on)
FADEC 1A & 2A
FUEL BOOSTER PUMP 1 & 2
FUEL CONTROL UNIT
FUEL TRANSFER VALVE
GEA 1 & 2
GIA 1 (NAV/VHF 1)
GSD
IESI POWER 1
IGNITION EXCITER 1A & 2A
LANDING GEAR ANNUNCIATOR
LANDING GEAR INDICATION/WARNING
MAGNETIC COMPASS INTERNAL LIGHTS
PAX MASK DEPLOY
PFD 1
PITCH TRIM ACTUATOR (BACKUP)
PITOT STATIC HEATER CONTROL
PRESSURE REGULATOR SHUTOFF VALVE 1 & 2
RAM AIR VALVE
STATIC PRESSURE PORT 1
SWPC 1
TEMPERATURE AND PRESSURE TRANSDUCER
TRANSPONDER 1
WEIGHT ON WHEELS
SHED BUS
AIR CONDITIONING COMPRESSOR
AUDIO/VIDEO ENTERTAINMENT SYSTEM
CABIN EVAPORATOR FAN
COMPARTMENT LIGHT
PC POWER
TOILET FLUSH
HOT BATT BUS 1 & 2
BATTERY CONTACTOR CONTROL 1 & 2
COURTESY/BAGGAGE COMPARTMENT LIGHTS
ENGINE FIRE EXTINGUISHER 1 & 2
ENGINE SHUTOFF MONITORING 1 & 2
GCU 1 & 2 CONTROL
15-28 Phenom 100
EMERGENCY BUS
AFCS CONTROL UNIT
AHRS 1
AUDIO PANEL 1
CPMS MANUAL CHANNEL
DIMMER EMERGENCY CHANNEL
DOME LIGHT
ELT
EMERGENCY BUS CONTACTOR 1 & 2 CONTROL
EMERGENCY START
ENGINE 1 INLET HEATER
ENGINE 1 & 2 FIRE SHUTOFF
ENGINE 1 & 2 FLOWMETER (Airplanes with G1000 System version 0734.24 and on)
FADEC 1A & 2A
FUEL BOOSTER PUMP 1 & 2
FUEL CONTROL UNIT
FUEL TRANSFER VALVE
GEA 1 & 2
GIA 1 (NAV/VHF 1)
GSD
IESI POWER 1
IGNITION EXCITER 1A & 2A
LANDING GEAR ANNUNCIATOR
LANDING GEAR INDICATION/WARNING
MAGNETIC COMPASS INTERNAL LIGHTS
PAX MASK DEPLOY
PFD 1
PITCH TRIM ACTUATOR (BACKUP)
PITOT STATIC HEATER CONTROL
PRESSURE REGULATOR SHUTOFF VALVE 1 & 2
RAM AIR VALVE
STATIC PRESSURE PORT 1
SWPC 1
TEMPERATURE AND PRESSURE TRANSDUCER
TRANSPONDER 1
WEIGHT ON WHEELS
SHED BUS
AIR CONDITIONING COMPRESSOR
AUDIO/VIDEO ENTERTAINMENT SYSTEM
CABIN EVAPORATOR FAN
COMPARTMENT LIGHT
PC POWER
TOILET FLUSH
HOT BATT BUS 1 & 2
BATTERY CONTACTOR CONTROL 1 & 2
COURTESY/BAGGAGE COMPARTMENT LIGHTS
ENGINE FIRE EXTINGUISHER 1 & 2
ENGINE SHUTOFF MONITORING 1 & 2
GCU 1 & 2 CONTROL
Phenom 100 15-29
Electrical
Left CB Panel
D
C

B
U
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1
E
M
E
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C
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B
U
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1
2
3
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1
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1
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1
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1
3
1
4
1
5
1
6
ABCD
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1

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Phenom 100 15-29
Electrical
Left CB Panel
D
C

B
U
S

1
E
M
E
R
G
E
N
C
Y

B
U
S
1
2
3
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1
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1
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1
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1
6
ABCD
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1
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1
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5
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L
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1
5
P
R
S
O
V

1
A
I
R

C
O
N
D
/
P
R
E
S
N
15-30 Phenom 100
Right CB Panel
D
C

B
U
S

2
E
M
E
R
G
E
N
C
Y

B
U
S
1
7
1
8
1
9
2
0
2
1
2
2
2
3
2
4
2
5
2
6
2
7
2
8
2
9
3
0
3
1
3
2
ABCD
G
S
D
G
I
A

2
G
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A

3
O
X
Y
C
O
M
P
A
S
S
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N
D
/
W
R
N
W
O
W
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N
G
I
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2
A
V
I
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N
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A
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C

2
N
A
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2
N
A
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5
5
5
5
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5
7
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5
5
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2
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7
.
5
5
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1
0
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2
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2
5
5
5
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A
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7
.
5
5
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5
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B
M
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2
D
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/
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A
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N
X
F
A
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2
H
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D
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P
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M
P
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2
L
D
G
/
T
A
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I

R
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P
A
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I
G
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K
P
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1
F
A
D
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C
2
A
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2
M
A
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K
D
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P
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V
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/
D
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A
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1
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2
5
P
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S
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2
S
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D

B
U
S
15-30 Phenom 100
Right CB Panel
D
C

B
U
S

2
E
M
E
R
G
E
N
C
Y

B
U
S
1
7
1
8
1
9
2
0
2
1
2
2
2
3
2
4
2
5
2
6
2
7
2
8
2
9
3
0
3
1
3
2
ABCD
G
S
D
G
I
A

2
G
E
A

3
O
X
Y
C
O
M
P
A
S
S
L
I
G
H
T
S
I
N
D
/
W
R
N
W
O
W
E
N
G
I
N
E

2
A
V
I
O
N
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C
S
A
D
C

2
N
A
V
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P
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2
N
A
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B
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A
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5
5
5
5
5
5
7
.
5
7
.
5
5
5
5
5
5
5
5
A
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5
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F
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2
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2
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5
5
5
5
5
5
5
A
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2
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2
5
5
5
7
.
5
5
5
5
5
5
5
5
5
1
0
G
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A

2
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B
A
T
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B
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S

2
5
5
5
5
5
A
N
N
7
.
5
5
5
5
5
L
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5
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A
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5
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2
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5
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2

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F
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2
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A
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M
L
A
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H
T
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N

B
M
F
D
P
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R

2
D
L
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/
I
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I
D
I
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M
A
V
N
X
F
A
N

2
H
Y
D
P
U
M
P
T
E
M
P
P
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R

2
L
D
G
/
T
A
X
I

R
H

P
A
X
L
I
G
H
T
S
C
K
P
T
P
A
N
E
L
I
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S
I
P
W
R

1
F
A
D
E
C
2
A
F
U
E
L
S
O
V

2
M
A
S
K
D
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P
L
O
Y
V
O
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C
E
/
D
A
T
A
R
E
C
O
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D
E
R
R
A
M

A
I
R
V
A
L
V
E
C
O
M
P
T
L
I
G
H
T
S
T
O
I
L
E
T
F
L
U
S
H
D
O
M
E
S
A
F
E
T
Y
L
T
C
O
M
M
V
H
F

1
P
W
R

2
5
P
R
S
O
V

2
S
H
E
D

B
U
S
Phenom 100 15-31
Electrical
Limitations
Batteries Voltage
Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V
Generators Load
Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH
Phenom 100 15-31
Electrical
Limitations
Batteries Voltage
Minimum Voltage for Engines Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 V
Generators Load
Maximum Generator Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A EACH
15-32 Phenom 100
CAS Messages
Warning
ELEC EMER-
GENCY
DC main buses are deenergized and
batteries are charging in an electrical
emergency.
ELEC XFR FAIL
Automatic transfer to electrical emer-
gency condition has failed.
Caution
BATT 1 (2) OFF
BUS
Associated battery is isolated from the
electrical network.
BATT DIS-
CHARGE
During a normal system operation, at
least one battery is discharging.
BATT
EXCEEDANCE
Any battery voltage is above 29 V.
GEN 1 (2) OFF
BUS
Generator failure or generator switch is
at the OFF position.
GEN OVLD
Remaining generator current is above
325 A.
GEN START
FAULT
Generator start contactor failed in the
closed position.
Advisory
DC BUS 1 (2) OFF Associated DC BUS is deenergized.
ELEC SYS FAULT
Main DC channels are operating in par-
allel.
EMER BUS OFF Emergency DC Bus is deenergized.
SHED BUS OFF Shed Bus is de-energized
15-32 Phenom 100
CAS Messages
Warning
ELEC EMER-
GENCY
DC main buses are deenergized and
batteries are charging in an electrical
emergency.
ELEC XFR FAIL
Automatic transfer to electrical emer-
gency condition has failed.
Caution
BATT 1 (2) OFF
BUS
Associated battery is isolated from the
electrical network.
BATT DIS-
CHARGE
During a normal system operation, at
least one battery is discharging.
BATT
EXCEEDANCE
Any battery voltage is above 29 V.
GEN 1 (2) OFF
BUS
Generator failure or generator switch is
at the OFF position.
GEN OVLD
Remaining generator current is above
325 A.
GEN START
FAULT
Generator start contactor failed in the
closed position.
Advisory
DC BUS 1 (2) OFF Associated DC BUS is deenergized.
ELEC SYS FAULT
Main DC channels are operating in par-
allel.
EMER BUS OFF Emergency DC Bus is deenergized.
SHED BUS OFF Shed Bus is de-energized
Phenom 100 16-1
Emergency Equipment
Emergency Equipment
General
The Emergency Equipment is comprised of:
First Aid Kit
Life Vests (Optional)
Water Barrier
Emergency Flash Lights
Portable Fire Extinguisher
Emergency Locator Transmitter (ELT) System

First Aid Kit
The first aid kit is located on the lavatory cabinet. To remove the first aid kit,
pull the VELCRO to disengage it from the support. To install the first aid kit,
push the VELCRO to engage it.
Life Vest (Optional)
Crew
Life vests for the crew members are stowed under each pilot and copilot seat.
WATER BARRIER
FIRST AID KIT
Phenom 100 16-1
Emergency Equipment
Emergency Equipment
General
The Emergency Equipment is comprised of:
First Aid Kit
Life Vests (Optional)
Water Barrier
Portable Fire Extinguisher
Emergency Locator Transmitter (ELT) System

First Aid Kit
The first aid kit is located on the lavatory cabinet. To remove the first aid kit,
pull the VELCRO to disengage it from the support. To install the first aid kit,
push the VELCRO to engage it.
Life Vest (Optional)
Crew
Life vests for the crew members are stowed under each pilot and copilot seat.
WATER BARRIER
FIRST AID KIT
16-2 Phenom 100
Passengers
Life vests for the passengers are stowed under of each pax seat.
Water Barrier
Since the main door is not entirely above the water line, in case of an emer-
gency ditching a water barrier is installed to provide time for passenger evac-
uation. In case of an emergency ditching, the water barrier is unfolded from
its stowed position.
The water barrier is installed in front of the main door.
Water Barrier Installed
16-2 Phenom 100
Passengers
Life vests for the passengers are stowed under of each pax seat.
Water Barrier
Since the main door is not entirely above the water line, in case of an emer-
gency ditching a water barrier is installed to provide time for passenger evac-
uation. In case of an emergency ditching, the water barrier is unfolded from
its stowed position.
The water barrier is installed in front of the main door.
Water Barrier Installed
Phenom 100 16-3
Emergency Equipment
Emergency Equipment Location
FIRST
AID KIT
ELT
LIFE VEST
01
ELT/NAV
LIFE VEST
01
EM500ENSDS250051C
AFT CABIN
PARTITION
(REF.)
FIRST
AID KIT
WATER
BARRIER
LAVATORY
AMENITIES
CABINET
RH PASSENGER CABIN/
LAVATORY PARTITION
(REF.)
LH PASSENGER CABIN/
LAVATORY PARTITION
(REF.)
LIFE VEST
PILOT SEATS
01
LIFE VEST
01
E
Phenom 100 16-3
Emergency Equipment
Emergency Equipment Location
FIRST
AID KIT
ELT
LIFE VEST
01
ELT/NAV
LIFE VEST
01
EM500ENSDS250051C
AFT CABIN
PARTITION
(REF.)
FIRST
AID KIT
WATER
BARRIER
LAVATORY
AMENITIES
CABINET
RH PASSENGER CABIN/
LAVATORY PARTITION
(REF.)
LH PASSENGER CABIN/
LAVATORY PARTITION
(REF.)
LIFE VEST
PILOT SEATS
01
LIFE VEST
01
E
16-4 Phenom 100
Two MiniMag flashlights are installed in the cockpit. The flashlights provide
adequate illumination in case of a major failure in the aircraft lighting system,
including the emergency lighting system, or whatever situation may occur in
the aircraft where another source of light is necessary.
There are flashlights on the LH (Left-Hand) lateral console (intended for the
pilot) and on the RH (Right-Hand) lateral console (intended for the copilot).
Each flashlight is placed on specific cradle on the LH and RH lateral con-
soles. Two AA batteries provide power to the flashlight during main service
conditions. To use the flashlight, you must disengage it from its cradle and
turn it on. After use, return the flashlight to its cradle.
A
B
L
H

C
O
M
P
L
E
M
E
N
T
C
O
N
S
O
L
E

(
R
E
F
.
)
R
H

C
O
M
P
L
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M
E
N
T
C
O
N
S
O
L
E

(
R
E
F
.
)
C
C
C
T
Y
P
I
C
A
L
L
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L
A
T
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R
A
L
C
O
N
S
O
L
E

(
R
E
F
.
)
R
H

L
A
T
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R
A
L
C
O
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S
O
L
E

(
R
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F
.
)
C
O
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P
L
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M
E
N
T
C
O
N
S
O
L
E

(
R
E
F
.
)
A
E
M
5
0
0
E
N
S
D
S
3
3
0
0
6
4
A
.
D
G
N
F
L
A
S
H
L
I
G
H
T
B
16-4 Phenom 100
Two MiniMag flashlights are installed in the cockpit. The flashlights provide
adequate illumination in case of a major failure in the aircraft lighting system,
including the emergency lighting system, or whatever situation may occur in
the aircraft where another source of light is necessary.
There are flashlights on the LH (Left-Hand) lateral console (intended for the
pilot) and on the RH (Right-Hand) lateral console (intended for the copilot).
Each flashlight is placed on specific cradle on the LH and RH lateral con-
soles. Two AA batteries provide power to the flashlight during main service
conditions. To use the flashlight, you must disengage it from its cradle and
turn it on. After use, return the flashlight to its cradle.
A
B
L
H

C
O
M
P
L
E
M
E
N
T
C
O
N
S
O
L
E

(
R
E
F
.
)
R
H

C
O
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P
L
E
M
E
N
T
C
O
N
S
O
L
E

(
R
E
F
.
)
C
C
C
T
Y
P
I
C
A
L
L
H

L
A
T
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R
A
L
C
O
N
S
O
L
E

(
R
E
F
.
)
R
H

L
A
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R
A
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C
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S
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E

(
R
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.
)
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P
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M
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N
T
C
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S
O
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E

(
R
E
F
.
)
A
E
M
5
0
0
E
N
S
D
S
3
3
0
0
6
4
A
.
D
G
N
F
L
A
S
H
L
I
G
H
T
B
Phenom 100 16-5
Emergency Equipment
Portable Fire Extinguishing System
The portable fire extinguishing system provides the flight crew with means to
control localized fire.
The portable fire extinguishing system is composed of portable fire extin-
guisher attached to the aircraft by means of quick release brackets.
The lightweight fire extinguisher installed in the cockpit area is charged with
Halon 1211/1301 blend which is highly effective against fires Class B and C,
and has low toxicity characteristics.
The operation of the portable fire extinguisher is as follows:
Hold the bottle upright
Remove the safety pin
Direct the nozzle toward the base of the fire
Press the activating lever
Sweep side to side

BRACKET
CLAMP
PORTABLE FIRE
EXTINGUISHER
SDS2432262400P043R
Phenom 100 16-5
Emergency Equipment
Portable Fire Extinguishing System
The portable fire extinguishing system provides the flight crew with means to
control localized fire.
The portable fire extinguishing system is composed of portable fire extin-
guisher attached to the aircraft by means of quick release brackets.
The lightweight fire extinguisher installed in the cockpit area is charged with
Halon 1211/1301 blend which is highly effective against fires Class B and C,
and has low toxicity characteristics.
The operation of the portable fire extinguisher is as follows:
Hold the bottle upright
Remove the safety pin
Direct the nozzle toward the base of the fire
Press the activating lever
Sweep side to side

BRACKET
CLAMP
PORTABLE FIRE
EXTINGUISHER
SDS2432262400P043R
16-6 Phenom 100
Emergency Locator Transmitter System
The function of the ELT (Emergency Locator Transmitter) system is to make
the aircraft search and rescue operations easier, facilitating aircraft location.
The ELT provides automatic transmission of the standard swept tone and
encoded digital message sent to a satellite of the COSPAS (Cosmicheskaya
Sistyema Poiska Avariynich Sudov)-SARSAT (Search and Rescue Satellite
Aided Tracking) system in the event of a crash. The ELT transmits signals
through emergency frequencies of 243.0 MHz and 406.025 MHz.
The COSPAS-SARSAT uses distress beacons fitted on mobiles and a con-
stellation of LEO (Low-Earth Orbiting) and GEO (Geosynchronous Earth
Orbiting) satellites which relay the 243.0 MHz signals and process the
406.025 MHz signal to ground stations called LUT (Local User Terminal)
where the beacon positions are determined with a precision of approximately
20 km (10 nmi) with 243.0 MHz signals and less than 4 km (2 nmi) with
406.025 MHz signals.
The 406.025 MHz frequency is used by the COSPAS-SARSAT satellites for
precise pinpointing and identification of the aircraft in distress. The difference
with the 243.0 MHz is that the 406.025 MHz transmission carries digital data
which enable the identification of the aircraft in distress that facilitate SAR
operation (type of the aircraft, number of passengers, type of emergency).
16-6 Phenom 100
The function of the ELT (Emergency Locator Transmitter) system is to make
the aircraft search and rescue operations easier, facilitating aircraft location.
The ELT provides automatic transmission of the standard swept tone and
encoded digital message sent to a satellite of the COSPAS (Cosmicheskaya
Sistyema Poiska Avariynich Sudov)-SARSAT (Search and Rescue Satellite
Aided Tracking) system in the event of a crash. The ELT transmits signals
through emergency frequencies of 243.0 MHz and 406.025 MHz.
The COSPAS-SARSAT uses distress beacons fitted on mobiles and a con-
stellation of LEO (Low-Earth Orbiting) and GEO (Geosynchronous Earth
Orbiting) satellites which relay the 243.0 MHz signals and process the
406.025 MHz signal to ground stations called LUT (Local User Terminal)
where the beacon positions are determined with a precision of approximately
20 km (10 nmi) with 243.0 MHz signals and less than 4 km (2 nmi) with
406.025 MHz signals.
The 406.025 MHz frequency is used by the COSPAS-SARSAT satellites for
precise pinpointing and identification of the aircraft in distress. The difference
with the 243.0 MHz is that the 406.025 MHz transmission carries digital data
which enable the identification of the aircraft in distress that facilitate SAR
operation (type of the aircraft, number of passengers, type of emergency).
Phenom 100 16-7
Emergency Equipment
C
R
A
S
H
E
D
A
I
R
C
R
A
F
T
R
.
C
.
C
.

R
E
S
C
U
E
C
O
O
R
D
I
N
A
T
I
O
N

C
E
N
T
E
R
A
.
C
.
C
.
A
I
R

C
O
N
T
R
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S
A
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A
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Phenom 100 16-7
Emergency Equipment
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16-8 Phenom 100
Emergency Locator Transmitter System - Interfaces
The ARM/OFF/ON switch has the functions that follow:
Position Description
ON
The transmitter starts its operation remotely if the ARM/OFF/
ON switch of the ELT front panel is set to ARM.
ARMED The unit is OFF. No part of the ELT is energized.
TEST/
RESET
If the ARM/OFF/ON switch of the ELT front panel is set to
ARM, the TEST/RST position of the ON/ARMED/TEST/RST
switch enables the modes that follow:
Self-test mode that is a temporary mode (maximum dura-

tion of 5 seconds).
Reset mode used to stop the ELT transmission in case of

unintentional activation.
Note: Regulations state that no transmission must be interrupted unless every
means are used to contact and inform the ATC (Air Traffic Control) of this action.
Note: As 406.025 MHz transmission is effective 50 seconds after the ELT acti-
vation, if it is reset within this delay, no further radio contact will be necessary.
ELT REMOTE CONTROL PANEL
ELT ANTENNA
ELT
MOUNTING
TRAY
FUEL
CUTOUT
FUEL PUSHER
PUMP 1 PUMP 2 XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
16-8 Phenom 100
Emergency Locator Transmitter System - Interfaces
The ARM/OFF/ON switch has the functions that follow:
Position Description
ON
The transmitter starts its operation remotely if the ARM/OFF/
ON switch of the ELT front panel is set to ARM.
ARMED The unit is OFF. No part of the ELT is energized.
TEST/
RESET
If the ARM/OFF/ON switch of the ELT front panel is set to
ARM, the TEST/RST position of the ON/ARMED/TEST/RST
switch enables the modes that follow:
Self-test mode that is a temporary mode (maximum dura-

tion of 5 seconds).
Reset mode used to stop the ELT transmission in case of

unintentional activation.
Note: Regulations state that no transmission must be interrupted unless every
means are used to contact and inform the ATC (Air Traffic Control) of this action.
Note: As 406.025 MHz transmission is effective 50 seconds after the ELT acti-
vation, if it is reset within this delay, no further radio contact will be necessary.
ELT REMOTE CONTROL PANEL
ELT ANTENNA
ELT
MOUNTING
TRAY
FUEL
CUTOUT
FUEL PUSHER
PUMP 1 PUMP 2 XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
Phenom 100 16-9
Emergency Equipment
The red LED gives an indication on the working mode of the beacon:
After the self-test: a series of short flashes indicate that the self-test failed
One long flash indicates a correct self-test
In operating mode: periodic flashes during 121.5/ 243.0 MHz transmission
Long flash during 406.025 MHz transmission

Battery
The transmitter battery expires 6 years after manufacturing. If no activation of
the ELT occurs during the battery lifetime, it shall be replaced every 6 years
or according to the recommendations of the local authority.
Limitations
None
CAS Messages
None
Ant Arm Off On RC
ARM/ OFF/ ON SWITCH
RED LED
BNC CONNECTOR
DIN 12 CONNECTOR
Phenom 100 16-9
Emergency Equipment
The red LED gives an indication on the working mode of the beacon:
After the self-test: a series of short flashes indicate that the self-test failed
One long flash indicates a correct self-test
In operating mode: periodic flashes during 121.5/ 243.0 MHz transmission
Long flash during 406.025 MHz transmission

Battery
The transmitter battery expires 6 years after manufacturing. If no activation of
the ELT occurs during the battery lifetime, it shall be replaced every 6 years
or according to the recommendations of the local authority.
Limitations
None
CAS Messages
None
Ant Arm Off On RC
ARM/ OFF/ ON SWITCH
RED LED
BNC CONNECTOR
DIN 12 CONNECTOR
16-10 Phenom 100
16-10 Phenom 100
Phenom 100 17-9
Fire Protection
Upon setting BOTTLE switch to the DISCH position:
Extinguishing agent can be released to the respective engine selected by

the fire ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton.
The message ENG FIREX BTL DISCH comes into view on the CAS window.
When the overheat / fire condition is extinguished, the FIRE message goes
out of view on the ITT field from EICAS, the related engine fire shutoff push-
button red light goes off and the aural warning FIRE is cancelled.
Limitations
None
CAS Messages
Caution
E1 FIREX FAIL
The fire extinguishing bottle for LH (Left-
Hand) engine pressure is below minimum,
cartridge is already shot or there is no
power available for shot.
E2 FIREX FAIL
The fire extinguishing bottle for RH (Right-
ENGINE 1 FIRE
DET FAIL
The fire detection sensor for LH (Left-Hand)
engine is unable to detect fire / overheat
conditions
ENGINE 2 FIRE
DET FAIL
The fire detection sensor for RH (Right-
Hand) engine is unable to detect fire / over-
heat conditions
Advisory
ENG FIREX
DISCH
The bottle has been discharged.
Phenom 100 17-9
Fire Protection
Upon setting BOTTLE switch to the DISCH position:
Extinguishing agent can be released to the respective engine selected by

the fire ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton.
The message ENG FIREX BTL DISCH comes into view on the CAS window.
When the overheat / fire condition is extinguished, the FIRE message goes
out of view on the ITT field from EICAS, the related engine fire shutoff push-
button red light goes off and the aural warning FIRE is cancelled.
Limitations
None
CAS Messages
Caution
E1 FIREX FAIL
The fire extinguishing bottle for LH (Left-
E2 FIREX FAIL
The fire extinguishing bottle for RH (Right-
ENGINE 1 FIRE
DET FAIL
The fire detection sensor for LH (Left-Hand)
engine is unable to detect fire / overheat
conditions
ENGINE 2 FIRE
DET FAIL
The fire detection sensor for RH (Right-
Hand) engine is unable to detect fire / over-
heat conditions
Advisory
ENG FIREX
DISCH
The bottle has been discharged.
17-10 Phenom 100
17-10 Phenom 100
Phenom 100 17-1
Fire Protection
Fire Protection
General
The function of the fire protection system is to monitor the aircraft for fire and
overheat conditions. It provides both an aural and visual alert to the pilot
when these conditions occur. A fire extinguishing system is available to per-
mit the discharge of a fire extinguishing agent into the selected engine when
initiated by the pilot.
When the engine fire detector senses a fire / overheat condition, the system
alerts the crew by means of a FIRE message in the respective engine Inter-
stage Turbine Temperature (ITT) gauge located on the Engine Indicating Sys-
tem of the Multi-functional Display (MFD). A red light in the engine shutoff
push button also illuminates as well as an aural Fire, Fire message and an
ENG 1 FIRE or ENG 2 FIRE CAS Message. The fire message in the ITT
gauge and the light in the shutoff pushbutton will stay illuminated until the fire
condition no longer exists. The aural warning is cancelled by acknowledge-
ment of the ENG 1/ENG 2 FIRE CAS message. Any system malfunctions will
be annunciated on the Primary Flight Display (PFD) Crew Alerting System
(CAS) message window.
Phenom 100 17-1
Fire Protection
Fire Protection
General
The function of the fire protection system is to monitor the aircraft for fire and
overheat conditions. It provides both an aural and visual alert to the pilot
when these conditions occur. A fire extinguishing system is available to per-
mit the discharge of a fire extinguishing agent into the selected engine when
initiated by the pilot.
When the engine fire detector senses a fire / overheat condition, the system
alerts the crew by means of a FIRE message in the respective engine Inter-
stage Turbine Temperature (ITT) gauge located on the Engine Indicating Sys-
tem of the Multi-functional Display (MFD). A red light in the engine shutoff
push button also illuminates as well as an aural Fire, Fire message and an
ENG 1 FIRE or ENG 2 FIRE CAS Message. The fire message in the ITT
gauge and the light in the shutoff pushbutton will stay illuminated until the fire
condition no longer exists. The aural warning is cancelled by acknowledge-
ment of the ENG 1/ENG 2 FIRE CAS message. Any system malfunctions will
be annunciated on the Primary Flight Display (PFD) Crew Alerting System
(CAS) message window.
17-2 Phenom 100
Engine Fire / Overheat Detection System
The engine fire detection system has one single loop-type fire detector for each
engine. The fire detector loop is installed on the mid cowl compartment. The
detector sensor tube is installed along the mid cowl compartment, close to the
main flammable fluid components, covering both left and right sides of the
engine.
The system is able to detect either overheat (average temperature) or fire
(discrete air temperature). When the engine fire detector senses a fire / over-
heat condition for an engine, a signal is sent to the GEA (Garmin Engine Air-
frame unit) and to the engine shutoff pushbutton in the ENG FIRE
EXTINGUISHER control panel.
Each engine fire detector is electrically connected to the Emergency Bus and
supplies power to:
Warning indication by means of a red light on the engine shutoff
pushbutton.
Warning indication by means of a red FIRE message in the ITT (Inter-
stage Turbine Temperature) field on the EICAS (Engine Indication
Crew Alert System).
Voice message: FIRE, FIRE
CAS message: ENG 1/2 FIRE
Fire Test
A FIRE button on the TEST control panel is used to check of the integrity of the
detection system; when it is pressed, a fire condition on the engines is simu-
lated, and the fire alarms are activated; red light in the shutoff pushbutton
lamps, FIRE message in the ITT field on the EICAS, voice message Fire,
FIre, and ENG 1 / ENG 2 CAS Message.
ENGINE FIRE
DETECTOR LOOP
17-2 Phenom 100
Engine Fire / Overheat Detection System
The engine fire detection system has one single loop-type fire detector for each
engine. The fire detector loop is installed on the mid cowl compartment. The
detector sensor tube is installed along the mid cowl compartment, close to the
main flammable fluid components, covering both left and right sides of the
engine.
The system is able to detect either overheat (average temperature) or fire
(discrete air temperature). When the engine fire detector senses a fire / over-
heat condition for an engine, a signal is sent to the GEA (Garmin Engine Air-
frame unit) and to the engine shutoff pushbutton in the ENG FIRE
EXTINGUISHER control panel.
Each engine fire detector is electrically connected to the Emergency Bus and
supplies power to:
Warning indication by means of a red light on the engine shutoff
pushbutton.
Warning indication by means of a red FIRE message in the ITT (Inter-
stage Turbine Temperature) field on the EICAS (Engine Indication
Crew Alert System).
Voice message: FIRE, FIRE
CAS message: ENG 1/2 FIRE
Fire Test
A FIRE button on the TEST control panel is used to check of the integrity of the
detection system; when it is pressed, a fire condition on the engines is simu-
lated, and the fire alarms are activated; red light in the shutoff pushbutton
lamps, FIRE message in the ITT field on the EICAS, voice message Fire,
FIre, and ENG 1 / ENG 2 CAS Message.
ENGINE FIRE
DETECTOR LOOP
Phenom 100 17-3
Fire Protection
Phenom 100 17-3
Fire Protection
17-4 Phenom 100
Fire Detector
The engine fire protection system is based on pneumatic pressure caused by
fire or overheating. The detector is an electromechanical device factory cali-
brated, hermetically sealed, thermal sensitive, and pneumatically actuated.
The pneumatic sensing element is charged with helium (inert gas), for gen-
eral overheat detection. It also contains hydrogen (active gas) as a charged
core material, for extreme localized heat detection.
If fire is detected:
The fire detector sends a signal to the GEA (Garmin Engine and Airframe
Interface) that communicates with the GIA (Garmin Integrated Avionics
unit).
The fire detector also sends a signal to the control panel to cause the
respective engine shutoff pushbutton to illuminate.
The GIA provides a FIRE inscription in the ITT field on the EICAS and a
voice message FIRE, FIRE
CAS Message: ENG 1/2 FIRE.

A single loop fire detector is installed around each engine and its integrity is
continuously monitored. In case of failure of the power supply, bottle pres-
sure, cartridges or associated harnesses, fail messages will be displayed on
the CAS (Crew Alerting System) window and the EICAS. The detector sys-
tem is powered by the EMERGENCY Bus. The Fire Exstinquishing system is
powered by HOT BAT Bus 1 and HOT BAT Bus 2.
Note: The engine shutoff pushbutton stays lit as long as the fire condition
persists.
17-4 Phenom 100
Fire Detector
The engine fire protection system is based on pneumatic pressure caused by
fire or overheating. The detector is an electromechanical device factory cali-
brated, hermetically sealed, thermal sensitive, and pneumatically actuated.
The pneumatic sensing element is charged with helium (inert gas), for gen-
eral overheat detection. It also contains hydrogen (active gas) as a charged
core material, for extreme localized heat detection.
If fire is detected:
The fire detector sends a signal to the GEA (Garmin Engine and Airframe
Interface) that communicates with the GIA (Garmin Integrated Avionics
unit).
The fire detector also sends a signal to the control panel to cause the
respective engine shutoff pushbutton to illuminate.
The GIA provides a FIRE inscription in the ITT field on the EICAS and a
voice message FIRE, FIRE
CAS Message: ENG 1/2 FIRE.

A single loop fire detector is installed around each engine and its integrity is
continuously monitored. In case of failure of the power supply, bottle pres-
sure, cartridges or associated harnesses, fail messages will be displayed on
the CAS (Crew Alerting System) window and the EICAS. The detector sys-
tem is powered by the EMERGENCY Bus. The Fire Exstinquishing system is
powered by HOT BAT Bus 1 and HOT BAT Bus 2.
Note: The engine shutoff pushbutton stays lit as long as the fire condition
persists.
Phenom 100 17-5
Fire Protection
Fire Extinguishing
The engine fire extinguishing system has the function of discharging fire
extinguishing agent in either engine compartments upon actuation of the
BOTTLE switch installed on the FIRE control panel in the cockpit.
The engine fire extinguishing system is basically composed of a single fixed
bottle that may be discharged in either LH (Left Hand) or RH (Right Hand)
engine by the related tubing to extinguish fire.
The bottle assembly is installed in the rear fuselage and is composed of a
container, two discharge outlets, two rupture disc assemblies, two electroex-
plosive cartridges, one fill fitting assembly and one TCPS (Temperature Com-
pensated Pressure Switch).
Each discharge outlet has an explosive cartridge activated by the crew from
the cockpit by means of the FIRE control panel. The fill fitting assembly works
as a primary safety relief and the rupture disk assembly as a secondary
safety relief for overpressure. The TCPS is responsible for monitoring the
extinguishing agent for correct pressure.
Engine Fire Extinguishing System
The engine fire extinguishing system is capable of discharging extinguishing
agent (Halon 1301) in either engine through the fire extinguishing bottle
installed in the aircraft rear fuselage.
Commands for the engine fire extinguishing discharges are provided through
the BOTTLE switch located on the FIRE control panel. A control unit continu-
ously monitors the readiness of the engine fire extinguishing system. If the
system fails, a caution indication in yellow is provided on the CAS (Crew
Alerting System) window.
Phenom 100 17-5
Fire Protection
Fire Extinguishing
The engine fire extinguishing system has the function of discharging fire
extinguishing agent in either engine compartments upon actuation of the
BOTTLE switch installed on the FIRE control panel in the cockpit.
The engine fire extinguishing system is basically composed of a single fixed
bottle that may be discharged in either LH (Left Hand) or RH (Right Hand)
engine by the related tubing to extinguish fire.
The bottle assembly is installed in the rear fuselage and is composed of a
container, two discharge outlets, two rupture disc assemblies, two electroex-
plosive cartridges, one fill fitting assembly and one TCPS (Temperature Com-
pensated Pressure Switch).
Each discharge outlet has an explosive cartridge activated by the crew from
the cockpit by means of the FIRE control panel. The fill fitting assembly works
as a primary safety relief and the rupture disk assembly as a secondary
safety relief for overpressure. The TCPS is responsible for monitoring the
extinguishing agent for correct pressure.
Engine Fire Extinguishing System
The engine fire extinguishing system is capable of discharging extinguishing
agent (Halon 1301) in either engine through the fire extinguishing bottle
installed in the aircraft rear fuselage.
Commands for the engine fire extinguishing discharges are provided through
the BOTTLE switch located on the FIRE control panel. A control unit continu-
ously monitors the readiness of the engine fire extinguishing system. If the
system fails, a caution indication in yellow is provided on the CAS (Crew
Alerting System) window.
17-6 Phenom 100
Engine Fire Shutoff Buttons and Extinguishing Switch
The FIRE control panel comprises one shutoff pushbutton for each engine
(ENG 1 SHUTOFF and ENG 2 SHUTOFF) and a fire extinguishing switch
(BOTTLE). Pressing either engine shutoff pushbutton on the FIRE control
panel enables the BOTTLE switch. If the engine fire condition does not disap-
pear, extinguishing agent can be discharged on the respective engine
selected through the engine shutoff pushbutton upon actuation of the BOT-
TLE switch. The shutoff pushbuttons are protected by a guard.
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
17-6 Phenom 100
Engine Fire Shutoff Buttons and Extinguishing Switch
The FIRE control panel comprises one shutoff pushbutton for each engine
(ENG 1 SHUTOFF and ENG 2 SHUTOFF) and a fire extinguishing switch
(BOTTLE). Pressing either engine shutoff pushbutton on the FIRE control
panel enables the BOTTLE switch. If the engine fire condition does not disap-
pear, extinguishing agent can be discharged on the respective engine
selected through the engine shutoff pushbutton upon actuation of the BOT-
TLE switch. The shutoff pushbuttons are protected by a guard.
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
Phenom 100 17-7
Fire Protection
Engine Fire Extinguishing Bottle
The engine fire extinguishing bottle consists of the following components: a
container two discharge outlets and related electroexplosive cartridges and
rupture disc assemblies, a fill fitting assembly and a TCPS (Temperature
Compensated Pressure Switch).
The TCPS is responsible for monitoring the extinguishing agent for correct
pressure. The switch contact of the TCPS is normally open when the fire
extinguisher is properly charged and closed when sufficient pressure loss has
occurred.
Phenom 100 17-7
Fire Protection
Engine Fire Extinguishing Bottle
The engine fire extinguishing bottle consists of the following components: a
container two discharge outlets and related electroexplosive cartridges and
rupture disc assemblies, a fill fitting assembly and a TCPS (Temperature
Compensated Pressure Switch).
The TCPS is responsible for monitoring the extinguishing agent for correct
pressure. The switch contact of the TCPS is normally open when the fire
extinguisher is properly charged and closed when sufficient pressure loss has
occurred.
17-8 Phenom 100
If fire / overheat condition is detected in an engine compartment, the mes-
sage FIRE comes into view in the ITT (Interstage Turbine Temperature) field
on the EICAS, the related engine fire shutoff pushbutton (ENG 1 SHUTOFF
or ENG 2 SHUTOFF) red light comes on and the aural warning FIRE is
heard.
By pressing the ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton:
The related PRSOV (Pressure Regulating and Shutoff Valve) and fuel
shutoff valve close, avoiding air bleeding and fuel flow in the fire zone.
A white stripe will light on to indicate that the fire ENG 1 SHUTOFF or
ENG 2 SHUTOFF pushbutton was pressed.

If fire / overheat condition persists in the engine compartment:
The ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton red light remains

on, the message FIRE in the ITT field on the EICAS continues and the
aural warning FIRE is still heard.
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
17-8 Phenom 100
If fire / overheat condition is detected in an engine compartment, the mes-
sage FIRE comes into view in the ITT (Interstage Turbine Temperature) field
on the EICAS, the related engine fire shutoff pushbutton (ENG 1 SHUTOFF
or ENG 2 SHUTOFF) red light comes on and the aural warning FIRE is
heard.
By pressing the ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton:
The related PRSOV (Pressure Regulating and Shutoff Valve) and fuel
shutoff valve close, avoiding air bleeding and fuel flow in the fire zone.
A white stripe will light on to indicate that the fire ENG 1 SHUTOFF or
ENG 2 SHUTOFF pushbutton was pressed.

If fire / overheat condition persists in the engine compartment:
The ENG 1 SHUTOFF or ENG 2 SHUTOFF pushbutton red light remains

on, the message FIRE in the ITT field on the EICAS continues and the
aural warning FIRE is still heard.
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
Phenom 100 18-1
Flight Controls
Flight Controls
General
The primary flight control system comprises the elevators, ailerons and rudder.
All primary controls operate mechanically and have a trim operation in all axis.
The secondary system comprises flaps, operating electrically.
Aileron
The left and right aileron surfaces are installed in the outboard rear spar of
the wings, and control the rolling (lateral) movements of the aircraft with the
actuation of the two control yokes or with the autopilot controls.
Rotation of either aileron control yoke results in movement of the ailerons.
Both aileron surfaces are statically and dynamically balanced.The left aileron
has a trim tab surface attached to the inboard part of its trailing edge.
The aileron system uses two conventional control wheel assemblies in the
cockpit to command the aileron surfaces.The motion is transmitted by means
of a rotary ball spline assembly, quadrants, torque tubes, cables and push-
pull rods. When the Auto Pilot is engaged, aileron commands can also be
generated by the Auto Pilot Servo, which transmits commands directly to the
aileron Central Torque Tube.
During normal operation, rotation of either control yoke to the left or to the
right will make the aircraft roll. The cables transfer this control yoke displace-
ment for rotation of the forward torque tube.The rotation of the forward torque
tube is transmitted to the center torque tube via cables. At this point, the com-
mand is split into two, LH (Left-Hand) and RH (Right-Hand) wing cable seg-
RH AILERON
RH FLAP
RH ELEVATOR
RH PITCH
TRIM TAB
LH PITCH
TRIM TAB
LH ELEVATOR
LH FLAP
ROLL
TRIM TAB
LH AILERON
RUDDER
YAW
TRIM TAB
Phenom 100 18-1
Flight Controls
Flight Controls
General
The primary flight control system comprises the elevators, ailerons and rudder.
All primary controls operate mechanically and have a trim operation in all axis.
The secondary system comprises flaps, operating electrically.
Aileron
The left and right aileron surfaces are installed in the outboard rear spar of
the wings, and control the rolling (lateral) movements of the aircraft with the
actuation of the two control yokes or with the autopilot controls.
Rotation of either aileron control yoke results in movement of the ailerons.
Both aileron surfaces are statically and dynamically balanced.The left aileron
has a trim tab surface attached to the inboard part of its trailing edge.
The aileron system uses two conventional control wheel assemblies in the
cockpit to command the aileron surfaces.The motion is transmitted by means
of a rotary ball spline assembly, quadrants, torque tubes, cables and push-
pull rods. When the Auto Pilot is engaged, aileron commands can also be
generated by the Auto Pilot Servo, which transmits commands directly to the
aileron Central Torque Tube.
During normal operation, rotation of either control yoke to the left or to the
right will make the aircraft roll. The cables transfer this control yoke displace-
ment for rotation of the forward torque tube.The rotation of the forward torque
tube is transmitted to the center torque tube via cables. At this point, the com-
mand is split into two, LH (Left-Hand) and RH (Right-Hand) wing cable seg-
RH AILERON
RH FLAP
RH ELEVATOR
RH PITCH
TRIM TAB
LH PITCH
TRIM TAB
LH ELEVATOR
LH FLAP
ROLL
TRIM TAB
LH AILERON
RUDDER
YAW
TRIM TAB
18-2 Phenom 100
ments, which transmit the center torque tube movement to the wing torque
tubes that actuate a rod moving the aileron surfaces.
Aileron - Surface Location
Aileron Trim System
The function of the aileron trim subsystem is to allow the pilot or copilot to
make trim adjustments on the lateral axis.
The roll trim tab is located on the left wing and provides trimming capability of
the roll axis.
The pilot sets the roll trim switch in order to relieve the forces on the control
yoke. The tab is commanded by the TAS (Trim Actuation System).
AUTO
PILOT
SERVO
FWD
TORQUE
TUBE
WING
TORQUE
TUBE
CENTER
TORQUE
TUBE
CONTROL
YOKES
25
15
0 A
A
A-A
SDS2432271000P007
ROLL TRIM TAB
SDS2432271400P023
18-2 Phenom 100
ments, which transmit the center torque tube movement to the wing torque
tubes that actuate a rod moving the aileron surfaces.
Aileron - Surface Location
Aileron Trim System
The function of the aileron trim subsystem is to allow the pilot or copilot to
make trim adjustments on the lateral axis.
The roll trim tab is located on the left wing and provides trimming capability of
the roll axis.
The pilot sets the roll trim switch in order to relieve the forces on the control
yoke. The tab is commanded by the TAS (Trim Actuation System).
AUTO
PILOT
SERVO
FWD
TORQUE
TUBE
WING
TORQUE
TUBE
CENTER
TORQUE
TUBE
CONTROL
YOKES
25
15
0 A
A
A-A
SDS2432271000P007
ROLL TRIM TAB
SDS2432271400P023
Phenom 100 18-3
Flight Controls
The roll trim commands are performed only through the trim panel on the cen-
tral pedestal (no switches on the control yokes). Pilot commands on the roll
trim switch are directly transmitted to Trim Actuator Controller TAC1, which
operates the actuator attached to the left aileron trim tab.
SDS2432271400P030R
ROLL TRIM SWITCH
TRIM
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
Phenom 100 18-3
Flight Controls
The roll trim commands are performed only through the trim panel on the cen-
tral pedestal (no switches on the control yokes). Pilot commands on the roll
trim switch are directly transmitted to Trim Actuator Controller TAC1, which
operates the actuator attached to the left aileron trim tab.
SDS2432271400P030R
ROLL TRIM SWITCH
TRIM
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
18-4 Phenom 100
Aileron Trim System - Components
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18-4 Phenom 100
Aileron Trim System - Components
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Phenom 100 18-5
Flight Controls
The roll trim subsystem is based on a single mode of operation which does
not interface with the Automatic Flight Control System (AFCS). The roll trim
command is performed only through the trim panel on the central pedestal
(no switches on the control yokes).
In case of failure of the roll trim, no alternative modes exist. The pilot will not
be able to trim the aircraft in the roll axis and will have to sustain residual
forces as required.
The position of the roll trim actuator is independently transmitted to Avionics
by the TAC for indication purposes. Fault status is also transmitted to
avionics to allow maintenance personnel to identify a failed LRU (Line
Replaceable Unit).
To mitigate spontaneous movement of any trim surface beyond safe limits,
the TAC imposes a 3 second authority limit to every trim command,
independently of how long the trim switch is held depressed.
If the QD (Quick Disconnect) switch is pressed, any trim operation (pitch, roll,
or yaw) is interrupted.
Rudder
The rudder control system supplies yaw axis control for the aircraft with a
conventional rudder surface, attached to the rear spar of the vertical empen-
nage. The rudder surface is statically and dynamically balanced and has a
tab surface attached to the spar of the rudder bottom trailing edge.
The Rudder Control System uses two conventional control pedal assemblies
to command motion to the rudder surface.The motion is transmitted by
means of bellcranks, push-pull rods, torque tubes and cables.
When the auto pilot is engaged, rudder commands can also be generated by
the auto pilot servo, which transmits commands directly to the rudder central
rear torque tube.
Phenom 100 18-5
Flight Controls
The roll trim subsystem is based on a single mode of operation which does
not interface with the Automatic Flight Control System (AFCS). The roll trim
command is performed only through the trim panel on the central pedestal
(no switches on the control yokes).
In case of failure of the roll trim, no alternative modes exist. The pilot will not
be able to trim the aircraft in the roll axis and will have to sustain residual
forces as required.
The position of the roll trim actuator is independently transmitted to Avionics
by the TAC for indication purposes. Fault status is also transmitted to
avionics to allow maintenance personnel to identify a failed LRU (Line
Replaceable Unit).
the TAC imposes a 3 second authority limit to every trim command,
independently of how long the trim switch is held depressed.
or yaw) is interrupted.
Rudder
The rudder control system supplies yaw axis control for the aircraft with a
conventional rudder surface, attached to the rear spar of the vertical empen-
nage. The rudder surface is statically and dynamically balanced and has a
tab surface attached to the spar of the rudder bottom trailing edge.
The Rudder Control System uses two conventional control pedal assemblies
to command motion to the rudder surface.The motion is transmitted by
means of bellcranks, push-pull rods, torque tubes and cables.
When the auto pilot is engaged, rudder commands can also be generated by
the auto pilot servo, which transmits commands directly to the rudder central
rear torque tube.
18-6 Phenom 100
Rudder System Schematic
C
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18-6 Phenom 100
Rudder System Schematic
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Phenom 100 18-7
Flight Controls
The rudder control pedal assemblies are also used to command aircraft
brakes and nose wheel steering.
During normal operation, the pilot or co-pilot commands the rudder pedals
forward and rearward to achieve the desired yaw rate of the aircraft.
When the LEFT pedal (pilot or co-pilot station) is commanded to full for-
ward direction (14.90) and the right pedal is commanded to full rearward
direction (+13.74), the rudder surface moves left (+30).
When the RIGHT pedal (pilot or co-pilot station) is commanded to full for-
ward direction (14.90) and the left pedal is commanded to full rearward
direction (+13.74), the rudder surface moves right (30).
The rudder pedals have four points of adjustment in order to suit short and tall
pilots.The adjustment is done through a lever.When the lever is released, the
spring cartridge pushes a pin, which in turn locks the vertical arm to the bell-
crank. Pilot and copilot control pedals can be independently adjusted.
When the autopilot is engaged, the rudder servo takes the place of the pilot
inputs in response to AFCS (Automatic Flight Control System) commands.
The autopilot servo is connected to the rear torque tube assembly and pro-
vides inputs to the system at this point.
VERTICAL ARM
TORSION SPRING
BELLCRANK
ADJUSTMENT LEVER
Phenom 100 18-7
Flight Controls
The rudder control pedal assemblies are also used to command aircraft
brakes and nose wheel steering.
During normal operation, the pilot or co-pilot commands the rudder pedals
forward and rearward to achieve the desired yaw rate of the aircraft.
When the LEFT pedal (pilot or co-pilot station) is commanded to full for-
ward direction (14.90) and the right pedal is commanded to full rearward
direction (+13.74), the rudder surface moves left (+30).
When the RIGHT pedal (pilot or co-pilot station) is commanded to full for-
ward direction (14.90) and the left pedal is commanded to full rearward
direction (+13.74), the rudder surface moves right (30).
The rudder pedals have four points of adjustment in order to suit short and tall
pilots.The adjustment is done through a lever.When the lever is released, the
spring cartridge pushes a pin, which in turn locks the vertical arm to the bell-
crank. Pilot and copilot control pedals can be independently adjusted.
When the autopilot is engaged, the rudder servo takes the place of the pilot
inputs in response to AFCS (Automatic Flight Control System) commands.
The autopilot servo is connected to the rear torque tube assembly and pro-
vides inputs to the system at this point.
VERTICAL ARM
TORSION SPRING
BELLCRANK
ADJUSTMENT LEVER
18-8 Phenom 100
Pedal Adjustment Lever
Yaw Trim System
The function of the yaw trim subsystem is to allow the pilot or copilot to make
trim adjustments on the yaw axis.
The pilot commands the yaw trim switch in order to relieve the forces on the
control pedal. The tab is commanded by the TAS (Trim Actuation System).
The yaw trim subsystem is similar to the pitch trim subsystem except that it is
based on a single mode of operation and does not interface with the AFCS
(Automatic Flight Control System).
The yaw trim control is performed only through the trim panel on the cen-
tral pedestal. Pilot commands on the yaw trim switch are directly trans-
YAW TRIM SURFACE
18-8 Phenom 100
Pedal Adjustment Lever
Yaw Trim System
The function of the yaw trim subsystem is to allow the pilot or copilot to make
trim adjustments on the yaw axis.
The pilot commands the yaw trim switch in order to relieve the forces on the
control pedal. The tab is commanded by the TAS (Trim Actuation System).
The yaw trim subsystem is similar to the pitch trim subsystem except that it is
based on a single mode of operation and does not interface with the AFCS
(Automatic Flight Control System).
The yaw trim control is performed only through the trim panel on the cen-
tral pedestal. Pilot commands on the yaw trim switch are directly trans-
YAW TRIM SURFACE
Phenom 100 18-9
Flight Controls
mitted to TAC (Trim Actuator Controller), which operates the actuator that
drives the rudder trim tab.
TRIM
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
YAW TRIM SWITCH
Phenom 100 18-9
Flight Controls
mitted to TAC (Trim Actuator Controller), which operates the actuator that
drives the rudder trim tab.
TRIM
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
YAW TRIM SWITCH
18-10 Phenom 100
Rudder Trim System - Components
Pilot commands on the yaw trim switch are directly transmitted to TAC2,
which operates the actuator that drives the rudder trim tab.
In case of failure of yaw trim, no alternative modes exist. The pilot will not be
able to trim the aircraft in this axis and will have to sustain residual forces as
required.
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18-10 Phenom 100
Rudder Trim System - Components
Pilot commands on the yaw trim switch are directly transmitted to TAC2,
which operates the actuator that drives the rudder trim tab.
In case of failure of yaw trim, no alternative modes exist. The pilot will not be
able to trim the aircraft in this axis and will have to sustain residual forces as
required.
P
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R

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Phenom 100 18-11
Flight Controls
DC power is supplied to the TAC2 yaw channel by individual circuit breakers
ending up in independent control and motor power inputs. In both cases air-
craft DC Bus 1 is the power source.
In the same way as the aileron trim system, the position of the yaw trim actu-
ators is independently transmitted to Avionics by the TAC for indication pur-
poses.
Fault status is also transmitted to avionics to allow maintenance personnel to
identify failed LRU (Line Replaceable Unit). Yaw actuator operates at a fixed
rate (not as a function of the airspeed).
To mitigate spontaneous or commanded movement of any trim surface
beyond safe limits, the TAC imposes a 3 second authority limit to every trim
command, independently of how long the trim switch is activated. Once the
authority limiter interrupts the trim command, a new trim command can be
readily executed right after the trim switch is released and depressed again.
or yaw) is interrupted. If the switch is released, all trimming system back to
the normal operation.
RUDDER
SURFACE (REF.)
YAW
TRIM TAB
SURFACE (REF.)
SDS2432272400P059R
Phenom 100 18-11
Flight Controls
DC power is supplied to the TAC2 yaw channel by individual circuit breakers
ending up in independent control and motor power inputs. In both cases air-
craft DC Bus 1 is the power source.
In the same way as the aileron trim system, the position of the yaw trim actu-
ators is independently transmitted to Avionics by the TAC for indication pur-
poses.
Fault status is also transmitted to avionics to allow maintenance personnel to
identify failed LRU (Line Replaceable Unit). Yaw actuator operates at a fixed
rate (not as a function of the airspeed).
To mitigate spontaneous or commanded movement of any trim surface
beyond safe limits, the TAC imposes a 3 second authority limit to every trim
command, independently of how long the trim switch is activated. Once the
authority limiter interrupts the trim command, a new trim command can be
readily executed right after the trim switch is released and depressed again.
or yaw) is interrupted. If the switch is released, all trimming system back to
the normal operation.
RUDDER
SURFACE (REF.)
YAW
TRIM TAB
SURFACE (REF.)
SDS2432272400P059R
18-12 Phenom 100
Elevator
The elevator system is responsible for longitudinal control (pitch attitude) of
the aircraft.
The longitudinal control system consists of a pair of conventional elevator
surfaces attached to the rear spar of the horizontal empennage.
The elevator system uses two conventional control wheel assemblies in the
cockpit to command motion to the pair of elevator surfaces. The motion is
transmitted via shaft, special joint, bellcranks, push-pull rods, torque tubes
and cables.
During normal operation, the pilot or co-pilot commands the control yoke for-
ward or rearward to achieve the desired pitch rate of the aircraft.
The linear movement of control yoke is transmitted to rotational movement of
the interconnection torque tube. The rotational movement is transferred to
cables by means of two quadrants installed on the interconnection torque
tubes.
The elevator cables run under the cockpit floor, the cabin floor and the baggage
compartment floor to transmit the commands from the interconnection torque
tube in the cockpit to the rear torque tube in the rear fuselage.
The elevator auto pilot servo mechanism is installed on the rear fuselage and
transmits the auto pilot commands by means of cables to the rear torque tube.
The two elevator surfaces are independent, installed in the horizontal empen-
nage trailing edge and are pivoted at two hinge points.
The elevator surfaces deflection are limited by the primary stops as follows:
-27 1 up
+19 1 down
RIGHT ELEVATOR
SURFACE
LEFT ELEVATOR
SURFACE
SDS2432273000P063R
18-12 Phenom 100
Elevator
The elevator system is responsible for longitudinal control (pitch attitude) of
the aircraft.
The longitudinal control system consists of a pair of conventional elevator
surfaces attached to the rear spar of the horizontal empennage.
The elevator system uses two conventional control wheel assemblies in the
cockpit to command motion to the pair of elevator surfaces. The motion is
transmitted via shaft, special joint, bellcranks, push-pull rods, torque tubes
and cables.
During normal operation, the pilot or co-pilot commands the control yoke for-
ward or rearward to achieve the desired pitch rate of the aircraft.
The linear movement of control yoke is transmitted to rotational movement of
the interconnection torque tube. The rotational movement is transferred to
cables by means of two quadrants installed on the interconnection torque
tubes.
The elevator cables run under the cockpit floor, the cabin floor and the baggage
compartment floor to transmit the commands from the interconnection torque
tube in the cockpit to the rear torque tube in the rear fuselage.
The elevator auto pilot servo mechanism is installed on the rear fuselage and
transmits the auto pilot commands by means of cables to the rear torque tube.
The two elevator surfaces are independent, installed in the horizontal empen-
nage trailing edge and are pivoted at two hinge points.
The elevator surfaces deflection are limited by the primary stops as follows:
-27 1 up
+19 1 down
RIGHT ELEVATOR
SURFACE
LEFT ELEVATOR
SURFACE
SDS2432273000P063R
Phenom 100 18-13
Flight Controls
Elevator Mechanism - General Description
Elevator Mechanism - Components
ELEVATOR CABLES RUNS
UNDER THE BAGGAGE
COMPARTMENT FLOOR
AUTO PILOT
SERVO
REAR
TORQUE
TUBE
ELEVATOR
SURFACE
B
CABLES ALONG
THE TRAILING
EDGE OF THE
VERTICAL
EMPENNAGE
INTERCONNECTION
TORQUE TUBE
PILOT
CONTROL
YOKE
COPILOT
CONTROL
YOKE
ROTARY BALL
SPLINE BEARINGS
SPECIAL
JOINT
SECONDARY
STOPS
INTERCONNECTION
BELLCRANK
CENTER
SPRING
STICK PUSHER
ACTUATOR (REF.)
HINGE
HINGE
HINGE
ELEVATOR
SURFACE
SDS2432273100P077R
Phenom 100 18-13
Flight Controls
Elevator Mechanism - General Description
Elevator Mechanism - Components
ELEVATOR CABLES RUNS
UNDER THE BAGGAGE
COMPARTMENT FLOOR
AUTO PILOT
SERVO
REAR
TORQUE
TUBE
ELEVATOR
SURFACE
B
CABLES ALONG
THE TRAILING
EDGE OF THE
VERTICAL
EMPENNAGE
INTERCONNECTION
TORQUE TUBE
PILOT
CONTROL
YOKE
COPILOT
CONTROL
YOKE
ROTARY BALL
SPLINE BEARINGS
SPECIAL
JOINT
SECONDARY
STOPS
INTERCONNECTION
BELLCRANK
CENTER
SPRING
STICK PUSHER
ACTUATOR (REF.)
HINGE
HINGE
HINGE
ELEVATOR
SURFACE
SDS2432273100P077R
18-14 Phenom 100
Pitch Trim System
The pitch trim system is commanded by the Trim Actuation System (TAS
(Trim Actuation System) to perform the following functions:
Manual Trim
When flying manually, the pilot commands the trim switches in order to
alleviate the forces in the control yoke.
Auto Trim
When the AP (Automatic Pilot) is engaged, the TAS receives commands
from the AFCS (Automatic Flight Control System) in order to alleviate the
forces on the AP pitch servo.
Elevator Trim System
The pitch trim subsystem is based on two redundant operation modes: Nor-
mal and Backup.
When operating in Normal Mode, manual trim is commanded by pilot or copi-
lot through the switches on control yoke. Switches signal are then processed
by the avionics and sent to the TAC (Trim Actuator Controller) 1 which oper-
ates the actuator attached to the left elevator trim tab. The pitch trim system
comprises a master and slave configuration so that when the LH (Left Hand)
actuator is operating it also back drives the actuator attached to the RH (Right
Hand) elevator trim tab through an interconnecting flex shaft.
In case of a failure of this command path yoke switches, avionics, TAC 1 or
LH actuator the pilot switches the system to Backup Mode in the pitch trim
mode selection switch at the trim panel and commands the system only
through the backup trim switch. The command signals go directly to the TAC
2 which operates the RH actuator. Originally set as slave, this actuator will
now operate as a master and will drive the LH actuator through the flex shaft.
DC (Direct Current) power is supplied to each TAC channel through an indi-
vidual circuit breaker so as to provide independent control and motor power
inputs. However pitch trim mode selection switch will remove the motor power
of the slave actuator to prevent a force fight condition with the master actua-
tor. Which actuator (LH or RH) is master or slave depends on the selected
operating mode as described above.
PITCH TRIM SURFACES
SDS2432273400P085
18-14 Phenom 100
Pitch Trim System
The pitch trim system is commanded by the Trim Actuation System (TAS
(Trim Actuation System) to perform the following functions:
Manual Trim
When flying manually, the pilot commands the trim switches in order to
alleviate the forces in the control yoke.
Auto Trim
When the AP (Automatic Pilot) is engaged, the TAS receives commands
from the AFCS (Automatic Flight Control System) in order to alleviate the
forces on the AP pitch servo.
Elevator Trim System
The pitch trim subsystem is based on two redundant operation modes: Nor-
mal and Backup.
When operating in Normal Mode, manual trim is commanded by pilot or copi-
lot through the switches on control yoke. Switches signal are then processed
by the avionics and sent to the TAC (Trim Actuator Controller) 1 which oper-
ates the actuator attached to the left elevator trim tab. The pitch trim system
comprises a master and slave configuration so that when the LH (Left Hand)
actuator is operating it also back drives the actuator attached to the RH (Right
Hand) elevator trim tab through an interconnecting flex shaft.
In case of a failure of this command path yoke switches, avionics, TAC 1 or
LH actuator the pilot switches the system to Backup Mode in the pitch trim
mode selection switch at the trim panel and commands the system only
through the backup trim switch. The command signals go directly to the TAC
2 which operates the RH actuator. Originally set as slave, this actuator will
now operate as a master and will drive the LH actuator through the flex shaft.
DC (Direct Current) power is supplied to each TAC channel through an indi-
vidual circuit breaker so as to provide independent control and motor power
inputs. However pitch trim mode selection switch will remove the motor power
of the slave actuator to prevent a force fight condition with the master actua-
tor. Which actuator (LH or RH) is master or slave depends on the selected
operating mode as described above.
PITCH TRIM SURFACES
SDS2432273400P085
Phenom 100 18-15
Flight Controls
Control power and motor power for the TAC 1 pitch channel (Normal, LH) is
provided through the aircraft DC Bus 2 while control power and motor power
for the TAC 2 pitch channel (Backup, RH) is provided through the aircraft
Emergency Bus.
When operating in Normal Mode, the TAS can also receive inputs from AFCS
coming from the avionics: the auto trim commands alleviate the forces on the
pitch servo when the AP is engaged. Note that the backup mode does not
receive inputs from the avionics so that a failure of normal mode will result in
a loss of auto trim capability. Manual and auto trim commands are not distin-
guishable by the TAC. Therefore, the avionics logic follows the priority below:
Pilot Pitch Trim Switch Priority 1
Copilot Pitch Trim Switch Priority 2
Auto Trim Priority 3 (they do not operate simultaneously).

In the backup mode, only the backup pitch trim switch will send commands to
the system.
The position of both LH and RH pitch trim actuators are independently trans-
mitted to the avionics by the TACs for indication purposes. Fault status is also
transmitted to the CAS (Crew Alerting System) message annunciation.
A trim rate control discrete signal routed from the avionics to TAC 1 pitch
channel selects the normal mode operating trim rate to high or low as a func-
tion of airspeed. Comparatively, backup mode will operate only at a fixed
medium trim rate.
the TAC imposes a 3 seconds authority limit to every trim command, indepen-
dently of how long the trim switch is held depressed. Once the authority lim-
iter interrupts the trim command, a new trim command can be readily
executed right after the trim switch is released and depressed again.
Both pilot and copilot control yoke present a QD (Quick Disconnect) switch
that when pressed interrupts any trim operation to mitigate runaways in case
the TAC 3 seconds timer fails.
Indication and Alerting
The pitch trim scale is displayed as a doubled vertical path arranged in a mir-
ror configuration. The pitch trim scale also incorporates a green band to indi-
cate the allowable pitch trim position range for takeoff.
Two pointers displayed in a mirror configuration move synchronized along the
pitch trim scale according to the average of left and right pitch trim actuators
positions.The pointers move upwards for aircraft nose up trim (pitch up) and
downwards for aircraft nose down trim (pitch down).
The boxed digital readout is located on the right side of the pitch trim scale
and is used to indicate a 2 digits integer index corresponding to the average
of the left and the right pitch trim actuators positions. When pitch trim is taken
Phenom 100 18-15
Flight Controls
Control power and motor power for the TAC 1 pitch channel (Normal, LH) is
provided through the aircraft DC Bus 2 while control power and motor power
for the TAC 2 pitch channel (Backup, RH) is provided through the aircraft
Emergency Bus.
When operating in Normal Mode, the TAS can also receive inputs from AFCS
coming from the avionics: the auto trim commands alleviate the forces on the
pitch servo when the AP is engaged. Note that the backup mode does not
receive inputs from the avionics so that a failure of normal mode will result in
a loss of auto trim capability. Manual and auto trim commands are not distin-
guishable by the TAC. Therefore, the avionics logic follows the priority below:
Pilot Pitch Trim Switch Priority 1
Copilot Pitch Trim Switch Priority 2
Auto Trim Priority 3 (they do not operate simultaneously).

In the backup mode, only the backup pitch trim switch will send commands to
the system.
The position of both LH and RH pitch trim actuators are independently trans-
mitted to the avionics by the TACs for indication purposes. Fault status is also
transmitted to the CAS (Crew Alerting System) message annunciation.
A trim rate control discrete signal routed from the avionics to TAC 1 pitch
channel selects the normal mode operating trim rate to high or low as a func-
tion of airspeed. Comparatively, backup mode will operate only at a fixed
medium trim rate.
the TAC imposes a 3 seconds authority limit to every trim command, indepen-
dently of how long the trim switch is held depressed. Once the authority lim-
iter interrupts the trim command, a new trim command can be readily
executed right after the trim switch is released and depressed again.
Both pilot and copilot control yoke present a QD (Quick Disconnect) switch
that when pressed interrupts any trim operation to mitigate runaways in case
the TAC 3 seconds timer fails.
Indication and Alerting
The pitch trim scale is displayed as a doubled vertical path arranged in a mir-
ror configuration. The pitch trim scale also incorporates a green band to indi-
cate the allowable pitch trim position range for takeoff.
Two pointers displayed in a mirror configuration move synchronized along the
pitch trim scale according to the average of left and right pitch trim actuators
positions.The pointers move upwards for aircraft nose up trim (pitch up) and
downwards for aircraft nose down trim (pitch down).
The boxed digital readout is located on the right side of the pitch trim scale
and is used to indicate a 2 digits integer index corresponding to the average
of the left and the right pitch trim actuators positions. When pitch trim is taken
18-16 Phenom 100
to the lower scale limit (full pitch down) and to the upper scale limit (full pitch
up) the 2 digits integer index respectively indicates 0 and 100.
In case of a failure, resulting in asymmetric position indication between left
and right pitch trim actuators (e.g. a flex shaft failure), the left pointer is posi-
tioned according to the left pitch trim actuator position and the right pointer is
positioned according to the right pitch trim actuator position. This condition is
also followed by a PTRIM DISCONNECT CAS message. Additionally, both
pointers become filled in amber and the pitch trim digital readout index is
replaced with 2 amber dashes.
In case of loss or invalid pitch trim position from either LH or RH pitch trim
actuator, both pointers are removed from display and the pitch trim digital
readout index is replaced with 2 amber dashes.
In case the pitch trim is not positioned inside the green band during takeoff
preparation, the avionics provide a NO TAKEOFF: TRIM, NO TAKEOFF:
TRIM aural warning to alert the crew of the incorrect setting. The pointer
will change to red and the readout will become red in inverse video.
In case of a failure resulting in asymmetric position indication between left
and right pitch trim actuators during takeoff preparation, the pitch trim indica-
18-16 Phenom 100
to the lower scale limit (full pitch down) and to the upper scale limit (full pitch
up) the 2 digits integer index respectively indicates 0 and 100.
In case of a failure, resulting in asymmetric position indication between left
and right pitch trim actuators (e.g. a flex shaft failure), the left pointer is posi-
tioned according to the left pitch trim actuator position and the right pointer is
positioned according to the right pitch trim actuator position. This condition is
also followed by a PTRIM DISCONNECT CAS message. Additionally, both
pointers become filled in amber and the pitch trim digital readout index is
replaced with 2 amber dashes.
In case of loss or invalid pitch trim position from either LH or RH pitch trim
actuator, both pointers are removed from display and the pitch trim digital
readout index is replaced with 2 amber dashes.
In case the pitch trim is not positioned inside the green band during takeoff
preparation, the avionics provide a NO TAKEOFF: TRIM, NO TAKEOFF:
TRIM aural warning to alert the crew of the incorrect setting. The pointer
will change to red and the readout will become red in inverse video.
In case of a failure resulting in asymmetric position indication between left
and right pitch trim actuators during takeoff preparation, the pitch trim indica-
Phenom 100 18-17
Flight Controls
tion is displayed with both pointers filled in red representing their individual
position. Additionally, the pitch trim digital readout becomes red in inverse
video with the 2 dashes displayed in white.
This condition is always accompanied by the CAS message NO TO CON-
FIG and an associated aural warning sounding NO TAKEOFF: TRIM, NO
TAKEOFF: TRIM besides the PTRIM DISCONNECT CAS message.
In case of loss or invalid LH or RH pitch trim position during takeoff prepara-
tion the pitch trim indication is maintained with removed pitch trim pointers,
but the digital readout becomes red in inverse video with the 2 dashes dis-
played in white. This condition is always accompanied by the CAS message
NO TO CONFIG and the aural warning NO TAKEOFF: TRIM, NO TAKE-
OFF: TRIM.
CAS Indication
The CAS messages provided by the TAS are used to indicate pitch trim
failure conditions so that flight crew can perform the appropriate corrective
actions.
Elevator Trim System - CAS Messages
Failures in the TAS affecting auto trim function will result in a PTRIM NML
FAIL CAS message.
Aural Warning
Whenever there is takeoff intent and the pitch trim tab surfaces are not appro-
priately configured for takeoff, the avionics provide an aural warning sounding
NO TAKEOFF: TRIM, NO TAKE OFF: TRIM that is triggered in associa-
tion with the NO TO CONFIG CAS message.
When operating in pitch trim normal mode, the avionics systems provide an
aural warning sounding TRIM, TRIM, TRIM so that casual control yoke
pitch trim switches mishandling can be corrected in time by the pilot or copi-
Warning NO TO CONFIG
Pitch trim outside of the green band
(allowable for takeoff).
Caution
PTRIM NML FAIL Pitch normal mode inoperative.
PTRIM BKP FAIL Pitch backup mode inoperative.
Advisory
PTRIM DISCONNECT
Miscompare of pitch trim actuators
position.
PTRIM SW1 FAIL
Loss of command through pilot pitch
trim switch.
PTRIM SW2 FAIL
Loss of command through co-pilot
pitch trim switch.
Phenom 100 18-17
Flight Controls
tion is displayed with both pointers filled in red representing their individual
position. Additionally, the pitch trim digital readout becomes red in inverse
video with the 2 dashes displayed in white.
This condition is always accompanied by the CAS message NO TO CON-
FIG and an associated aural warning sounding NO TAKEOFF: TRIM, NO
TAKEOFF: TRIM besides the PTRIM DISCONNECT CAS message.
In case of loss or invalid LH or RH pitch trim position during takeoff prepara-
tion the pitch trim indication is maintained with removed pitch trim pointers,
but the digital readout becomes red in inverse video with the 2 dashes dis-
played in white. This condition is always accompanied by the CAS message
NO TO CONFIG and the aural warning NO TAKEOFF: TRIM, NO TAKE-
OFF: TRIM.
CAS Indication
The CAS messages provided by the TAS are used to indicate pitch trim
failure conditions so that flight crew can perform the appropriate corrective
actions.
Elevator Trim System - CAS Messages
Failures in the TAS affecting auto trim function will result in a PTRIM NML
FAIL CAS message.
Aural Warning
Whenever there is takeoff intent and the pitch trim tab surfaces are not appro-
priately configured for takeoff, the avionics provide an aural warning sounding
NO TAKEOFF: TRIM, NO TAKE OFF: TRIM that is triggered in associa-
tion with the NO TO CONFIG CAS message.
When operating in pitch trim normal mode, the avionics systems provide an
aural warning sounding TRIM, TRIM, TRIM so that casual control yoke
pitch trim switches mishandling can be corrected in time by the pilot or copi-
Pitch trim outside of the green band
(allowable for takeoff).
Caution
Advisory
PTRIM DISCONNECT
position.
PTRIM SW1 FAIL
Loss of command through pilot pitch
trim switch.
PTRIM SW2 FAIL
pitch trim switch.
18-18 Phenom 100
lot, prior to having a trim switch latched fault.Two possible trim switch mishan-
dling cases can result in either pilot or copilot trim switch invalid command:
Half of the switch is activated (generating an invalid trim command)
Trim switch activated for longer than the 3 seconds trim command authority.
In case an invalid trim switch command persists for more than 1 second, the
aural warning TRIM, TRIM, TRIM starts. If the invalid condition persists
for more than 7 seconds, the aural warning stops and the CAS message
PTRIM SW1 FAIL or PTRIM SW2 FAIL is displayed, depending on which
pitch trim switch generates the invalid input.
The TRIM, TRIM, TRIM aural warning is not available for pitch backup,
roll or yaw trim subsystems.
Note: Once a pitch trim switch has been declared failed, neither trim com-
mand nor aural warnings can be generated from operating that switch,
until the next aircraft power-up.
18-18 Phenom 100
lot, prior to having a trim switch latched fault.Two possible trim switch mishan-
dling cases can result in either pilot or copilot trim switch invalid command:
Half of the switch is activated (generating an invalid trim command)
Trim switch activated for longer than the 3 seconds trim command authority.
In case an invalid trim switch command persists for more than 1 second, the
aural warning TRIM, TRIM, TRIM starts. If the invalid condition persists
for more than 7 seconds, the aural warning stops and the CAS message
PTRIM SW1 FAIL or PTRIM SW2 FAIL is displayed, depending on which
pitch trim switch generates the invalid input.
The TRIM, TRIM, TRIM aural warning is not available for pitch backup,
roll or yaw trim subsystems.
Note: Once a pitch trim switch has been declared failed, neither trim com-
mand nor aural warnings can be generated from operating that switch,
until the next aircraft power-up.
Phenom 100 18-19
Flight Controls
Pitch Trim System - General Description
TRIM
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ROLL
PITCH
YAW
20
TRIMS
S
D
S
2
4
3
2
2
7
3
4
0
0
P
0
9
1
R
ROLL
PITCH
YAW
20
TRIMS
ROLL TRIM
POINTER
ROLL TRIM
SCALE
PITCH TRIM
DIGITAL
READOUT
DOUBLE PITCH
TRIM SCALE
YAW TRIM
POINTER
YAW TRIM
SCALE
ALLOWABLE
BAND FOR
TAKEOFF
PITCH TRIM
POINTER
EICAS TRIMS INDICATION
SDS2432273400P095R
Phenom 100 18-19
Flight Controls
Pitch Trim System - General Description
TRIM
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ROLL
PITCH
YAW
20
TRIMS
S
D
S
2
4
3
2
2
7
3
4
0
0
P
0
9
1
R
ROLL
PITCH
YAW
20
TRIMS
ROLL TRIM
POINTER
ROLL TRIM
SCALE
PITCH TRIM
DIGITAL
READOUT
DOUBLE PITCH
TRIM SCALE
YAW TRIM
POINTER
YAW TRIM
SCALE
ALLOWABLE
BAND FOR
TAKEOFF
PITCH TRIM
POINTER
EICAS TRIMS INDICATION
SDS2432273400P095R
18-20 Phenom 100
EM500ENAOM140070D.DGN
MFD
TRIM
ROLL PITCH
YAW
TRIM
ROLL PITCH
YAW
10
TRIM
ROLL PITCH
YAW
10
TRIM
ROLL PITCH
YAW
TRIM
ROLL PITCH
YAW
TRIM
ROLL PITCH
YAW
10
TRIM
ROLL PITCH
YAW
10
CAS TRIM INDICATION
CAS INDICATION FOR INVALID ROLL
TRIM POSITION
CAS INDICATION FOR INVALID PITCH
TRIM POSITION
CAS INDICATION FOR AIRPLANE IN TAKEOFF
CONFIGURATION WITH PITCH TRIM
POSITION OUTSIDE OF THE GREEN BAND
CONFIGURATION WITH ASYMMETRIC
PITCH TRIM POSITION
CAS INDICATION FOR INVALID OR
LOSS YAW TRIM POSITION
CAS INDICATION FOR ASYMMETRIC
PITCH TRIM POSITION
18-20 Phenom 100
EM500ENAOM140070D.DGN
MFD
TRIM
ROLL PITCH
YAW
TRIM
ROLL PITCH
YAW
10
TRIM
ROLL PITCH
YAW
10
TRIM
ROLL PITCH
YAW
TRIM
ROLL PITCH
YAW
TRIM
ROLL PITCH
YAW
10
TRIM
ROLL PITCH
YAW
10
CAS TRIM INDICATION
CAS INDICATION FOR INVALID ROLL
TRIM POSITION
CAS INDICATION FOR INVALID PITCH
TRIM POSITION
CONFIGURATION WITH PITCH TRIM
POSITION OUTSIDE OF THE GREEN BAND
CONFIGURATION WITH ASYMMETRIC
PITCH TRIM POSITION
CAS INDICATION FOR INVALID OR
LOSS YAW TRIM POSITION
CAS INDICATION FOR ASYMMETRIC
PITCH TRIM POSITION
Phenom 100 18-21
Flight Controls
Flaps
The EMB 500 aircraft has a fowler flap panel on each wing (2 panels total) for
lift augmentation.
Panels are operated through the Flap Actuation System (FAS), which is a
complete electromechanical system utilizing electronic synchronization tech-
nology to provide flap position control (there are no mechanical structures or
mechanical links between the left and right flap panels).
A single actuator, Flap Linear Actuator (FLA), located on each flap panel pro-
vides the necessary force against the aerodynamic loads to move each flap
panel.
Each track mounted flap panel deploys along an angled trajectory in accor-
dance with the shape of the deployment track.
System Description
The desired flap position is selected by the pilot via the Flap Selector Lever
(FSL), mounted in the cockpit.
Flap panel extension and retraction are accomplished in response to redun-
dant electrical signals transmitted by the FSL to the Flap System Control Unit
(FSCU).
A dual discrete sequence of signals from the FSL defines a valid command to
move the flap panel in accordance with each FSCU channel. The command
is compared between the left and right channel control electronics within the
FSCU. Upon agreement of the FSL signals, each FSCU channel provides an
enable signal to the opposite channel and a command within its own channel
to disengage the power off electric brakes and to activate the brushless
Direct Current (DC) motor.
E
M
5
0
0
E
N
S
D
S
2
7
0
0
4
9
A
.
D
G
N
F LAP S E L E C T OR L E V E R ( F S L )
AVI ONIC S
S YS TE MS
G S E
( MAI NT E NANC E )
28V WOW AI R S P E E D
L H FL AP P ANE L R H FL AP P ANEL
MOT OR / BR A K E MOT OR / BR A K E
F LAP LI NE AR ACT UATOR
( FL A)
F LAP LI NE AR AC T UAT OR
( FL A) F LAP POSI TI ON
S E NSOR UNIT
( FP SU)
AC T UAT OR C ONT R OL
L E G E ND:
MAI N CHANNE L
BACK UP C H ANNE L
F L AP SY S T E M
C O N T R O L U N I T
( F S CU)
F L A P S - S Y S T E M
P OS I T I ON F E E DB AC K ( DUAL) P OS I T I ON F E E DB AC K ( DUAL)
F LAP POSI TI ON
S E NSOR UNIT
( F P SU)
Phenom 100 18-21
Flight Controls
Flaps
The EMB 500 aircraft has a fowler flap panel on each wing (2 panels total) for
lift augmentation.
Panels are operated through the Flap Actuation System (FAS), which is a
complete electromechanical system utilizing electronic synchronization tech-
nology to provide flap position control (there are no mechanical structures or
mechanical links between the left and right flap panels).
A single actuator, Flap Linear Actuator (FLA), located on each flap panel pro-
vides the necessary force against the aerodynamic loads to move each flap
panel.
Each track mounted flap panel deploys along an angled trajectory in accor-
dance with the shape of the deployment track.
System Description
The desired flap position is selected by the pilot via the Flap Selector Lever
(FSL), mounted in the cockpit.
Flap panel extension and retraction are accomplished in response to redun-
dant electrical signals transmitted by the FSL to the Flap System Control Unit
(FSCU).
A dual discrete sequence of signals from the FSL defines a valid command to
move the flap panel in accordance with each FSCU channel. The command
is compared between the left and right channel control electronics within the
FSCU. Upon agreement of the FSL signals, each FSCU channel provides an
enable signal to the opposite channel and a command within its own channel
to disengage the power off electric brakes and to activate the brushless
Direct Current (DC) motor.
E
M
5
0
0
E
N
S
D
S
2
7
0
0
4
9
A
.
D
G
N
F LAP S E L E C T OR L E V E R ( F S L )
AVI ONIC S
S YS TE MS
G S E
( MAI NT E NANC E )
28V WOW AI R S P E E D
L H FL AP P ANE L R H FL AP P ANEL
MOT OR / BR A K E MOT OR / BR A K E
F LAP LI NE AR ACT UATOR
( FL A)
F LAP LI NE AR AC T UAT OR
( FL A) F LAP POSI TI ON
S E NSOR UNIT
( FP SU)
L E G E ND:
MAI N CHANNE L
BACK UP C H ANNE L
F L AP SY S T E M
C O N T R O L U N I T
( F S CU)
F L A P S - S Y S T E M
P OS I T I ON F E E DB AC K ( DUAL) P OS I T I ON F E E DB AC K ( DUAL)
F LAP POSI TI ON
S E NSOR UNIT
( F P SU)
18-22 Phenom 100
The activation of the brushless motor will either extend or retract the FLA ball
screw consistently with the command.
The FLA ball screw is driven at a constant speed by the brushless DC motor
through a gear train to the new flap position.
Power to the FAS is provided by aircraft DC1 electrical Bus (28 V DC)
through two independent and dedicated circuit breakers; one for control and
the other for motor operation.
FAS operation is designed for fail safe operation, i.e., in the event of a failure,
the FAS shuts down in a safe condition. Monitors within the FSCU perform
health and status checks of the entire system and the individual Line
Replaceable Unit (LRU). Any detected fault condition will result in halting the
system motion. The FLA electric brakes are engaged and motor drive is
inhibited until the applicable reset condition is applied. The flap system
performs a power up bit and a continuous bit for monitoring and fault
detection. Critical system faults such as asymmetry and uncommanded
motion result in system lock out and are only resettable when FSCU control
power is recycled and aircraft is on ground.
In order to define whether the aircraft is in air or on ground, FAS uses 2
Weight-on-Wheels (WOW) and 1 Airspeed discrete signals.
A
B
F LAP L E ADI NG
E D G E (R E F )
WI NG TR AI LI NG
E DG E - R E AR S PAR (R E F)
R H FL A P P ANEL
A
B
F L AP L I NE AR
AC T UATOR (F LA)
F LAP LI NE AR
ACT UATOR (F LA)
E
M
5
0
0
E
N
S
D
S
2
7
0
0
7
1
A
.
D
G
N
L H F L AP P ANEL
F L A P ME C HA NI C A L C OMP ONE NT S
18-22 Phenom 100
The activation of the brushless motor will either extend or retract the FLA ball
screw consistently with the command.
The FLA ball screw is driven at a constant speed by the brushless DC motor
through a gear train to the new flap position.
Power to the FAS is provided by aircraft DC1 electrical Bus (28 V DC)
through two independent and dedicated circuit breakers; one for control and
the other for motor operation.
FAS operation is designed for fail safe operation, i.e., in the event of a failure,
the FAS shuts down in a safe condition. Monitors within the FSCU perform
health and status checks of the entire system and the individual Line
Replaceable Unit (LRU). Any detected fault condition will result in halting the
system motion. The FLA electric brakes are engaged and motor drive is
inhibited until the applicable reset condition is applied. The flap system
performs a power up bit and a continuous bit for monitoring and fault
detection. Critical system faults such as asymmetry and uncommanded
motion result in system lock out and are only resettable when FSCU control
power is recycled and aircraft is on ground.
In order to define whether the aircraft is in air or on ground, FAS uses 2
Weight-on-Wheels (WOW) and 1 Airspeed discrete signals.
A
B
F LAP L E ADI NG
E D G E (R E F )
WI NG TR AI LI NG
E DG E - R E AR S PAR (R E F)
R H FL A P P ANEL
A
B
F L AP L I NE AR
AC T UATOR (F LA)
F LAP LI NE AR
ACT UATOR (F LA)
E
M
5
0
0
E
N
S
D
S
2
7
0
0
7
1
A
.
D
G
N
L H F L AP P ANEL
F L A P ME C HA NI C A L C OMP ONE NT S
Phenom 100 18-23
Flight Controls
EICAS Display
Flap System Indication and Alerting
Flap Position
Displays the flap position. If information is lost or out of valid range,
indication will be removed.
GREEN: normal system operation
YELLOW: flap system is failed or FSL position is lost
RED: before takeoff, flap out of takeoff position
Cyan pointer shows flap commanded position (FSL position), along
with the scale and moves up the scale for decreasing values of flap
angle. The flap scale has tic marks at each end, representing positions
at 0 and FULL. If the information is lost or out of valid range, the indica-
tion will be removed.
Flap Readout
Displays flap surface position. If flaps are in motion, the readout is
replaced with green dashes. If flap position is invalid or unavailable, the
readout is replaced with a red X.
GREEN: valid flap position
YELLOW: flap system is inoperative but position information is available
RED: before takeoff, flap out of takeoff position (inverse video)
CYAN: flap is inoperative (inverse video)
Figure 3-1 EICAS (Normal)
EIS
Display
MFD
Phenom 100 18-23
Flight Controls
EICAS Display
Flap System Indication and Alerting
Flap Position
Displays the flap position. If information is lost or out of valid range,
indication will be removed.
GREEN: normal system operation
YELLOW: flap system is failed or FSL position is lost
RED: before takeoff, flap out of takeoff position
Cyan pointer shows flap commanded position (FSL position), along
with the scale and moves up the scale for decreasing values of flap
angle. The flap scale has tic marks at each end, representing positions
at 0 and FULL. If the information is lost or out of valid range, the indica-
tion will be removed.
Flap Readout
Displays flap surface position. If flaps are in motion, the readout is
replaced with green dashes. If flap position is invalid or unavailable, the
readout is replaced with a red X.
GREEN: valid flap position
YELLOW: flap system is inoperative but position information is available
RED: before takeoff, flap out of takeoff position (inverse video)
CYAN: flap is inoperative (inverse video)
Figure 3-1 EICAS (Normal)
EIS
Display
MFD
18-24 Phenom 100
The table below presents the selectable flap positions and the associated
placard speeds. The avionics system provides a HIGH SPEED, FLAP aural
warning in case the aircraft speed violates the placard speed (including toler-
ance) for the given flap position.

FLAP POSITION PRE-MOD POST-MOD

1 Take-Off - 10 Take-Off - 10

2 Take-Off & Landing - 26 Take-Off - 26

3 (EASA) Landing - 36 Landing - 26

FULL (FAA/ANAC) Landing - 36 *Landing - 36

* EASA/FAA/ANAC

If a failure occurs in one of the flap channels or an unsafe condition is
detected by the FAS, the flap panel operation is halted and the EICAS mes-
sage FLAP FAIL is displayed, (see below).
18-24 Phenom 100
The table below presents the selectable flap positions and the associated
placard speeds. The avionics system provides a HIGH SPEED, FLAP aural
warning in case the aircraft speed violates the placard speed (including toler-
ance) for the given flap position.

FLAP POSITION PRE-MOD POST-MOD

1 Take-Off - 10 Take-Off - 10

2 Take-Off & Landing - 26 Take-Off - 26

3 (EASA) Landing - 36 Landing - 26

FULL (FAA/ANAC) Landing - 36 *Landing - 36

* EASA/FAA/ANAC

If a failure occurs in one of the flap channels or an unsafe condition is
detected by the FAS, the flap panel operation is halted and the EICAS mes-
sage FLAP FAIL is displayed, (see below).
Phenom 100 18-25
Flight Controls
Flap Displays.
The flap readout box indicates discrete flap position, the flap pointer indicates
flap panel deflection and the flap selected bug indicates FSL position.
In case a flap position not allowed for takeoff is selected during take off prep-
arations, the Avionics Systems provides a NO TAKEOFF FLAPS aural
warning to alert the crew of the incorrect setting. The synoptic and readout
will change to red inverse video.
Caution FLAP FAIL Inoperative FAS
Advisory
FLAP NOT
AVAIL
Flap system no longer available.
E
M
5
0
0
E
N
S
D
S
2
7
0
0
7
7
A
.
D
G
N
A
A
A
A
NO TAKEOFF CONFIG
FLAP FAIL
FLAP NOT AVAIL
2
FLAP
1
FLAP
RED
YELLOW
WHITE
FIXED WING
(WHITE)
FLAP ANGLE SCALE
(WHITE)
GREEN
GREEN
FLAP POINTER INDICATION
(GREEN)
FLAP SELECTION BUG
(CIAN)
FLAP READOUT
(GREEN)
FLAP FIELD LABEL
(GRAY)
Phenom 100 18-25
Flight Controls
Flap Displays.
The flap readout box indicates discrete flap position, the flap pointer indicates
flap panel deflection and the flap selected bug indicates FSL position.
In case a flap position not allowed for takeoff is selected during take off prep-
arations, the Avionics Systems provides a NO TAKEOFF FLAPS aural
warning to alert the crew of the incorrect setting. The synoptic and readout
will change to red inverse video.
Caution FLAP FAIL Inoperative FAS
Advisory
FLAP NOT
AVAIL
Flap system no longer available.
E
M
5
0
0
E
N
S
D
S
2
7
0
0
7
7
A
.
D
G
N
A
A
A
A
NO TAKEOFF CONFIG
FLAP FAIL
FLAP NOT AVAIL
2
FLAP
1
FLAP
RED
YELLOW
WHITE
FIXED WING
(WHITE)
FLAP ANGLE SCALE
(WHITE)
GREEN
GREEN
FLAP POINTER INDICATION
(GREEN)
FLAP SELECTION BUG
(CIAN)
FLAP READOUT
(GREEN)
FLAP FIELD LABEL
(GRAY)
18-26 Phenom 100
Flap Displays
FLAP
0
CLEAN WING (FLAP 0)
--
FLAP
FLAP IN MOTION.
2
FLAP
FLAP STOP PED IN A COMMANDED
POSITION.
FLAP
0
FLAP FAILED AT POSITION 0.
FLAP
2
FLAP JAMMED CLOSE TO POSITION 2.
FLAP
2
LOSS OF SELECTOR LEVER POSITION.
FLAP
--
LOSS OF OF FLAP POSITION OR FLAP
POSITION OUT OF VALID RANGE.
FLAP
--
LOSS OF OF FALL INFORMATION ABOUT
FLAP.
FLAP
0
FLAP
0
DISPATCHABLE
INOPERATIVE FLAP SYSTEM
FLAP OUT OF TAKEOFF POSITION E
M
5
0
0
E
N
A
O
M
1
4
0
0
6
9
B
.
D
G
N
18-26 Phenom 100
Flap Displays
FLAP
0
CLEAN WING (FLAP 0)
--
FLAP
FLAP IN MOTION.
2
FLAP
FLAP STOP PED IN A COMMANDED
POSITION.
FLAP
0
FLAP FAILED AT POSITION 0.
FLAP
2
FLAP JAMMED CLOSE TO POSITION 2.
FLAP
2
LOSS OF SELECTOR LEVER POSITION.
FLAP
--
LOSS OF OF FLAP POSITION OR FLAP
POSITION OUT OF VALID RANGE.
FLAP
--
LOSS OF OF FALL INFORMATION ABOUT
FLAP.
FLAP
0
FLAP
0
DISPATCHABLE
INOPERATIVE FLAP SYSTEM
FLAP OUT OF TAKEOFF POSITION E
M
5
0
0
E
N
A
O
M
1
4
0
0
6
9
B
.
D
G
N
Phenom 100 18-27
Flight Controls
Flap CAS Messages and Corresponding Synoptic Indications
Normal Operation
After the aircraft has been energized and FSCU has completed its power-up,
FAS is ready to operate. No action other than flap position selection by FSL is
required to operate the system.
A typical flap operation cycle consists of:
Deployment of flaps to the desired takeoff position during the preflight checks.
Retraction of flaps to full retract position during the takeoff climb.
Deployment of flaps to the desired landing position during approach.
Retraction of flaps to full retract position after landing run.

Flap position and synoptic is continuously displayed on EICAS during opera-
tion to provide feedback to pilot.
FLAP
2
FLAP
--
FLAP
0
FLAP FAIL
FLAP FAIL
NO TAKE OFF CONFIG
(YELLOW)
(YELLOW) (WHI TE)
(RED)
FLAP
2
FLAP NOT AVAIL
FLAP INOPERATIVE (YELLOW)
LOSS OF POSITION INDICATION FLAP INOPERATIVE
FLAP POSITION NOT
ALLOWED FOR TAKEOFF
Phenom 100 18-27
Flight Controls
Flap CAS Messages and Corresponding Synoptic Indications
Normal Operation
After the aircraft has been energized and FSCU has completed its power-up,
FAS is ready to operate. No action other than flap position selection by FSL is
required to operate the system.
A typical flap operation cycle consists of:
Deployment of flaps to the desired takeoff position during the preflight checks.
Retraction of flaps to full retract position during the takeoff climb.
Deployment of flaps to the desired landing position during approach.
Retraction of flaps to full retract position after landing run.

Flap position and synoptic is continuously displayed on EICAS during opera-
tion to provide feedback to pilot.
FLAP
2
FLAP
--
FLAP
0
FLAP FAIL
FLAP FAIL
NO TAKE OFF CONFIG
(YELLOW)
(YELLOW) (WHI TE)
(RED)
FLAP
2
FLAP NOT AVAIL
FLAP INOPERATIVE (YELLOW)
LOSS OF POSITION INDICATION FLAP INOPERATIVE
FLAP POSITION NOT
ALLOWED FOR TAKEOFF
18-28 Phenom 100
January 2011 Rev.2 Developed for Training Purposes
Flap Selector Lever
Selects flap position by lifting the lever to disengage and moving it forward or
rearward, as necessary, and dropping it at one of the five detent /gated posi-
tions.
Intermediate positions are not valid and, if selected and kept at this position,
will result a FLAP FAIL message on EICAS. In this case, flaps panels will
remain at the last valid position commanded.
Lever Position Flap Position Detent / Gated
0 0 Detent / Stop
1 10 Detent
2 26 Gated / Stop
3 26 Detent
Full 36 Detent / Stop
ENGINE CONTROL PANEL
E
M
5
0
0
E
N
A
O
M
1
4
0
0
6
6
A
.
D
G
N
3 3
2 2
FULL
FULL
0
1
0
1
3
NOTE: Post-Mod. SB 500-27-0003
18-28 Phenom 100
Flap Selector Lever
Selects flap position by lifting the lever to disengage and moving it forward or
rearward, as necessary, and dropping it at one of the five detent /gated posi-
tions.
Intermediate positions are not valid and, if selected and kept at this position,
will result a FLAP FAIL message on EICAS. In this case, flaps panels will
remain at the last valid position commanded.
Lever Position Flap Position Detent / Gated
0 0 Detent / Stop
1 10 Detent
2 26 Gated / Stop
3 26 Detent
Full 36 Detent / Stop
ENGINE CONTROL PANEL
E
M
5
0
0
E
N
A
O
M
1
4
0
0
6
6
A
.
D
G
N
3 3
2 2
FULL
FULL
0
1
0
1
3
NOTE: Post-Mod. SB 500-27-0003
Phenom 100 18-29
Flight Controls
Flap Valid and Operative Positions
Abnormal Operation
In case of loss of operation of the FAS, there is no alternative system or alter-
native mode of operation. After the FLAP FAIL message is displayed on
CAS, the pilot must follow the Airplane Flight Manual (AFM) procedures to
perform a flapless landing.
FLAP
0
FLAP
0
--
FLAP
2
FLAP FLAP
FULL
E
M
5
0
0
E
N
S
D
S
2
7
0
0
7
8
A
.
D
G
N
C LE AN WING DI SP LAY (F LAP 0)
F LAP IN MOT ION
F LAP AT A V AL ID P OS IT ION FULL F LAP AT A V AL ID NON ZER O POSI TI ON
G RE E N
G RE E N
G RE E N
G RE E N
Phenom 100 18-29
Flight Controls
Flap Valid and Operative Positions
Abnormal Operation
In case of loss of operation of the FAS, there is no alternative system or alter-
native mode of operation. After the FLAP FAIL message is displayed on
CAS, the pilot must follow the Airplane Flight Manual (AFM) procedures to
perform a flapless landing.
FLAP
0
FLAP
0
--
FLAP
2
FLAP FLAP
FULL
E
M
5
0
0
E
N
S
D
S
2
7
0
0
7
8
A
.
D
G
N
C LE AN WING DI SP LAY (F LAP 0)
F LAP IN MOT ION
F LAP AT A V AL ID P OS IT ION FULL F LAP AT A V AL ID NON ZER O POSI TI ON
G RE E N
G RE E N
G RE E N
G RE E N
18-30 Phenom 100
Flap Valid and/or Inoperative Positions
F
L
A
P
F
L
A
P
0
F
L
A
P

F
A
I
L
E
D

A
T

P
O
S
I
T
I
O
N

0
.
F
L
A
P
F
L
A
P
2
F
L
A
P

J
A
M
M
E
D

C
L
O
S
E

T
O

P
O
S
I
T
I
O
N

2
.
F
L
A
P
-
-1
F
U
L
L
R
E
D
L
O
S
S

O
F

F
L
A
P

P
O
S
I
T
I
O
N

O
R

F
L
A
P
P
O
S
I
T
I
O
N

O
U
T

O
F

V
A
L
I
D

R
A
N
G
E
.
Y
E
L
L
O
W
Y
E
L
L
O
W
Y
E
L
L
O
W
Y
E
L
L
O
W
F
L
A
P
2
Y
E
L
L
O
W
L
O
S
S

O
F

F
L
A
P

S
E
L
E
C
T
O
R

L
E
V
E
R
P
O
S
I
T
I
O
N
.
F
L
A
P

P
O
S
I
T
I
O
N

N
O
T

A
L
L
O
W
E
D

:

F
L
A
P
A
T

F
U
L
L

P
O
S
I
T
I
O
N

D
U
R
I
N
G

T
A
K
E

O
F
F
.
L
O
S
S

O
F

A
L
L

I
N
F
O
R
M
A
T
I
O
N

A
B
O
U
T
F
A
S
.
F
L
A
P

P
O
S
I
T
I
O
N

N
O
T

A
L
L
O
W
E
D

:

F
L
A
P
A
T

0

P
O
S
I
T
I
O
N

D
U
R
I
N
G

T
A
K
E

O
F
F
.
F
L
A
P
0
R
E
D
F
L
A
P
X
F
L
A
P

F
A
I
L
E
D

A
T

I
N
T
E
R
M
E
D
I
A
T
E
P
O
S
I
T
I
O
N

(
R
E
A
D
O
U
T

I
N
D
I
C
A
T
E
S

T
H
E
C
L
O
S
E
S
T

P
O
S
I
T
I
O
N
)
.
18-30 Phenom 100
Flap Valid and/or Inoperative Positions
F
L
A
P
F
L
A
P
0
F
L
A
P

F
A
I
L
E
D

A
T

P
O
S
I
T
I
O
N

0
.
F
L
A
P
F
L
A
P
2
F
L
A
P

J
A
M
M
E
D

C
L
O
S
E

T
O

P
O
S
I
T
I
O
N

2
.
F
L
A
P
-
-1
F
U
L
L
R
E
D
L
O
S
S

O
F

F
L
A
P

P
O
S
I
T
I
O
N

O
R

F
L
A
P
P
O
S
I
T
I
O
N

O
U
T

O
F

V
A
L
I
D

R
A
N
G
E
.
Y
E
L
L
O
W
Y
E
L
L
O
W
Y
E
L
L
O
W
Y
E
L
L
O
W
F
L
A
P
2
Y
E
L
L
O
W
L
O
S
S

O
F

F
L
A
P

S
E
L
E
C
T
O
R

L
E
V
E
R
P
O
S
I
T
I
O
N
.
F
L
A
P

P
O
S
I
T
I
O
N

N
O
T

A
L
L
O
W
E
D

:

F
L
A
P
A
T

F
U
L
L

P
O
S
I
T
I
O
N

D
U
R
I
N
G

T
A
K
E

O
F
F
.
L
O
S
S

O
F

A
L
L

I
N
F
O
R
M
A
T
I
O
N

A
B
O
U
T
F
A
S
.
F
L
A
P

P
O
S
I
T
I
O
N

N
O
T

A
L
L
O
W
E
D

:

F
L
A
P
A
T

0

P
O
S
I
T
I
O
N

D
U
R
I
N
G

T
A
K
E

O
F
F
.
F
L
A
P
0
R
E
D
F
L
A
P
X
F
L
A
P

F
A
I
L
E
D

A
T

I
N
T
E
R
M
E
D
I
A
T
E
P
O
S
I
T
I
O
N

(
R
E
A
D
O
U
T

I
N
D
I
C
A
T
E
S

T
H
E
C
L
O
S
E
S
T

P
O
S
I
T
I
O
N
)
.
Phenom 100 18-31
Flight Controls
Static Discharging
The function of the static discharging subsystem is to prevent accumulation of
static electricity on the aircraft structure
Component Locations
Static Dischargers
The main function of the static-dischargers is discharging static electricity
from the airframe to the atmosphere while the aircraft is in flight and to the
ground when the aircraft makes a landing.
The static dischargers also:
Minimize the risk of electrical shock for the crew, passengers, servicing
and maintenance personnel.
Protect aircraft, with its systems and equipment, against the dangerous
effects of lightning discharges.
Decrease the interference on the radio communication/navigation systems

of the aircraft.
The static discharging sub-subsystem includes 12 static dischargers on the
flying surfaces, as follows:
Three on the trailing edge of the left aileron

Phenom 100 18-31
Flight Controls
Static Discharging
The function of the static discharging subsystem is to prevent accumulation of
static electricity on the aircraft structure
Component Locations
Static Dischargers
The main function of the static-dischargers is discharging static electricity
from the airframe to the atmosphere while the aircraft is in flight and to the
ground when the aircraft makes a landing.
The static dischargers also:
Minimize the risk of electrical shock for the crew, passengers, servicing
and maintenance personnel.
Protect aircraft, with its systems and equipment, against the dangerous
effects of lightning discharges.
Decrease the interference on the radio communication/navigation systems

of the aircraft.
The static discharging sub-subsystem includes 12 static dischargers on the
flying surfaces, as follows:
Three on the trailing edge of the left aileron

18-32 Phenom 100
Three on the trailing edge of the right aileron
Two on the trailing edge of the left elevator
Two on the trailing edge of the right elevator
Two on the rudder
Two on the upper trailing edge of the rudder

Static Dischargers
Each static discharger has a base and a discharger rod. Thus, if a discharger
is damaged, it is easily removed from the base and replaced. Conductive
adhesive attaches the base.
Grounding Points
There is a grounding point bracket installed on the NLG. It can be connected
to the maintenance facility grounding system or to refueling apparatus ground
in order to prevent the risk of electrical personnel or sparking when refueling.
Grounding point jack receptacles are also installed on the bottom of each side
wing.
Wing Grounding Points
B
GROUND POINT
PLUG
END CONNECTED TO THE
SERVICING EQUIPMENT
OR AT AN APPROPRIATE
GROUND POINT
B
18-32 Phenom 100
Three on the trailing edge of the right aileron
Two on the trailing edge of the left elevator
Two on the trailing edge of the right elevator
Two on the rudder
Two on the upper trailing edge of the rudder

Static Dischargers
Each static discharger has a base and a discharger rod. Thus, if a discharger
is damaged, it is easily removed from the base and replaced. Conductive
adhesive attaches the base.
Grounding Points
There is a grounding point bracket installed on the NLG. It can be connected
to the maintenance facility grounding system or to refueling apparatus ground
in order to prevent the risk of electrical personnel or sparking when refueling.
Grounding point jack receptacles are also installed on the bottom of each side
wing.
Wing Grounding Points
B
GROUND POINT
PLUG
END CONNECTED TO THE
SERVICING EQUIPMENT
OR AT AN APPROPRIATE
GROUND POINT
B
Phenom 100 18-33
Flight Controls
Landing Gear Ground Point
Flight Control Gust Lock
The flight controls have a control lock system installed to prevent damage to
the control column and flight control systems caused by wind gusts. There
are two parts of the control lock system, the elevator and aileron control lock
and the rudder control lock.
Elevator / Aileron Control Lock
The aileron control system and the elevator control system are locked by the
installation of the gust lock safety pin assembly on the pilot control yoke
assembly. To unlock the flight control systems, remove the gust lock safety
pin.
GROUNDING
BRACKET
PILOT CONTROL
YOKE (REF.)
GUST LOCK
SAFETY PIN
AILERON/ELEVATOR
GUST LOCK
Phenom 100 18-33
Flight Controls
Landing Gear Ground Point
Flight Control Gust Lock
The flight controls have a control lock system installed to prevent damage to
the control column and flight control systems caused by wind gusts. There
are two parts of the control lock system, the elevator and aileron control lock
and the rudder control lock.
Elevator / Aileron Control Lock
The aileron control system and the elevator control system are locked by the
installation of the gust lock safety pin assembly on the pilot control yoke
assembly. To unlock the flight control systems, remove the gust lock safety
pin.
GROUNDING
BRACKET
PILOT CONTROL
YOKE (REF.)
GUST LOCK
SAFETY PIN
AILERON/ELEVATOR
GUST LOCK
18-34 Phenom 100
Control Yoke in Lock Position
Gust Lock Safety Pin
18-34 Phenom 100
Control Yoke in Lock Position
Gust Lock Safety Pin
Phenom 100 18-35
Flight Controls
Rudder Control Lock
The rudder control system has an external control lever, located on the left
side of the rear fuselage. The external control lever is connected to a lock
mechanism assembly on the rudder quadrant assembly.
To lock the rudder control system, first make sure the elevator / aileron control
lock is engaged, then pull the external control lever to engage the lock mech-
anism in the rudder sector. To unlock the rudder system, pull the pilot's or
copilot's control wheels to the elevator stop.
CONNECTION
ROD
RUDDER GUST
LOCK CONTROL
CABLE
E
M
5
0
0
E
N
S
D
S
2
7
0
0
8
1
A
.
D
G
N
ELEVATOR
QUADRANT
ASSEMBLY
(REF.)
RUDDER
QUADRANT
ASSEMBLY
(REF.)
RUDDER GUST
LOCK HANDLE
Phenom 100 18-35
Flight Controls
Rudder Control Lock
The rudder control system has an external control lever, located on the left
side of the rear fuselage. The external control lever is connected to a lock
mechanism assembly on the rudder quadrant assembly.
To lock the rudder control system, first make sure the elevator / aileron control
lock is engaged, then pull the external control lever to engage the lock mech-
anism in the rudder sector. To unlock the rudder system, pull the pilot's or
copilot's control wheels to the elevator stop.
CONNECTION
ROD
RUDDER GUST
LOCK CONTROL
CABLE
E
M
5
0
0
E
N
S
D
S
2
7
0
0
8
1
A
.
D
G
N
ELEVATOR
QUADRANT
ASSEMBLY
(REF.)
RUDDER
QUADRANT
ASSEMBLY
(REF.)
RUDDER GUST
LOCK HANDLE
18-36 Phenom 100
Rudder Control Lock
Rudder Control Lock in Lock Position
18-36 Phenom 100
Rudder Control Lock
Rudder Control Lock in Lock Position
Phenom 100 18-37
Flight Controls
Rudder Control Lock in Unlock Position
Phenom 100 18-37
Flight Controls
Rudder Control Lock in Unlock Position
18-38 Phenom 100
Jan. Rev.2 2011 Developed for Training Purposes
M

SPOILER (OPTIONAL)
The Spoiler Control System is designed to increase drag and dump lift
on landing (ground spoiler function). No performance credit is taken
from spoilers actuation upon landing.
The electrical control circuit controls the system operation by receiving
inputs from Weight-On-Wheel (WOW) sensors and Thrust Lever Angle
(TLA) switches in order to command either the deployment or the
closing of the panels through the actuation of a pair of hydraulic
actuators. Each panel has a proximity switch to indicate to the pilots
that panels are not stowed.

E
M
5
0
0
E
N
A
O
M
1
4
0
3
4
9
A
.
D
G
N
WOW
TLA
ELECTRICAL
CONTROL
CIRCUIT
ACTUATOR ACTUATOR
PROXIMITY
SWITCH
PROXIMITY
SWITCH
HYDRAULIC
ELECTRICAL
INDICATOR
HYDRAULIC
COMMAND
CIRCUIT
LEGEND:
LH SPOILER PANEL RH SPOILER PANEL

SPOILER SYSTEM SCHEMATIC
18-38 Phenom 100
M

SPOILER (OPTIONAL)
The Spoiler Control System is designed to increase drag and dump lift
on landing (ground spoiler function). No performance credit is taken
from spoilers actuation upon landing.
The electrical control circuit controls the system operation by receiving
inputs from Weight-On-Wheel (WOW) sensors and Thrust Lever Angle
(TLA) switches in order to command either the deployment or the
closing of the panels through the actuation of a pair of hydraulic
actuators. Each panel has a proximity switch to indicate to the pilots
that panels are not stowed.

E
M
5
0
0
E
N
A
O
M
1
4
0
3
4
9
A
.
D
G
N
WOW
TLA
ELECTRICAL
CONTROL
CIRCUIT
ACTUATOR ACTUATOR
PROXIMITY
SWITCH
PROXIMITY
SWITCH
HYDRAULIC
ELECTRICAL
INDICATOR
HYDRAULIC
COMMAND
CIRCUIT
LEGEND:
LH SPOILER PANEL RH SPOILER PANEL

SPOILER SYSTEM SCHEMATIC
Flight Controls
SPOILER ACTUATION LOGIC
The Spoiler Control System is automatically armed when the LH WOW
transitions to air. When both LH and RH WOW signals indicate
airplane on ground and if both Thrust Lever Angles (TLAs) are set to
IDLE position, the system automatically deploys both spoiler panels to
their full deflection (31.5 degrees). The spoiler panels remain deployed
if any WOW returns to in air after being on ground (bouncing
touchdown). The spoiler panels retract if any thrust lever is advanced
above IDLE; in this case, in a touch and go maneuver, the spoiler
panels remain retracted until the next landing. The ground spoiler
function is disarmed and the spoiler panels retract automatically
30 seconds after touchdown.
The spoiler indicator is located on main instrument panel close to IESI.
If both spoiler panels are stowed, no indication is presented to the
pilot; if at least one spoiler panel is not stowed, the indicator
illuminates. The indicator is tested along with the other lights in the
cockpit through the Annunciator Test Panel.

MAIN INSTRUMENT PANEL
E
M
5
0
0
E
N
A
O
M
1
4
0
3
5
0
A
.
D
G
N
BOTH SPOILER
PANELS CLOSED
ANY SPOILER
PANEL OPEN
GSPLR
OPEN

SPOILERS INDICATION
18-38 Phenom 100
M
18-38 Phenom 100
M

Phenom 100 18-39
Flight Controls
SPOILER ACTUATION LOGIC
The Spoiler Control System is automatically armed when the LH WOW
transitions to air. When both LH and RH WOW signals indicate
airplane on ground and if both Thrust Lever Angles (TLAs) are set to
IDLE position, the system automatically deploys both spoiler panels to
their full deflection (31.5 degrees). The spoiler panels remain deployed
if any WOW returns to in air after being on ground (bouncing
touchdown). The spoiler panels retract if any thrust lever is advanced
above IDLE; in this case, in a touch and go maneuver, the spoiler
panels remain retracted until the next landing. The ground spoiler
function is disarmed and the spoiler panels retract automatically
30 seconds after touchdown.
The spoiler indicator is located on main instrument panel close to IESI.
If both spoiler panels are stowed, no indication is presented to the
pilot; if at least one spoiler panel is not stowed, the indicator
illuminates. The indicator is tested along with the other lights in the
cockpit through the Annunciator Test Panel.

E
M
5
0
0
E
N
A
O
M
1
4
0
3
5
0
A
.
D
G
N
BOTH SPOILER
PANELS CLOSED
ANY SPOILER
PANEL OPEN
GSPLR
OPEN

SPOILERS INDICATION
18-38 Phenom 100
M
18-38 Phenom 100
M

Phenom 100 18-39
18-40 Phenom 100
Limitations
MC
)
For takeoff:
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS
For landing:
degrees.
18-40 Phenom 100
Limitations
MC
)
For takeoff:
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 KIAS
For landing:
degrees.
Phenom 100 18-41
Flight Controls
MO
/M
MO
)
V
O
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS
Note: V
MO
/M
MO
flight test on pilot training.
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
A
L
T
I
T
U
D
E

-

f
t
AIRSPEED - KIAS
M
MO
=0.70
V
MO
Phenom 100 18-41
Flight Controls
MO
/M
MO
)
V
O
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 KIAS
Note: V
MO
/M
MO
flight test on pilot training.
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300
A
L
T
I
T
U
D
E

-

f
t
AIRSPEED - KIAS
M
MO
=0.70
V
MO
18-42 Phenom 100

FE
)
Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS
Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS
Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS
Maneuvering
speeds below V
O
Maneuvers are limited to any maneuver incident to normal flying,
bank is not more than 60 degrees
CAUTION
O
.
Note: Pre-Mod. SB 500-27-0003.
Load Factor
Limit
Flaps Up
Flaps Down
(1, 2 And Full)
18-42 Phenom 100

FE
)
Flaps 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Flaps 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS
Flaps 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS
Flaps Full. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 KIAS
Maneuvering
speeds below V
O
Maneuvers are limited to any maneuver incident to normal flying,
bank is not more than 60 degrees
CAUTION
O
.
Note: Pre-Mod. SB 500-27-0003.
Load Factor
Limit
Flaps Up
Flaps Down
(1, 2 And Full)
Phenom 100 18-43
Flight Controls
Wind Limitations
Maximum Takeoff and Landing Tailwind Component. . . . . . . . . . . . . . . . 10 kt
Flight Controls - Flaps
Flaps 3 must not be used.
CAS Messages
Pitch trim outside of the green
band (allowable band for takeoff).
Caution
PTRIM DISCONNECT
position.
PTRIM SW1 FAIL
Loss of command through pilot
pitch trim switch.
PTRIM SW2 FAIL
pitch trim switch.
FLAP FAIL
Both flaps control channels are
inoperative and flaps system no
longer available or there is a jam
precluding flaps from moving.
Advisory FLAP NOT AVAIIL Flap system no longer available.
Phenom 100 18-43
Flight Controls
Wind Limitations
Maximum Takeoff and Landing Tailwind Component. . . . . . . . . . . . . . . . 10 kt
Flight Controls - Flaps
Flaps 3 must not be used.
CAS Messages
Pitch trim outside of the green
band (allowable band for takeoff).
Caution
PTRIM DISCONNECT
position.
PTRIM SW1 FAIL
Loss of command through pilot
pitch trim switch.
PTRIM SW2 FAIL
pitch trim switch.
FLAP FAIL
Both flaps control channels are
inoperative and flaps system no
longer available or there is a jam
precluding flaps from moving.
Advisory FLAP NOT AVAIIL Flap system no longer available.
18-44 Phenom 100
18-44 Phenom 100
Phenom 100 19-1
Fuel
Fuel
General
The fuel system includes the following systems:
Storage
Distribution
Indication
Fuel is contained in two integral wing tanks, one in each wing. Each wing sup-
plies its respective engine through a feed system independent of the other
engine.
Normal engine feed is done through ejector pumps. The ejector pumps in
each collector tank are driven by high-pressure motive flow returned from the
engines. Electrical power is not required for normal engine fuel feed opera-
tion. Scavenge ejectors in each wing are also used to minimize unusable
fuel.Two electrical pumps, one in each collector tank, are provided for engine
start operation, and to work in the event of an ejector pump failure.
There is no power wiring inside the fuel tanks.
The fuel gauging subsystem provides an accurate measure of the fuel mass
in the fuel tanks, fuel low level and temperature indication. The fuel conditions
are displayed on the MFD (Multi-Function Display) fuel synoptic page, in the
cockpit.
Inter wing balancing of fuel load is achieved by gravity, via an interconnecting
transfer valve.
Refueling is accomplished through a filler neck on each wing upper surface.
Phenom 100 19-1
Fuel
Fuel
General
The fuel system includes the following systems:
Storage
Distribution
Indication
Fuel is contained in two integral wing tanks, one in each wing. Each wing sup-
plies its respective engine through a feed system independent of the other
engine.
Normal engine feed is done through ejector pumps. The ejector pumps in
each collector tank are driven by high-pressure motive flow returned from the
engines. Electrical power is not required for normal engine fuel feed opera-
tion. Scavenge ejectors in each wing are also used to minimize unusable
fuel.Two electrical pumps, one in each collector tank, are provided for engine
start operation, and to work in the event of an ejector pump failure.
There is no power wiring inside the fuel tanks.
The fuel gauging subsystem provides an accurate measure of the fuel mass
in the fuel tanks, fuel low level and temperature indication. The fuel conditions
are displayed on the MFD (Multi-Function Display) fuel synoptic page, in the
cockpit.
Inter wing balancing of fuel load is achieved by gravity, via an interconnecting
transfer valve.
Refueling is accomplished through a filler neck on each wing upper surface.
19-2 Phenom 100
Fuel Schematic
S
C
A
V
E
N
G
E

E
J
E
C
T
O
R

P
U
M
P
E
N
G
I
N
E

F
E
E
D

E
J
E
C
T
O
R

P
U
M
P
D
C

A
U
X
I
L
I
A
R
Y

B
O
O
S
T

P
U
M
P
S
H
U
T
O
F
F

V
A
L
V
E

(

D
C

M
O
T
O
R

O
P
E
R
A
T
E
D
)
C
H
E
C
K

V
A
L
V
E
E
N
G
I
N
E

P
R
E
S
S
U
R
E

S
W
I
T
C
H
M
O
T
I
V
E

F
L
O
W

L
I
N
E
F
U
E
L

F
E
E
D

L
I
N
E
S
C
A
V
E
N
G
E
/

T
R
A
N
S
F
E
R

L
I
N
E
V
E
N
T

L
I
N
E
V
E
N
T

L
I
N
E

D
R
A
I
N

O
R
I
F
I
C
E
G
R
A
V
I
T
Y

R
E
F
U
E
L
I
N
G

A
D
A
P
T
E
R
D
U
M
P

V
A
L
V
E
N
A
C
A

I
N
L
E
T
F
L
O
A
T

V
E
N
T

V
A
L
V
E
F
L
A
P

V
A
L
V
E
D
R
A
I
N

V
A
L
V
E
L
E
G
E
N
D
:
B
A
F
F
L
E

C
H
E
C
K

V
A
L
V
E
D
D
D
D
C
M
D C M
P
S
E N G I N E
P
S
E N G I N E
D C M
D
C
M
D
C
M
P
S
D
C
M
D
C
M
C
O
L
L
E
C
T
O
R

T
A
N
K

V
E
N
T

O
R
I
F
I
C
E
E
M
5
0
0
E
N
S
D
S
2
8
0
1
0
5
A
19-2 Phenom 100
Fuel Schematic
S
C
A
V
E
N
G
E

E
J
E
C
T
O
R

P
U
M
P
E
N
G
I
N
E

F
E
E
D

E
J
E
C
T
O
R

P
U
M
P
D
C

A
U
X
I
L
I
A
R
Y

B
O
O
S
T

P
U
M
P
S
H
U
T
O
F
F

V
A
L
V
E

(

D
C

M
O
T
O
R

O
P
E
R
A
T
E
D
)
C
H
E
C
K

V
A
L
V
E
E
N
G
I
N
E

P
R
E
S
S
U
R
E

S
W
I
T
C
H
M
O
T
I
V
E

F
L
O
W

L
I
N
E
F
U
E
L

F
E
E
D

L
I
N
E
S
C
A
V
E
N
G
E
/

T
R
A
N
S
F
E
R

L
I
N
E
V
E
N
T

L
I
N
E
V
E
N
T

L
I
N
E

D
R
A
I
N

O
R
I
F
I
C
E
G
R
A
V
I
T
Y

R
E
F
U
E
L
I
N
G

A
D
A
P
T
E
R
D
U
M
P

V
A
L
V
E
N
A
C
A

I
N
L
E
T
F
L
O
A
T

V
E
N
T

V
A
L
V
E
F
L
A
P

V
A
L
V
E
D
R
A
I
N

V
A
L
V
E
L
E
G
E
N
D
:
B
A
F
F
L
E

C
H
E
C
K

V
A
L
V
E
D
D
D
D
C
M
D C M
P
S
E N G I N E
P
S
E N G I N E
D C M
D
C
M
D
C
M
P
S
D
C
M
D
C
M
C
O
L
L
E
C
T
O
R

T
A
N
K

V
E
N
T

O
R
I
F
I
C
E
E
M
5
0
0
E
N
S
D
S
2
8
0
1
0
5
A
Phenom 100 19-3
Fuel
Wing Tank
The aircraft uses two integral (wet) wing tanks. The wing tanks are the main
structure for the storage and distribution of fuel.
The two wing tanks are physically isolated and are independently gauged and
refueled. The arrangement of the tank structure is designed to permit the fuel to
flow from the wing tip to the wing root. The total usable fuel is 2850 lbs / 425.4
Gallons - 1273 Kg / 1585 liters.
Each wing tank is divided into three compartments:
Collector Tank
Surge Tank
Main Tank
The inboard part of each wing tank is used as a partially sealed collector tank.
These tanks supply continuous fuel feed to the engines and minimize the
amount of unusable fuel. Each collector tank is supplied with fuel by gravity
through the three flapper valves. Scavenge ejector pumps installed in the
main tanks are required to maintain the collector tanks fuel supply during all
attitudes in the operational envelope.
The compartments in the wing tips serve as surge tanks and do not normally
carry fuel. The surge tanks collect fuel that enters the fuel tank vent system
during wing-down and uncoordinated maneuvers. At the end of the maneu-
ver, the fuel returns to the main tank through a flap valve located at the lowest
point.
SURGE TANK
SURGE TANK
COLLECTOR
TANK
EM500ENSDS280009A.DGN
RIGHT MAIN
TANK
LEFT MAIN
TANK
Phenom 100 19-3
Fuel
Wing Tank
The aircraft uses two integral (wet) wing tanks. The wing tanks are the main
structure for the storage and distribution of fuel.
The two wing tanks are physically isolated and are independently gauged and
refueled. The arrangement of the tank structure is designed to permit the fuel to
flow from the wing tip to the wing root. The total usable fuel is 2850 lbs / 425.4
Gallons - 1273 Kg / 1585 liters.
Each wing tank is divided into three compartments:
Collector Tank
Surge Tank
Main Tank
The inboard part of each wing tank is used as a partially sealed collector tank.
These tanks supply continuous fuel feed to the engines and minimize the
amount of unusable fuel. Each collector tank is supplied with fuel by gravity
through the three flapper valves. Scavenge ejector pumps installed in the
main tanks are required to maintain the collector tanks fuel supply during all
attitudes in the operational envelope.
The compartments in the wing tips serve as surge tanks and do not normally
carry fuel. The surge tanks collect fuel that enters the fuel tank vent system
during wing-down and uncoordinated maneuvers. At the end of the maneu-
ver, the fuel returns to the main tank through a flap valve located at the lowest
point.
SURGE TANK
SURGE TANK
COLLECTOR
TANK
RIGHT MAIN
TANK
LEFT MAIN
TANK
19-4 Phenom 100
Baffle Check / Flap Valves
The baffle check valves are one-way flapper valves that control the flow of
fuel inboard. There are three baffle check valves in each wing tank.
The flap valves are one-way flapper valves that control the flow of fuel
inboard. There are four flap valves in each wing tank.
Fuel Tank Access Panels
Each wing tank has 16 access panels installed on the lower wing skin. The
access panels allow for inspection and repair of the internal structure of the
tank and replacement of components located inside the wing tanks.
Dump / Drain Valves
The water drain valves are operated manually and allow the removal of water
and contaminants from the wing tanks. The drain valves are spring-loaded
poppet valves. There is one drain valve in each wing tank located in the bot-
tom skin of each wing at the collector tank.
Dump / Drain Valves Access Door - Open
19-4 Phenom 100
Baffle Check / Flap Valves
The baffle check valves are one-way flapper valves that control the flow of
fuel inboard. There are three baffle check valves in each wing tank.
The flap valves are one-way flapper valves that control the flow of fuel
inboard. There are four flap valves in each wing tank.
Fuel Tank Access Panels
Each wing tank has 16 access panels installed on the lower wing skin. The
access panels allow for inspection and repair of the internal structure of the
tank and replacement of components located inside the wing tanks.
Dump / Drain Valves
The water drain valves are operated manually and allow the removal of water
and contaminants from the wing tanks. The drain valves are spring-loaded
poppet valves. There is one drain valve in each wing tank located in the bot-
tom skin of each wing at the collector tank.
Dump / Drain Valves Access Door - Open
Phenom 100 19-5
Fuel
Dump / Drain Valves
Refueling
Refueling is accomplished through a gravity filler point in the top surface of
each wing. If desired, both wings can be filled from one side up to 60% or
1710 lbs (776 kg) of total capacity by opening the gravity transfer shutoff
valve.
One gravity refueling adapter is installed on the top of each wing for gravity
refueling.
Gravity fill caps are installed to minimize aerodynamic drag. Lanyards retain
the caps when they are removed from the gravity refueling adapters.The filler
caps are key locked for security.
Gravity refueling protection nets are installed in both gravity refueling adapt-
ers, to provide a protection for the bottom wing skin, against damage from the
refueling nozzle.
Gravity Refueling Protection Net
Phenom 100 19-5
Fuel
Dump / Drain Valves
Refueling
Refueling is accomplished through a gravity filler point in the top surface of
each wing. If desired, both wings can be filled from one side up to 60% or
1710 lbs (776 kg) of total capacity by opening the gravity transfer shutoff
valve.
One gravity refueling adapter is installed on the top of each wing for gravity
refueling.
Gravity fill caps are installed to minimize aerodynamic drag. Lanyards retain
the caps when they are removed from the gravity refueling adapters.The filler
caps are key locked for security.
Gravity refueling protection nets are installed in both gravity refueling adapt-
ers, to provide a protection for the bottom wing skin, against damage from the
refueling nozzle.
Gravity Refueling Protection Net
19-6 Phenom 100
Gravity Fill Caps
19-6 Phenom 100
Gravity Fill Caps
Phenom 100 19-7
Fuel
Tank Vent
The fuel tank vent system keeps the fuel pressure differential between the
fuel tanks and the atmosphere within the structural limit during all operating
conditions.
The vent system also prevents fuel spillage during flight maneuvers and hard
braking.
Each wing tank is vented through two independent main vent lines connected
to the surge tanks. The surge tank is vented through a NACA (National Advi-
sory Committee for Aeronautics) air inlet installed on the lower wing skin
inboard of the wing tip.
NACA INLET
FLOAT VENT
VALVE
MAIN TANK
VENT LINE
NACA CONNECTING
VENT LINE
Phenom 100 19-7
Fuel
Tank Vent
The fuel tank vent system keeps the fuel pressure differential between the
fuel tanks and the atmosphere within the structural limit during all operating
conditions.
The vent system also prevents fuel spillage during flight maneuvers and hard
braking.
Each wing tank is vented through two independent main vent lines connected
to the surge tanks. The surge tank is vented through a NACA (National Advi-
sory Committee for Aeronautics) air inlet installed on the lower wing skin
inboard of the wing tip.
NACA INLET
FLOAT VENT
VALVE
MAIN TANK
VENT LINE
NACA CONNECTING
VENT LINE
19-8 Phenom 100
Tank Vent
The vent line in each wing runs from the inboard part of the tank to the surge
tank.
The outboard part of the wing tank is vented directly to the surge tank.
To prevent a possible difference in pressure in the main tanks from affecting
the transfer, a NACA air inlet vents each tank.
The vent lines are so arranged that at least one line is always open during all
flight conditions. The vent lines provide adequate protection for the wing
tanks during all flight and ground operations.
19-8 Phenom 100
Tank Vent
The vent line in each wing runs from the inboard part of the tank to the surge
tank.
The outboard part of the wing tank is vented directly to the surge tank.
To prevent a possible difference in pressure in the main tanks from affecting
the transfer, a NACA air inlet vents each tank.
The vent lines are so arranged that at least one line is always open during all
flight conditions. The vent lines provide adequate protection for the wing
tanks during all flight and ground operations.
Phenom 100 19-9
Fuel
Tank Vent Schematic
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Phenom 100 19-9
Fuel
Tank Vent Schematic
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19-10 Phenom 100
Engine Feed System
The primary function of the engine fuel feed system is to supply fuel to the
engines during aircraft operation. There is a separate system for each engine
in the fuel feed system. The engine fuel feed system also transfers fuel to the
collector tank, isolates the fuel if there is an engine fire, and equalizes the fuel
quantity between the two wing tanks (gravity transfer).
The engine fuel feed system supplies correct fuel flow to the engines during
all operational conditions.
The engine fuel feed system comprises these components:
Engine Feed Ejector Pumps
DC Auxiliary Boost Pumps
DC Pump Pressure Switches
Engine SOVs (Shutoff Valves)
Fuel Transfer Valve
Scavenge Ejector Pumps
Engine Feed Check Valves
Motive Flow Check Valves
Fuel Control Panel

The engines are normally fed by the engine feed ejector pumps. A DC auxil-
iary pump in each collector tank is provided for the engines during start and in
case of ejector pump failure. The DC auxiliary pumps operation is controlled
by the EFCU (Electronic Fuel Control Unit) and powered by the EMER-
GENCY BUS.
EFCU (Electronic Fuel Control Unit) has two channels:
The left channel is powered by the emergency bus.
The right channel is powered by the DC Bus 2.

The FUEL and the FIRE extinguisher control panels control the operation of
the engine fuel feed system.
19-10 Phenom 100
Engine Feed System
The primary function of the engine fuel feed system is to supply fuel to the
engines during aircraft operation. There is a separate system for each engine
in the fuel feed system. The engine fuel feed system also transfers fuel to the
collector tank, isolates the fuel if there is an engine fire, and equalizes the fuel
quantity between the two wing tanks (gravity transfer).
The engine fuel feed system supplies correct fuel flow to the engines during
all operational conditions.
The engine fuel feed system comprises these components:
Engine Feed Ejector Pumps
DC Auxiliary Boost Pumps
DC Pump Pressure Switches
Engine SOVs (Shutoff Valves)
Fuel Transfer Valve
Fuel Control Panel

The engines are normally fed by the engine feed ejector pumps. A DC auxil-
iary pump in each collector tank is provided for the engines during start and in
case of ejector pump failure. The DC auxiliary pumps operation is controlled
by the EFCU (Electronic Fuel Control Unit) and powered by the EMER-
GENCY BUS.
EFCU (Electronic Fuel Control Unit) has two channels:
The left channel is powered by the emergency bus.
The right channel is powered by the DC Bus 2.

The FUEL and the FIRE extinguisher control panels control the operation of
the engine fuel feed system.
Phenom 100 19-11
Fuel
FUEL and FIRE Extinguisher Control Panels
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
FUEL
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
PAX SIGNS ELT
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
FUEL CONTROL PANEL
FIRE CONTROL PANEL
2 1 3
4 6 5
Phenom 100 19-11
Fuel
FUEL and FIRE Extinguisher Control Panels
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
FUEL
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
PAX SIGNS ELT
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
FUEL CONTROL PANEL
FIRE CONTROL PANEL
2 1 3
4 6 5
19-12 Phenom 100
Engine Feed System Control
Ref Control Position Function
1
XFR
Pushbutton
Pushed Opens the fuel transfer valve.
Not Pushed
(normal
position)
Closes the fuel transfer valve.
2
PUMP 1
Switch
OFF
Turns the LH (Left-Hand) V DC auxil-
iary pump off.
AUTO
Allows automatic operation of the LHV
DC auxiliary pump during engine Start,
or when the engine feed ejector pump
fails.
ON Turns the LHV DC auxiliary pump on.
3
PUMP 2
Switch
OFF
Turns the RH (Right-Hand) V DC auxil-
iary pump off.
AUTO
Allows automatic operation of the RHV
DC auxiliary pump during engine start,
fails.
ON Turns the RHV DC auxiliary pump on.
4
ENG 1
SHUTOFF
Not Pushed
(normal
position)
Keeps the engine 1 SOV open.
Pushed Closes the engine 1 SOV.
5
ENG 2
SHUTOFF
Not Pushed
(normal
position)
6 BOTTLE DISCH
Activates the fire extinguishing system
for the applicable engine.
19-12 Phenom 100
Engine Feed System Control
Ref Control Position Function
1
XFR
Pushbutton
Pushed Opens the fuel transfer valve.
Not Pushed
(normal
position)
Closes the fuel transfer valve.
2
PUMP 1
Switch
OFF
Turns the LH (Left-Hand) V DC auxil-
iary pump off.
AUTO
Allows automatic operation of the LHV
DC auxiliary pump during engine Start,
fails.
ON Turns the LHV DC auxiliary pump on.
3
PUMP 2
Switch
OFF
Turns the RH (Right-Hand) V DC auxil-
iary pump off.
AUTO
Allows automatic operation of the RHV
DC auxiliary pump during engine start,
fails.
ON Turns the RHV DC auxiliary pump on.
4
ENG 1
SHUTOFF
Not Pushed
(normal
position)
5
ENG 2
SHUTOFF
Not Pushed
(normal
position)
6 BOTTLE DISCH
Activates the fire extinguishing system
for the applicable engine.
Phenom 100 19-13
Fuel
Engine Feed System
SCAVENGE EJECTOR PUMP
ENGINE FEED EJECTOR PUMP
DC AUXILIARY BOOST PUMP
SHUTOFF VALVE ( DC MOTOR OPERATED)
CHECK VALVE
ENGINE PRESSURE SWITCH
MOTIVE FLOW LINE
FUEL FEED LINE
SCAVENGE/ TRANSFER LINE
MP MP
LEGEND:
MP MOTIVE PUMP
LEFT MAIN
TANK
RIGHT MAIN
TANK
COLLECTOR
TANK
ENGINE 1
SHUTOFF
VALVE
FUEL
TRANSFER
VALVE
DCM
D
C
M
PS
E
N
G
I
N
E
PS
E
N
G
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E
D
C
M
DCM
DCM
PS
DCM DCM
ENGINE 2
SHUTOFF
VALVE
COLLECTOR TANK VENT ORIFICE
Phenom 100 19-13
Fuel
Engine Feed System
SCAVENGE EJECTOR PUMP
ENGINE FEED EJECTOR PUMP
DC AUXILIARY BOOST PUMP
SHUTOFF VALVE ( DC MOTOR OPERATED)
CHECK VALVE
MOTIVE FLOW LINE
FUEL FEED LINE
SCAVENGE/ TRANSFER LINE
MP MP
LEGEND:
MP MOTIVE PUMP
LEFT MAIN
TANK
RIGHT MAIN
TANK
COLLECTOR
TANK
ENGINE 1
SHUTOFF
VALVE
FUEL
TRANSFER
VALVE
DCM
D
C
M
PS
E
N
G
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E
PS
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N
G
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D
C
M
DCM
DCM
PS
DCM DCM
ENGINE 2
SHUTOFF
VALVE
COLLECTOR TANK VENT ORIFICE
19-14 Phenom 100
The CAS (Crew Alerting System) messages related to the engine fuel feed
system are listed in the table below:
Caution
FUEL 1 SOV FAIL Left engine SOV has failed.
FUEL 2 SOV FAIL Right engine SOV has failed.
FUEL XFR FAIL
Discrepancy between transfer
valve command and its feedback.
FUEL OVERFILL
Transfer valve status can lead to
loss of fuel through vent system.
Advisory
FUEL PUMP 1 FAIL LH DC auxiliary pump has failed.
FUEL PUMP 2 FAIL RH DC auxiliary pump has failed.
FUEL EQUAL
Fuel transfer valve is open: there
is no fuel imbalance.
FUEL 1 FEED FAULT
LH DC auxiliary pump is on due to
low pressure detected by pres-
sure switch.
FUEL 2 FEED FAULT
RH DC auxiliary pump is on due
to low pressure detected by pres-
sure switch.
19-14 Phenom 100
The CAS (Crew Alerting System) messages related to the engine fuel feed
system are listed in the table below:
Caution
FUEL 1 SOV FAIL Left engine SOV has failed.
FUEL 2 SOV FAIL Right engine SOV has failed.
FUEL XFR FAIL
Discrepancy between transfer
valve command and its feedback.
FUEL OVERFILL
Transfer valve status can lead to
loss of fuel through vent system.
Advisory
FUEL PUMP 1 FAIL LH DC auxiliary pump has failed.
FUEL PUMP 2 FAIL RH DC auxiliary pump has failed.
FUEL EQUAL
Fuel transfer valve is open: there
is no fuel imbalance.
FUEL 1 FEED FAULT
LH DC auxiliary pump is on due to
low pressure detected by pres-
sure switch.
FUEL 2 FEED FAULT
RH DC auxiliary pump is on due
to low pressure detected by pres-
sure switch.
Phenom 100 19-15
Fuel
Engine Feed System - Fuel Synoptic Page
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
FUEL TRANSFER
VALVE (SOV)
RH ENGINE FEED
EJECTOR PUMP
RH ENGINE
SHUTOFF VALVE
(SOV)
RH FUEL
PRESSURE
SWITCH
LH ENGINE FEED
EJECTOR PUMP
LH FUEL
PRESSURE
SWITCH
DC AUXILIARY
BOOST PUMP 1
DC AUXILIARY
BOOST PUMP 2
LH ENGINE
SHUTOFF VALVE
(SOV)
FUEL SYNOPTIC PAGE
SOFTKEY
XFR
USED
TOTAL
790 LB 350LB
1140 LB
310 LB
Phenom 100 19-15
Fuel
Engine Feed System - Fuel Synoptic Page
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
FUEL TRANSFER
VALVE (SOV)
RH ENGINE FEED
EJECTOR PUMP
RH ENGINE
SHUTOFF VALVE
(SOV)
RH FUEL
PRESSURE
SWITCH
LH ENGINE FEED
EJECTOR PUMP
LH FUEL
PRESSURE
SWITCH
DC AUXILIARY
BOOST PUMP 1
DC AUXILIARY
BOOST PUMP 2
LH ENGINE
SHUTOFF VALVE
(SOV)
FUEL SYNOPTIC PAGE
SOFTKEY
XFR
USED
TOTAL
790 LB 350LB
1140 LB
310 LB
19-16 Phenom 100
Fuel system Unit Status Indications
Fuel Line

Operating

Not operating
Feed Ejector

Operating

Not operating
Fuel Pressure
Switch

Operating

Not operation
Valve

Open with fow

Open, no fow

In transit

Closed
DC Pump
Operating

Not operating
Fuel Transfer Valve
Open with fow

In transit

Closed
19-16 Phenom 100
Fuel system Unit Status Indications
Fuel Line

Operating

Not operating
Feed Ejector

Operating

Not operating
Fuel Pressure
Switch

Operating

Not operation
Valve

Open with fow

Open, no fow

In transit

Closed
DC Pump
Operating

Not operating
Fuel Transfer Valve
Open with fow

In transit

Closed
Phenom 100 19-17
Developed for Training Purposes Jan 2011 Rev. 2
Fuel
Engine Feed Ejector Pump
There is one ejector pump installed in each collector tank. A strainer is incor-
porated in the inlet of each ejector pump to prevent ingestion of foreign
objects. The ejector pumps are the primary source of fuel supply to the
engines. The ejector pumps are venturi-type pumps with no moving parts that
draw fuel from the collector tanks when fed with motive flow.The ejector
pumps receive their motive flow from the engine-driven fuel pumps.
DC Auxiliary Boost Pump
There is one auxiliary boost pump installed in each wing tank collector box.
They supply fuel to the engines for engine start, or in the event of engine feed
ejector pump failure.
The auxiliary pumps are centrifugal, wet-motor pumps that use pressurized
fuel for cooling. They are brushless electronically controlled motors powered
by the EMERGENCY BUS.
Engine Shutoff Valves (SOV)
An SOV is installed in each engine feed line to stop the flow of fuel in case of
engine fire. The SOVs are installed on the wing-to-fuselage fairing, outside
the fuel tank and are powered by the emergency bus.
The ENG SHUTOFF switches, located on the FIRE extinguisher panel in the
cockpit, operate the SOVs. The EFCU monitors the status of the left engine
and right engine SOV switches and transmits the data for the CAS display.
Fuel Transfer Valve
The fuel transfer valve is installed in the left tank. The fuel transfer valve is an
electrically actuated valve that is opened by the operator to balance the fuel
quantities between the wings (e.g. uneven fuel burn). Lateral balance is
maintained by opening the fuel transfer valve by means of a switch on the
fuel control panel and allowing fuel to be transferred by gravity.
There are two scavenge ejector pumps, one installed in each main fuel tank.
These pumps collect fuel from the main fuel tanks and transfer it to the collec-
tor tanks. The scavenge ejector pumps are venturi-type pumps, with no mov-
ing parts, that draw fuel from the low point in the main tank when fed with
motive flow. The scavenge ejector pumps receive their motive flow from
engine-driven fuel pumps.
There are four engine feed check valves in the engine fuel feed system. The
check valves control the flow of fuel from the engine feed ejector pumps to
the engines. The check valves also prevent fuel from the auxiliary boost
pumps from flowing in the wrong direction.
Phenom 100 19-17
Developed for Training Purposes Jan 2011 Rev. 2
Fuel
Engine Feed Ejector Pump
There is one ejector pump installed in each collector tank. A strainer is incor-
porated in the inlet of each ejector pump to prevent ingestion of foreign
objects. The ejector pumps are the primary source of fuel supply to the
engines. The ejector pumps are venturi-type pumps with no moving parts that
draw fuel from the collector tanks when fed with motive flow.The ejector
pumps receive their motive flow from the engine-driven fuel pumps.
DC Auxiliary Boost Pump
There is one auxiliary boost pump installed in each wing tank collector box.
They supply fuel to the engines for engine start, or in the event of engine feed
ejector pump failure.
The auxiliary pumps are centrifugal, wet-motor pumps that use pressurized
fuel for cooling. They are brushless electronically controlled motors powered
by the EMERGENCY BUS.
Engine Shutoff Valves (SOV)
An SOV is installed in each engine feed line to stop the flow of fuel in case of
engine fire. The SOVs are installed on the wing-to-fuselage fairing, outside
the fuel tank and are powered by the emergency bus.
The ENG SHUTOFF switches, located on the FIRE extinguisher panel in the
cockpit, operate the SOVs. The EFCU monitors the status of the left engine
and right engine SOV switches and transmits the data for the CAS display.
Fuel Transfer Valve
The fuel transfer valve is installed in the left tank. The fuel transfer valve is an
electrically actuated valve that is opened by the operator to balance the fuel
quantities between the wings (e.g. uneven fuel burn). Lateral balance is
maintained by opening the fuel transfer valve by means of a switch on the
fuel control panel and allowing fuel to be transferred by gravity.
There are two scavenge ejector pumps, one installed in each main fuel tank.
These pumps collect fuel from the main fuel tanks and transfer it to the collec-
tor tanks. The scavenge ejector pumps are venturi-type pumps, with no mov-
ing parts, that draw fuel from the low point in the main tank when fed with
motive flow. The scavenge ejector pumps receive their motive flow from
engine-driven fuel pumps.
There are four engine feed check valves in the engine fuel feed system. The
check valves control the flow of fuel from the engine feed ejector pumps to
the engines. The check valves also prevent fuel from the auxiliary boost
pumps from flowing in the wrong direction.
19-18 Phenom 100
A check valve is installed in each motive flow line, upstream of the engine
feed ejector pump. The check valves prevent excessive fuel loss if the motive
flow line is open due to failure or maintenance activity.
Fuel Control Panel
The FUEL control panel is located on the main instrument panel in the
cockpit. The FUEL control panel provides control of engine fuel feed and fuel
transfer. The two switches on the control panel are used to set the mode of
operation for the DC pump and the fuel transfer valve.
The default positions of the FUEL control panel are shown in the table below.
Fuel Control - Panel Switches - Default Position
Engine Fuel Feed Operation
With both engines and engine-driven motive flow pumps operating normally,
motive flow is supplied to the engine feed and scavenge ejector pumps. The
scavenge ejector pumps transfer fuel to the collector tanks to maintain them
with a correct fuel level even during uncoordinated maneuvers. The engine
feed ejector pumps supply fuel to the engines.
Control Position
XFR Switch OFF
DC PUMP Switch AUTO
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
19-18 Phenom 100
A check valve is installed in each motive flow line, upstream of the engine
feed ejector pump. The check valves prevent excessive fuel loss if the motive
flow line is open due to failure or maintenance activity.
Fuel Control Panel
The FUEL control panel is located on the main instrument panel in the
cockpit. The FUEL control panel provides control of engine fuel feed and fuel
transfer. The two switches on the control panel are used to set the mode of
operation for the DC pump and the fuel transfer valve.
The default positions of the FUEL control panel are shown in the table below.
Fuel Control - Panel Switches - Default Position
Engine Fuel Feed Operation
With both engines and engine-driven motive flow pumps operating normally,
motive flow is supplied to the engine feed and scavenge ejector pumps. The
scavenge ejector pumps transfer fuel to the collector tanks to maintain them
with a correct fuel level even during uncoordinated maneuvers. The engine
feed ejector pumps supply fuel to the engines.
Control Position
XFR Switch OFF
DC PUMP Switch AUTO
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
Phenom 100 19-19
Fuel
Pressure switches are installed in the engine feed lines. If a pressure switch
senses that the fuel pressure is low, the FUEL 1(2) LO PRES caution mes-
sage shows on the PFD (Primary Flight Display), in the CAS display. If the
DC PUMP switch is set to AUTO, the EFCU turns the auxiliary pump on, and
the FUEL 1(2) FEED FAULT advisory message shows in the CAS display on
the PFD.
Fuel Transfer Operation
A fuel transfer function is provided to allow the operator to balance the fuel
between the left and right wing tanks.
If an imbalance of more than approximately 220 lbs (100 kg) between the left
and right wing tanks occurs, the FUEL IMBALANCE caution message shows
on the PFD, in the CAS display. The operator must then set the XFR related
switch to OPEN to initiate a fuel transfer. When the operator does that, the
fuel transfer valve opens and the lateral balance is achieved through gravity.
Once the fuel imbalance becomes less than approximately 132 lbs (60 kg),
the FUEL IMBALANCE caution message goes out of view. When the fuel
imbalance is less than 88 lbs (40 kg), the FUEL EQUAL advisory message
comes into view, warning the operator to stop the fuel transfer. Then the oper-
ator must set the XFR switch to CLOSE.
Phenom 100 19-19
Fuel
Pressure switches are installed in the engine feed lines. If a pressure switch
senses that the fuel pressure is low, the FUEL 1(2) LO PRES caution mes-
sage shows on the PFD (Primary Flight Display), in the CAS display. If the
DC PUMP switch is set to AUTO, the EFCU turns the auxiliary pump on, and
the FUEL 1(2) FEED FAULT advisory message shows in the CAS display on
the PFD.
Fuel Transfer Operation
A fuel transfer function is provided to allow the operator to balance the fuel
between the left and right wing tanks.
If an imbalance of more than approximately 220 lbs (100 kg) between the left
and right wing tanks occurs, the FUEL IMBALANCE caution message shows
on the PFD, in the CAS display. The operator must then set the XFR related
switch to OPEN to initiate a fuel transfer. When the operator does that, the
fuel transfer valve opens and the lateral balance is achieved through gravity.
Once the fuel imbalance becomes less than approximately 132 lbs (60 kg),
the FUEL IMBALANCE caution message goes out of view. When the fuel
imbalance is less than 88 lbs (40 kg), the FUEL EQUAL advisory message
comes into view, warning the operator to stop the fuel transfer. Then the oper-
ator must set the XFR switch to CLOSE.
19-20 Phenom 100
Engine Feed System
S
C
A
V
E
N
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P
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P
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F
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T
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M
P
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P
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P
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T
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T
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L
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1
S
H
U
T
O
F
F
V
A
L
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F
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L
T
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A
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F
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V
A
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D
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D C M
P
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E N G I N E
P
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E N G I N E
D C M
D
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2
S
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F
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K

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19-20 Phenom 100
Engine Feed System
S
C
A
V
E
N
G
E

E
J
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T
O
R

P
U
M
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E
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A
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B
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C
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P
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F
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1
S
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F
F
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F
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D C M
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P
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D C M
D
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2
S
H
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Phenom 100 19-21
Fuel
LEGEND:
TANK UNIT
EFCU
CH 1
EFCU
CH 2
FUEL TEMPERATURE SENSOR
(INSTALLED ON LEFT WING TANK ONLY)
Phenom 100 19-21
Fuel
LEGEND:
TANK UNIT
EFCU
CH 1
EFCU
CH 2
FUEL TEMPERATURE SENSOR
(INSTALLED ON LEFT WING TANK ONLY)
19-22 Phenom 100
EICAS Fuel Quantity
MFD Fuel Synoptic
LEFT FUEL
FLOW
LEFT FUEL
QUANTITY
RIGHT FUEL
QUANTITY
TOTAL FUEL
QUANTITY
RIGHT FUEL
FLOW
XFR
USED
TOTAL
790 LB 350 LB
1140 LB
310 LB
USED
E
M
5
0
0
E
N
S
D
S
2
8
0
0
2
6
A

R
2

.
D
G
N
LEFT TANK
FUEL QUANTITY
MFD
(FUEL SYNOPTIC PAGE)
TANK ANALOGUE
L QUANTITY BAR
RIGHT TANK ANALOGUE
FUEL QUANTITY BAR
RIGHT TANK
FUEL QUANTITY
TOTAL FUEL
QUANTITY
FUEL USED
LEFT
FUE
19-22 Phenom 100
EICAS Fuel Quantity
MFD Fuel Synoptic
LEFT FUEL
FLOW
LEFT FUEL
QUANTITY
RIGHT FUEL
QUANTITY
TOTAL FUEL
QUANTITY
RIGHT FUEL
FLOW
XFR
USED
TOTAL
790 LB 350 LB
1140 LB
310 LB
USED
E
M
5
0
0
E
N
S
D
S
2
8
0
0
2
6
A

R
2

.
D
G
N
LEFT TANK
FUEL QUANTITY
MFD
(FUEL SYNOPTIC PAGE)
TANK ANALOGUE
L QUANTITY BAR
RIGHT TANK ANALOGUE
FUEL QUANTITY BAR
RIGHT TANK
FUEL QUANTITY
TOTAL FUEL
QUANTITY
FUEL USED
LEFT
FUE
Phenom 100 19-23
Fuel
Fuel Tank Quantity Indicating Operation
When the aircraft is energized, EFCU channel 1 receives 28 V DC through
the EMERGENCY BUS. The EFCU provides the signals of the amount of fuel
remaining in the left tank. The EFCU sends these signals to the PFD, in the
CAS display, and fuel synoptic page on the MFD. The EFCU receives low
level signal from the left tank fuel quantity probes and sends the discrete sig-
nals for low level warning and fuel overfill warning. EFCU channel 2 receives
28V DC through the DC2 Bus and operates similarly
Fuel Temperature Indication System
The fuel temperature indicating system has a temperature sensor in the left
collector tank. The EFCU (Electronic Fuel Control Unit) monitors the resis-
tance value of the temperature sensor and provides the fuel temperature to
be displayed on the EICAS (Engine Indication Crew Alert System) fuel indi-
cating field. In the event of sensor failure, the temperature indication is contin-
uously dashed.
EICAS Fuel Temperature
The temperature value is shown in green if the fuel temperature is more than
34.6 F (Degrees Fahrenheit), 37 C (Degrees Celsius) and less than
176F, (80 C).The temperature value is shown in black (amber background)
if the fuel temperature is less than 34.6 F (37 C) or more than 125.6 F
(52 C).
If this condition occurs, the crew must:
Lower the aircraft altitude.
Increase the airspeed.
Monitor the fuel temperature.

If this condition occurs prior to takeoff, the aircraft cannot be dispatched unless it
has been fueled with fuel (Jet A-1) at temperatures between 34.6 F (37 C)
and 176 F (80C).
FUEL TEMP
Phenom 100 19-23
Fuel
Fuel Tank Quantity Indicating Operation
When the aircraft is energized, EFCU channel 1 receives 28 V DC through
the EMERGENCY BUS. The EFCU provides the signals of the amount of fuel
remaining in the left tank. The EFCU sends these signals to the PFD, in the
CAS display, and fuel synoptic page on the MFD. The EFCU receives low
level signal from the left tank fuel quantity probes and sends the discrete sig-
nals for low level warning and fuel overfill warning. EFCU channel 2 receives
28V DC through the DC2 Bus and operates similarly
Fuel Temperature Indication System
The fuel temperature indicating system has a temperature sensor in the left
collector tank. The EFCU (Electronic Fuel Control Unit) monitors the resis-
tance value of the temperature sensor and provides the fuel temperature to
be displayed on the EICAS (Engine Indication Crew Alert System) fuel indi-
cating field. In the event of sensor failure, the temperature indication is contin-
uously dashed.
EICAS Fuel Temperature
The temperature value is shown in green if the fuel temperature is more than
34.6 F (Degrees Fahrenheit), 37 C (Degrees Celsius) and less than
176F, (80 C).The temperature value is shown in black (amber background)
if the fuel temperature is less than 34.6 F (37 C) or more than 125.6 F
(52 C).
If this condition occurs, the crew must:
Lower the aircraft altitude.
Increase the airspeed.
Monitor the fuel temperature.

If this condition occurs prior to takeoff, the aircraft cannot be dispatched unless it
has been fueled with fuel (Jet A-1) at temperatures between 34.6 F (37 C)
and 176 F (80C).
FUEL TEMP
19-24 Phenom 100
Fuel Low Pressure Warning System
The low-pressure warning system monitors the fuel pressure in the engine
feed lines and gives indication of low fuel pressure to the crew.
The low pressure warning system has two low pressure switches to monitor
the engine feed lines.
One low pressure switch is installed in the left engine feed line, downstream
of the left engine SOV (Shutoff Valve). The other low pressure switch is
installed in the right engine feed line, downstream of the right engine SOV.
Each engine low pressure switch monitors the related feed line. If the fuel pres-
sure decreases below 6 PSI, each pressure switch sends a signal to both
EFCU (Electronic Fuel Control Unit) channels, which send a signal to cause the
automatic operation of the applicable auxiliary boost fuel pump. The DC PUMP
switches set at AUTO enables the automatic operation of the auxiliary pumps.
MOTIVE FLOW LINE
FUEL FEED LINE
DCM
DCM
D
C
M
E
N
G
I
N
E
E
N
G
I
N
E
D
C
M
LEGEND:
PS PS
PS
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
19-24 Phenom 100
Fuel Low Pressure Warning System
The low-pressure warning system monitors the fuel pressure in the engine
feed lines and gives indication of low fuel pressure to the crew.
The low pressure warning system has two low pressure switches to monitor
the engine feed lines.
One low pressure switch is installed in the left engine feed line, downstream
of the left engine SOV (Shutoff Valve). The other low pressure switch is
installed in the right engine feed line, downstream of the right engine SOV.
Each engine low pressure switch monitors the related feed line. If the fuel pres-
sure decreases below 6 PSI, each pressure switch sends a signal to both
EFCU (Electronic Fuel Control Unit) channels, which send a signal to cause the
automatic operation of the applicable auxiliary boost fuel pump. The DC PUMP
switches set at AUTO enables the automatic operation of the auxiliary pumps.
MOTIVE FLOW LINE
FUEL FEED LINE
DCM
DCM
D
C
M
E
N
G
I
N
E
E
N
G
I
N
E
D
C
M
LEGEND:
PS PS
PS
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
Phenom 100 19-25
Fuel
After receiving the engine 1 and engine 2 fuel low pressure signals, the EFCU
sends them to the MFD (Multi-Function Display)
Low Pressure Warning
If the fuel pressure is too low in an engine feed line:
The caution message FUEL 1(2) LO PRESS shows on the CAS display.
The VDC applicable auxiliary boost pump is energized.
The fuel pressure increases in comparison with the operating pressure.

The automatic operation of the auxiliary pumps occur when the DC PUMP
switches are set to AUTO.
CAS
PFD DISPLAY
E
M
5
0
0
E
N
S
D
S
2
8
0
0
3
2
A
R
.D
G
N
CAS
MESSAGES
AREA
FUEL 1 LO PRESS
FUEL 2 LO PRESS
FUEL 1 PSW FAIL
FUEL 2 PSW FAIL
Phenom 100 19-25
Fuel
After receiving the engine 1 and engine 2 fuel low pressure signals, the EFCU
sends them to the MFD (Multi-Function Display)
Low Pressure Warning
If the fuel pressure is too low in an engine feed line:
The caution message FUEL 1(2) LO PRESS shows on the CAS display.
The VDC applicable auxiliary boost pump is energized.
The fuel pressure increases in comparison with the operating pressure.

The automatic operation of the auxiliary pumps occur when the DC PUMP
switches are set to AUTO.
CAS
PFD DISPLAY
E
M
5
0
0
E
N
S
D
S
2
8
0
0
3
2
A
R
.D
G
N
CAS
MESSAGES
AREA
FUEL 1 LO PRESS
FUEL 2 LO PRESS
FUEL 1 PSW FAIL
FUEL 2 PSW FAIL
19-26 Phenom 100

Fuel Specification
Brazilian Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QAV1
ASTM Specification . . . . . . . . . . . . . . . . . . . . . . D1655-JET A AND JET A-1

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37C
Maximum usable quantity per tank 403 lb / 209.4 USG - 636.4Kg / 792.5 L
Unusable quantity per tank 22 lb / 3.3 USG - 10Kg / 12.5 L
exceeding 80C.
Note:
Maximum fuel capacity: 425.4 USG / 2850 lb - 1610 L / 1292.8Kg
The maximum permitted imbalance between tanks is 33 USG

(220 lb.) - 125 L (100Kg).

failed on the same tank) the unusable fuel quantity is 13.6 USG
(91.3 lb.) - 51.5 L (41.4Kg) per tank.

quantity reaches 46 USG (308lb) - 174 L (140Kg) for single
engine condition and 54.2 USGal (363 lb.) - 205 L (165Kg) for


density of 6.701 lb./USG - 0.803Kg/L. Different fuel densities may
be used provided the volumetric limits are not exceeded.
Limitations
Fuel
19-26 Phenom 100

Fuel Specification

Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37C
Maximum usable quantity per tank 403 lb / 209.4 USG - 636.4Kg / 792.5 L
Unusable quantity per tank 22 lb / 3.3 USG - 10Kg / 12.5 L
exceeding 80C.
Note:
Maximum fuel capacity: 425.4 USG / 2850 lb - 1610 L / 1292.8Kg
The maximum permitted imbalance between tanks is 33 USG

(220 lb.) - 125 L (100Kg).

failed on the same tank) the unusable fuel quantity is 13.6 USG
(91.3 lb.) - 51.5 L (41.4Kg) per tank.

quantity reaches 46 USG (308lb) - 174 L (140Kg) for single
engine condition and 54.2 USGal (363 lb.) - 205 L (165Kg) for


density of 6.701 lb./USG - 0.803Kg/L. Different fuel densities may
be used provided the volumetric limits are not exceeded.
Limitations
Fuel
Phenom 100 19-27
Fuel
and turbulence.
CAS Messages
Caution
FUEL 1 (2) LO
LEVEL
Low-level sensors indicate that 198
lbs (90 kg) of fuel remain in the
respective tank.
FUEL 1 (2) LO
PRESS
Indicates a low pressure the associ-
ated engine while engine is running.
FUEL 1 (2) SOV
FAIL
Indicates a discrepancy between the
commanded and actual valve state.
FUEL IMBALANCE
Indicates an imbalance of fuel
between the two tanks greater than or
equal to 220 lb (100 kg)
FUEL OVERFILL
Indicates the transfer valve is open
with a high fuel quantity inside the
tank.
FUEL XFR FAIL
commanded and the actual valve
state.
Advisory
FUEL 1 (2) FEED
FAULT
Indicates a low pressure in the pri-
mary fuel feed system activating the
DC pump.
FUEL 1 (2) PSW
FAIL
Indicates a failure in the associated
pressure switch.
FUEL EQUAL
Lateral fuel quantities are balanced
when transfer valve is open.
FUEL PUMP 1 (2)
FAIL
commanded and actual associated
pump state or electric fuel pump
failure.
Phenom 100 19-27
Fuel
and turbulence.
CAS Messages
Caution
FUEL 1 (2) LO
LEVEL
Low-level sensors indicate that 198
lbs (90 kg) of fuel remain in the
respective tank.
FUEL 1 (2) LO
PRESS
Indicates a low pressure the associ-
ated engine while engine is running.
FUEL 1 (2) SOV
FAIL
commanded and actual valve state.
FUEL IMBALANCE
Indicates an imbalance of fuel
between the two tanks greater than or
equal to 220 lb (100 kg)
FUEL OVERFILL
Indicates the transfer valve is open
with a high fuel quantity inside the
tank.
FUEL XFR FAIL
commanded and the actual valve
state.
Advisory
FUEL 1 (2) FEED
FAULT
Indicates a low pressure in the pri-
mary fuel feed system activating the
DC pump.
FUEL 1 (2) PSW
FAIL
Indicates a failure in the associated
pressure switch.
FUEL EQUAL
Lateral fuel quantities are balanced
when transfer valve is open.
FUEL PUMP 1 (2)
FAIL
commanded and actual associated
pump state or electric fuel pump
failure.
19-28 Phenom 100
Weight Planning Page - FOB SYNC

The Weight Planning Plannng page within the AUX group contains an FOB
SYNC soft-key. The funcion of this key, when selected, is to transfer the
actual fuel quantity on board to the Weight Planning page for the FMS to use
for flight planning purposes.

NOTE: To prevent unpredictable fuel calculations, this function should ONLY be
used on the ground, before flight.
19-28 Phenom 100
Weight Planning Page - FOB SYNC

The Weight Planning Plannng page within the AUX group contains an FOB
SYNC soft-key. The funcion of this key, when selected, is to transfer the
actual fuel quantity on board to the Weight Planning page for the FMS to use
for flight planning purposes.

NOTE: To prevent unpredictable fuel calculations, this function should ONLY be
used on the ground, before flight.
Phenom 100 20-1

Hydraulics
Hydraulic Power
General
The hydraulic supplies hydraulic fluid for the landing gear and brake systems,
such as the need of keeping the landing gear in the uplock position during
flight.
The system has a hydraulic power pack providing the landing gear and brake
systems with hydraulic pressure and an indicating system providing the pilot,
copilot via CAS (Crew Alerting System) with information on the status of the
hydraulic system and its components. The hydraulic system operates at 3000
psi using synthetic hydrocarbon base hydraulic fluid MIL-PRF-87257 (MIL-
PRF-87257A:Aeroshell 51, MIL-PRF-87257B:Castrol Brayco MIC881, Radco
FR257)
Hydraulic Accumulator
Phenom 100 20-1
Hydraulics
Hydraulic Power
General
The hydraulic supplies hydraulic fluid for the landing gear and brake systems,
such as the need of keeping the landing gear in the uplock position during
flight.
The system has a hydraulic power pack providing the landing gear and brake
systems with hydraulic pressure and an indicating system providing the pilot,
copilot via CAS (Crew Alerting System) with information on the status of the
hydraulic system and its components. The hydraulic system operates at 3000
psi using synthetic hydrocarbon base hydraulic fluid MIL-PRF-87257 (MIL-
PRF-87257A:Aeroshell 51, MIL-PRF-87257B:Castrol Brayco MIC881, Radco
FR257)
20-2 Phenom 100
Hydraulic System
Hydraulic Powerpack
The hydraulic powerpack provides the system with hydraulic power. The
hydraulic powerpack has a fully integrated DC electric motor driven pump that
provides hydraulic power supply. The hydraulic powerpack has the following
components:
The hydraulic powerpack is powered by the Central Bus.
System control is provided by DC power supplied by the DC Bus 2 through
GEN No. 2. A thermal switch is installed on the powerpack to shut the electric
motor down to avoid fire hazard.
Hydraulic Pump
Electric Motor
Reservoir
Manifold
Accumulator
LG BAYS
LG COMPONENTS
BRAKE COMPONENTS
FUSELAGEWING FAIRING
BRAKE COMPONENTS
FORWARD FUSELAGE
NOSE LG BAY
HYDRAULIC POWERPACK
ACCUMULATOR
LG MANIFOLD
20-2 Phenom 100
Hydraulic System
Hydraulic Powerpack
The hydraulic powerpack provides the system with hydraulic power. The
hydraulic powerpack has a fully integrated DC electric motor driven pump that
provides hydraulic power supply. The hydraulic powerpack has the following
components:
The hydraulic powerpack is powered by the Central Bus.
System control is provided by DC power supplied by the DC Bus 2 through
GEN No. 2. A thermal switch is installed on the powerpack to shut the electric
motor down to avoid fire hazard.
Hydraulic Pump
Electric Motor
Reservoir
Manifold
Accumulator
LG BAYS
LG COMPONENTS
BRAKE COMPONENTS
FUSELAGEWING FAIRING
BRAKE COMPONENTS
FORWARD FUSELAGE
NOSE LG BAY
HYDRAULIC POWERPACK
ACCUMULATOR
LG MANIFOLD
Phenom 100 20-3
Hydraulics
Powerpack Assembly
SDS2432290000P003
MANIFOLD
RESERVOIR
ELECTRIC
MOTOR
PUMP
(LOCATED INSIDE RESERVOIR)
SDS2432291100P013
DUMP VALVE
HYDRAULIC
POWER PACK
ACCUMULATOR
Phenom 100 20-3
Hydraulics
Powerpack Assembly
SDS2432290000P003
MANIFOLD
RESERVOIR
ELECTRIC
MOTOR
PUMP
(LOCATED INSIDE RESERVOIR)
SDS2432291100P013
DUMP VALVE
HYDRAULIC
POWER PACK
ACCUMULATOR
20-4 Phenom 100
Hydraulic System
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20-4 Phenom 100
Hydraulic System
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Phenom 100 20-5
Hydraulics
Hydraulic Pump
The hydraulic system uses a single positive fixed displacement pump as
source of power. The pump is of vane type. The pump is turned on and off
when the system pressure reaches 2400 + 50 PSIG and 3000 + 50 PSIG
Hydraulic Pump and Motor
Electric Motor
A brush type 28 V DC electric motor drives the hydraulic pump. The motor
receives electrical power from the Central Bus but is controlled by DC Bus 2.
The motor does not have an internal cooling fan and is not designed for con-
tinuous operation.
A thermal protection is included to ensure that no portion of the motor is dam-
aged during motor overload or locked rotor conditions. The thermal switch,
when activated, will cause an automatic shutdown of the hydraulic motor, will
be subsequently reset when the predetermined temperature for each function
is reached.
Phenom 100 20-5
Hydraulics
Hydraulic Pump
The hydraulic system uses a single positive fixed displacement pump as
source of power. The pump is of vane type. The pump is turned on and off
when the system pressure reaches 2400 + 50 PSIG and 3000 + 50 PSIG
Hydraulic Pump and Motor
Electric Motor
A brush type 28 V DC electric motor drives the hydraulic pump. The motor
receives electrical power from the Central Bus but is controlled by DC Bus 2.
The motor does not have an internal cooling fan and is not designed for con-
tinuous operation.
A thermal protection is included to ensure that no portion of the motor is dam-
aged during motor overload or locked rotor conditions. The thermal switch,
when activated, will cause an automatic shutdown of the hydraulic motor, will
be subsequently reset when the predetermined temperature for each function
is reached.
20-6 Phenom 100
Reservoir
The reservoir is provided with a spring-pressurized rolling diaphragm.
Visual level indication is included with markings as follows:
Full: swept volume (system depressurized)
Refill: swept volume (system depressurized)

Manifold
The manifold is located between the electric motor and the pump/reser-
voir and contains all the valves to support the system
Return and High Pressure Filters
A pressure and a return filter are provided to keep the hydraulic fluid in the
limits of cleanliness at all times, Prior to entering the reservoir, the filters are
integrated to the manifold.
The same disposable filter element is used for the pressure filter and return filter.
Both filters have high differential pressure indicators. The return filter has, in
addition, a bypass valve.
Filter Bypass Valve
A bypass valve is included to the return filter in case a system failure occurs
and blocks the flow through the filter, allowing the flow directly to the reservoir.
FULL
REFILL
RESERVOIR
PUMP
20-6 Phenom 100
Reservoir
The reservoir is provided with a spring-pressurized rolling diaphragm.
Visual level indication is included with markings as follows:
Full: swept volume (system depressurized)
Refill: swept volume (system depressurized)

Manifold
The manifold is located between the electric motor and the pump/reser-
voir and contains all the valves to support the system
Return and High Pressure Filters
A pressure and a return filter are provided to keep the hydraulic fluid in the
limits of cleanliness at all times, Prior to entering the reservoir, the filters are
integrated to the manifold.
The same disposable filter element is used for the pressure filter and return filter.
Both filters have high differential pressure indicators. The return filter has, in
addition, a bypass valve.
Filter Bypass Valve
A bypass valve is included to the return filter in case a system failure occurs
and blocks the flow through the filter, allowing the flow directly to the reservoir.
FULL
REFILL
RESERVOIR
PUMP
Phenom 100 20-7
Hydraulics
Differential Pressure Indicators
Visual indicators are provided to aid in filter replacement. Each indicator con-
tains a red pop-up bottom to indicate the need for filter replacement. In order
to prevent nuisance indication, the differential pressure indicators are inhib-
ited below 27 C. Above 48.9 C they are fully operational
High Pressure Relief Valve
A pressure relief valve is installed in the manifold. The maximum pressure is
3250 psi.
Outlet Check Valve
Check valve allows free flow of hydraulic fluid in the desired direction, inhibits
flow in the opposite direction and is installed at the outlet of the pump. The
primary function of the check valve is to ensure that pressure is maintained in
the accumulator and to prevent back flow through the pump when it is not
operating.
Pressure Transducer
A pressure transducer is provided to give input for constant indication of the
system pressure in cockpit and also for low system pressure alarm (through
CAS (Crew Alerting System).
Pressure Switch
A pressure switch is provided in the high pressure circuit of the system; it
controls the electrical power supply through a power contactor. The switch is
set to maintain system pressure between 3,000 psig and 2,400 psig by turn-
ing the powerpack on or off.
Phenom 100 20-7
Hydraulics
Differential Pressure Indicators
Visual indicators are provided to aid in filter replacement. Each indicator con-
tains a red pop-up bottom to indicate the need for filter replacement. In order
to prevent nuisance indication, the differential pressure indicators are inhib-
ited below 27 C. Above 48.9 C they are fully operational
High Pressure Relief Valve
A pressure relief valve is installed in the manifold. The maximum pressure is
3250 psi.
Outlet Check Valve
Check valve allows free flow of hydraulic fluid in the desired direction, inhibits
flow in the opposite direction and is installed at the outlet of the pump. The
primary function of the check valve is to ensure that pressure is maintained in
the accumulator and to prevent back flow through the pump when it is not
operating.
Pressure Transducer
A pressure transducer is provided to give input for constant indication of the
system pressure in cockpit and also for low system pressure alarm (through
CAS (Crew Alerting System).
Pressure Switch
A pressure switch is provided in the high pressure circuit of the system; it
controls the electrical power supply through a power contactor. The switch is
set to maintain system pressure between 3,000 psig and 2,400 psig by turn-
ing the powerpack on or off.
20-8 Phenom 100
Dump Valve
A dump valve is used to bleed the accumulator pressure before servicing.
This is accomplished by pushing the seat down in the valve.
Bleed and Relief Valve
A combination of bleed and relief valve is included in the reservoir.The man-
ual bleed function allows the user to bleed air from the reservoir during filling.
The relief valve protects the reservoir from over pressure.
Temperature Switch
A temperature switch for system protection is installed in the return line near
the reservoir; it is activated in case fluid temperature goes above 120 C and
its reset occurs when fluid temperature drops below 110 C.
The temperature switch is in the electric circuit of the pump control and shuts
it down to avoid fire hazard. There is an automatic shutdown of the electric
motor to avoid damage.
Ventilation Fan
A ventilation fan and ventilation duct is installed in the hydraulic compartment
to maintain the hydraulic fluid and hydraulic motor temperature low. The fan
only operates when:
Weight on Wheels (WOW) is true
Nose gear down and locked
Both engines running

20-8 Phenom 100
Dump Valve
A dump valve is used to bleed the accumulator pressure before servicing.
This is accomplished by pushing the seat down in the valve.
Bleed and Relief Valve
A combination of bleed and relief valve is included in the reservoir.The man-
ual bleed function allows the user to bleed air from the reservoir during filling.
The relief valve protects the reservoir from over pressure.
Temperature Switch
A temperature switch for system protection is installed in the return line near
the reservoir; it is activated in case fluid temperature goes above 120 C and
its reset occurs when fluid temperature drops below 110 C.
The temperature switch is in the electric circuit of the pump control and shuts
it down to avoid fire hazard. There is an automatic shutdown of the electric
motor to avoid damage.
Ventilation Fan
A ventilation fan and ventilation duct is installed in the hydraulic compartment
to maintain the hydraulic fluid and hydraulic motor temperature low. The fan
only operates when:
Weight on Wheels (WOW) is true
Nose gear down and locked
Both engines running

Phenom 100 20-9
Hydraulics
Hydraulic Powerpack Assembly
VENTILATION
DUCTS
ELETRIC FAN
VENTILATION
DUCT
THERMAL
OVERLOAD OUTPUT
RETURN/REFILL
QUICK DISCONNECT
PRESSURE QUICK
DISCONNECT
OUTLET PORT
28 VDC POWER
INPUT
ACCUMULATOR
DUMP VALVE
TEMPERATURE
SWITCH
SHOCK MOUNTS
RESERVOIR
BLEED AND
RELIEF VALVE
INLET PORT
DIFFERENTIAL
PRESSURE
INDICATORS
Phenom 100 20-9
Hydraulics
Hydraulic Powerpack Assembly
VENTILATION
DUCTS
ELETRIC FAN
VENTILATION
DUCT
THERMAL
OVERLOAD OUTPUT
RETURN/REFILL
QUICK DISCONNECT
PRESSURE QUICK
DISCONNECT
OUTLET PORT
28 VDC POWER
INPUT
ACCUMULATOR
DUMP VALVE
TEMPERATURE
SWITCH
SHOCK MOUNTS
RESERVOIR
BLEED AND
RELIEF VALVE
INLET PORT
DIFFERENTIAL
PRESSURE
INDICATORS
20-10 Phenom 100
The total gas volume (un-pressurized) of the accumulator is of approximately
50 in (Cubic Inch). There is a pressure gauge and a charging valve remotely
mounted on a servicing panel. The charging valve is used in servicing the
accumulator nitrogen pressure envelope.
Accumulator
20-10 Phenom 100
The total gas volume (un-pressurized) of the accumulator is of approximately
50 in (Cubic Inch). There is a pressure gauge and a charging valve remotely
mounted on a servicing panel. The charging valve is used in servicing the
accumulator nitrogen pressure envelope.
Accumulator
Phenom 100 20-11
Hydraulics
Hydraulic Fluid Level Indication
Operation
The normal operation of the Hydraulic System is largely automatic with no
pilot input required. The system architecture and control philosophy is such
that it can cope with most aircraft operating conditions without requiring pilot
action.
Phenom 100 20-11
Hydraulics
Operation
The normal operation of the Hydraulic System is largely automatic with no
pilot input required. The system architecture and control philosophy is such
that it can cope with most aircraft operating conditions without requiring pilot
action.
20-12 Phenom 100
Hydraulic System Panel
Electric Hydraulic Pump Selector Knob (Rotary Action)
OFF: Turns the electrical pump off.
AUTO: Allows the associated electrical pump to operate automatically,
according to hydraulic system logic. (Normal Operations posi-
tion)
ON: Operates the electrical pump continuously, overriding the sys-
tem logic.
OFF
AUTO
HYD PUMP
ON
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
20-12 Phenom 100
Hydraulic System Panel
Electric Hydraulic Pump Selector Knob (Rotary Action)
OFF: Turns the electrical pump off.
AUTO: Allows the associated electrical pump to operate automatically,
according to hydraulic system logic. (Normal Operations posi-
tion)
ON: Operates the electrical pump continuously, overriding the sys-
tem logic.
OFF
AUTO
HYD PUMP
ON
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
Phenom 100 20-13
Hydraulics
Normal Operation
The pump control switch at cockpit panel shall remain set in AUTO even
before aircraft start up procedure. The system will turn it on and off automati-
cally with the input of system pressure.
The flight crew can select manual or automatic operation or off through a
three-position selector knob on the hydraulic panel. The normal operation is
automatic. In the AUTO position, the hydraulic system logic activates the
electric pump according to the pressure demand.
Abnormal Operation
In case system pressure drops below the normal operating range the HYD
LO PRESS caution message is shown on the EICAS display. The pilot shall
select the Hydraulic Pump Selector Knob to ON for few seconds and try
recover system pressure. If system pressure does not build up the message
will remain and pilot shall set it to AUTO again.
The hydraulic system temperature is constantly monitored. There is an auto-
matic shutdown means based on a temperature switch, which senses the
fluid temperature and a thermal switch, which senses the temperature of the
electric motor windings.
If the hydraulic return fluid or the electrical motor temperature goes above the
normal operating range the "HYD HI TEMP" caution message is displayed in
the CAS window and the hydraulic pump shuts down. When the temperatures
return to the normal (or reset) range the CAS message will clear and the
pump will restart.
The HYD LO PRESS message will be activated when the pressure trans-
ducer senses a hydraulic pressure smaller than 1500 PSIG.
Hydraulic System Check
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
To check the hydraulic system level, the hydraulic system must be de-
energized.
Make sure that the landing gear lever is in the down position.
Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
TYPE MESSAGE
Caution
HYD LO PRESS
HYD HI TEMP
Phenom 100 20-13
Hydraulics
Normal Operation
The pump control switch at cockpit panel shall remain set in AUTO even
before aircraft start up procedure. The system will turn it on and off automati-
cally with the input of system pressure.
The flight crew can select manual or automatic operation or off through a
three-position selector knob on the hydraulic panel. The normal operation is
automatic. In the AUTO position, the hydraulic system logic activates the
electric pump according to the pressure demand.
Abnormal Operation
In case system pressure drops below the normal operating range the HYD
LO PRESS caution message is shown on the EICAS display. The pilot shall
select the Hydraulic Pump Selector Knob to ON for few seconds and try
recover system pressure. If system pressure does not build up the message
will remain and pilot shall set it to AUTO again.
The hydraulic system temperature is constantly monitored. There is an auto-
matic shutdown means based on a temperature switch, which senses the
fluid temperature and a thermal switch, which senses the temperature of the
electric motor windings.
If the hydraulic return fluid or the electrical motor temperature goes above the
normal operating range the "HYD HI TEMP" caution message is displayed in
the CAS window and the hydraulic pump shuts down. When the temperatures
return to the normal (or reset) range the CAS message will clear and the
pump will restart.
The HYD LO PRESS message will be activated when the pressure trans-
ducer senses a hydraulic pressure smaller than 1500 PSIG.
Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
energized.
Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
TYPE MESSAGE
Caution
HYD LO PRESS
HYD HI TEMP
20-14 Phenom 100
Open the hydraulic system level indicator access door and the hydraulic
accumulator dump valve access door.
Hydraulic Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
Dump the hydraulic accumulator by pressing the dump valve on the
hydraulic power pack.
Emergency/Parking Brake Accumulator . . . . . . . . . . . . . . . . . . . . . . . . DUMP
Dump the emergency/parking brake accumulator by cycling the emer-
gency/parking brake handle until the indication lamp on the main panel
goes off.
Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
On the fluid level indicator, make sure that the fluid indication is in normal
range (between 35 and 49.5 in3).
The shaded region corresponds to the dispatchability range. If the level
indication is below the refill mark, contact maintenance personnel for
hydraulic fluid servicing. A synthetic hydrocarbon base hydraulic fluid per
MIL-PRF-87257 must be used.
DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Make sure that the two differential pressure indicators are not extended.
Hydraulic System Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . CHECK
Check the indication of the accumulator nitrogen pre-charge gauge and
compare with replenish placard graphic. If necessary, contact mainte-
nance personnel for nitrogen servicing.
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Close the hydraulic system level indicator access door and the hydraulic

Emergency/Parking Brake Accumulator Pre-Charge . . . . . . . . . CHECK
Check the nitrogen pre-charge of the Emergency / Parking Brake Accu-
mulator in the status synoptic page of the MFD. The proper pre-charge
pressure can be found in the Aircraft Maintenance Manual or the temp-
erature/pressure placard on the Emergency/Parking Break Accumulator
access door. If necessary, contact maintenance personnel for nitrogen
servicing.
20-14 Phenom 100
Dump the emergency/parking brake accumulator by cycling the emer-
gency/parking brake handle until the indication lamp on the main panel
goes off.
DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
nance personnel for nitrogen servicing.
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

Emergency/Parking Brake Accumulator Pre-Charge . . . . . . . . . CHECK
pressure can be found in the Aircraft Maintenance Manual or the temp-
erature/pressure placard on the Emergency/Parking Break Accumulator
servicing.
Phenom 100 20-15
Hydraulics
Hydraulic Dump Valve
Phenom 100 20-15
Hydraulics
Hydraulic Dump Valve
20-16 Phenom 100
System Status Synoptic Page
Indicating System
Indication and alerting includes cockpit CAS (Crew Alerting System) mes-
sage alerting information and cockpit CAS synoptic indication.
There are also two types of visual information in the system, one provided by
the hydraulic accumulator pressure gage and the other provided by differen-
tial pressure indicators.
EICAS Indication
The EICAS indication is designed to provide flight crew with additional infor-
mation, however, it cannot be used to generate crew actions.
When system pressure is in the normal operational range, both the readout
and the pointer become green in color.When it drops below 1500 psi, the
readout becomes amber in inverse video and the pointer becomes filled
amber.
1
1
2
2
Hydraulic Pressure
Emergency Brake Accumulator
Pressure
20-16 Phenom 100
System Status Synoptic Page
Indicating System
Indication and alerting includes cockpit CAS (Crew Alerting System) mes-
sage alerting information and cockpit CAS synoptic indication.
There are also two types of visual information in the system, one provided by
the hydraulic accumulator pressure gage and the other provided by differen-
tial pressure indicators.
EICAS Indication
The EICAS indication is designed to provide flight crew with additional infor-
mation, however, it cannot be used to generate crew actions.
When system pressure is in the normal operational range, both the readout
and the pointer become green in color.When it drops below 1500 psi, the
readout becomes amber in inverse video and the pointer becomes filled
amber.
1
1
2
2
Hydraulic Pressure
Emergency Brake Accumulator
Pressure
Phenom 100 20-17
Hydraulics
Pressure Indication
Digital Pressure
AMBER: cautionary operating range.
GRAY: label (PSI).
AMBER DASHED: invalid information or a value out of the valid range.

Pressure Scale / Pointer
The pointer on the scale indicates a value equal to that shown on the digital
display. If the value is invalid, the pointer will be removed from the display.
Scale:
WHITE: normal operating range.
Pointer:

PSI PSI
HYD SYS
HYD SYS
1800
A
NORMAL OPERATION
PRESSURE > 1500 PSI
GREEN HOLLOW POINTER
GREEN READOUTS IN
NORMAL VIDEO
LOW PRESS OPERATION
PRESSURE < =1500 PSI
AMBER READOUTS IN
INVERSE VIDEO
1200
SDS2432293100P041
SYNOPTIC INDICATION
Phenom 100 20-17
Hydraulics
Pressure Indication
Digital Pressure
GRAY: label (PSI).
AMBER DASHED: invalid information or a value out of the valid range.

Pressure Scale / Pointer
The pointer on the scale indicates a value equal to that shown on the digital
display. If the value is invalid, the pointer will be removed from the display.
Scale:
WHITE: normal operating range.
Pointer:

PSI PSI
HYD SYS
HYD SYS
1800
A
NORMAL OPERATION
PRESSURE > 1500 PSI
GREEN HOLLOW POINTER
GREEN READOUTS IN
NORMAL VIDEO
LOW PRESS OPERATION
PRESSURE < =1500 PSI
AMBER READOUTS IN
INVERSE VIDEO
1200
SDS2432293100P041
SYNOPTIC INDICATION
20-18 Phenom 100
Limitations
The hydraulic system must be checked each 15 consecutive calender days or
CAS Messages
Caution
HYD HI TEMP
Hydraulic system temperature is higher
than the normal operation range.
HYD LO PRESS
Hydraulic system pressure is lower than
the normal operation range.
20-18 Phenom 100
Limitations
The hydraulic system must be checked each 15 consecutive calender days or
CAS Messages
Caution
HYD HI TEMP
Hydraulic system temperature is higher
than the normal operation range.
HYD LO PRESS
Hydraulic system pressure is lower than
the normal operation range.
Phenom 100 21-1
Ice and Rain
Ice and Rain
The ice and rain protection system provides protection against visual and
flight authority degradation due to ice formation on leading edge surfaces,
engine air inlet, external sensor, and ice and fog formation on the windshield.
The windshield also has a rain repellent coating.
The ice and rain protection system is used to:
Remove the ice formed on the wing and the horizontal stabilizer leading
edges. Bleed air is routed from both engines to the wing de-icers and to
the horizontal stabilizer pneumatic de-icers.
Remove or prevent ice formation around the engine inlet cowls, using
bleed air from the related engine.
Prevent ice formation on the aircraft sensors. Pitot probes, static ports, and
AOA (Angle of Attack) sensor are heated by electric resistances.
Remove ice, frost, fog, or rain from the windshield.The windshield heating
system uses electrical heaters and the windshield rain protection uses a
rain repellent coating applied to the windshield external surface.
Provide the pilot and the copilot with a way to inspect the aircraft against
icing while flying at night. There is one lamp installed on the left fuselage
that shines in the left wing for visible ice detection. A dark area on both
overboard wing boots assists in visually detecting ice build up.
The ice and rain protection system includes:
Wing and Horizontal Stabilizer De-ice System
Engine Anti-ice System
Windshield Heating System
Air Data Heating System (ADS)

Phenom 100 21-1
Ice and Rain
Ice and Rain
The ice and rain protection system provides protection against visual and
flight authority degradation due to ice formation on leading edge surfaces,
engine air inlet, external sensor, and ice and fog formation on the windshield.
The windshield also has a rain repellent coating.
The ice and rain protection system is used to:
Remove the ice formed on the wing and the horizontal stabilizer leading
edges. Bleed air is routed from both engines to the wing de-icers and to
the horizontal stabilizer pneumatic de-icers.
Remove or prevent ice formation around the engine inlet cowls, using
bleed air from the related engine.
Prevent ice formation on the aircraft sensors. Pitot probes, static ports, and
AOA (Angle of Attack) sensor are heated by electric resistances.
Remove ice, frost, fog, or rain from the windshield.The windshield heating
system uses electrical heaters and the windshield rain protection uses a
rain repellent coating applied to the windshield external surface.
Provide the pilot and the copilot with a way to inspect the aircraft against
icing while flying at night. There is one lamp installed on the left fuselage
that shines in the left wing for visible ice detection. A dark area on both
overboard wing boots assists in visually detecting ice build up.
The ice and rain protection system includes:
Wing and Horizontal Stabilizer De-ice System
Air Data Heating System (ADS)

21-2 Phenom 100
Ice and Rain Protection Synoptic
When the ice protection system is operating normally, all components are
shown in green on the system diagram. Items in white indicate components
which are off. A red X over a component indicates invalid data or a failed
unit. In the case of windshield heaters, a red X will be displayed with
switches in the OFF position.
Ice Protection System Unit Status Indications
1 Windshield Heaters
2 Boot Lines and Valves
3 Inboard Ejector Flow Control Valve (EFCV)
4 Outboard Ejector Flow Control Valve (EFCV)
5 Engine Anti Ice (EAI) 1 Bleed Duct and Lip Skin
7 Engine Anti Ice (EAI) 1 Valve and Bleed Line
9 Pressure Regulating Shut-Of Valve 1 (PRSOV 1)
11 Ice Protection Bleed Duct
12 STAB Ejector Flow Control Valve (EFCV)
1
2
6 5
8 7
4 3
11
12
10 9
2
2
Inboard/Outboard
EFCV Valve
Open with fow Open, no fow Closed
STB EFCV Valve
21-2 Phenom 100
Ice and Rain Protection Synoptic
When the ice protection system is operating normally, all components are
shown in green on the system diagram. Items in white indicate components
which are off. A red X over a component indicates invalid data or a failed
unit. In the case of windshield heaters, a red X will be displayed with
switches in the OFF position.
Ice Protection System Unit Status Indications
2 Boot Lines and Valves
3 Inboard Ejector Flow Control Valve (EFCV)
4 Outboard Ejector Flow Control Valve (EFCV)
12 STAB Ejector Flow Control Valve (EFCV)
1
2
6 5
8 7
4 3
11
12
10 9
2
2
Inboard/Outboard
EFCV Valve
STB EFCV Valve
Phenom 100 21-3
Ice and Rain
Wing and Horizontal Stabilizer De-Icing System
The airfoil deicing system removes the ice formed on the wing and the hori-
zontal stabilizer leading edges.
The outboard and inboard wing de-icer boots and the horizontal stabilizer de-
icer boots remove the ice formed when the system is selected ON. Three
EFCVs (Ejector Flow Control Valves) supply the de-icer boots with com-
pressed air (inflation) or vacuum (deflation). One pressure regulator / reliever
and a water separator provide dried air in a proper pressure for the system.
Two check valves avoid back flow when there is loss of air bleed from one
engine. One low pressure switch, five deice pressure switches, and a
controller monitors the operation of the system.
Wing Deicing
The wing deicing system removes the formation of ice from the wing leading
edges. The wing de-icer boots cycle (inflate / deflate) in order to mechanically
remove the formation of ice from the wing leading edges. The EFCV (Ejector
Flow Control Valve) provides the boot inflation and deflation. Pressure
switches monitor the boots pressure to make sure that they work properly.
Wing Ejector Flow Control Valve (EFCV)
There are two EFCVs for the wing deicing system. The EFCV controls the
flow of air to and from the de-icer boots. It is a two-position, solenoid-oper-
ated valve that provides system pressure or vacuum to the pneumatic de-
icers.When the solenoid valve is in the de-energized condition, the ejector
section of the valve provides the vacuum necessary to maintain the deicing
tubes in a deflated condition using a minimum amount of air flow.
PNEUMATIC
DE-ICING
HORIZONTAL
STABILIZER
RIGHT WING
LEFT WING
PNEUMATIC
DE-ICING
PNEUMATIC
DE-ICING
WING INSPECTION
LIGHT
Phenom 100 21-3
Ice and Rain
Wing and Horizontal Stabilizer De-Icing System
The airfoil deicing system removes the ice formed on the wing and the hori-
zontal stabilizer leading edges.
The outboard and inboard wing de-icer boots and the horizontal stabilizer de-
icer boots remove the ice formed when the system is selected ON. Three
EFCVs (Ejector Flow Control Valves) supply the de-icer boots with com-
pressed air (inflation) or vacuum (deflation). One pressure regulator / reliever
and a water separator provide dried air in a proper pressure for the system.
Two check valves avoid back flow when there is loss of air bleed from one
engine. One low pressure switch, five deice pressure switches, and a
controller monitors the operation of the system.
Wing Deicing
The wing deicing system removes the formation of ice from the wing leading
edges. The wing de-icer boots cycle (inflate / deflate) in order to mechanically
remove the formation of ice from the wing leading edges. The EFCV (Ejector
Flow Control Valve) provides the boot inflation and deflation. Pressure
switches monitor the boots pressure to make sure that they work properly.
Wing Ejector Flow Control Valve (EFCV)
There are two EFCVs for the wing deicing system. The EFCV controls the
flow of air to and from the de-icer boots. It is a two-position, solenoid-oper-
ated valve that provides system pressure or vacuum to the pneumatic de-
icers.When the solenoid valve is in the de-energized condition, the ejector
section of the valve provides the vacuum necessary to maintain the deicing
tubes in a deflated condition using a minimum amount of air flow.
PNEUMATIC
DE-ICING
HORIZONTAL
STABILIZER
RIGHT WING
LEFT WING
PNEUMATIC
DE-ICING
PNEUMATIC
DE-ICING
WING INSPECTION
LIGHT
21-4 Phenom 100
Wing De-ice Pressure Switch
The pressure switches ensure a minimum pressure is being supplied to the
de-icers in a specific timing window.
Wing De-Icer Boot
The wing de-icer boots are silver polyurethane-surfaced pneumatic de-icers
consisting of a smooth rubber and fabric blanket containing span wise deicing
tubes. Each wing de-icer boot is a single boot with separate inflatable cham-
bers, one for the inboard wing section and one for the outboard wing section.
The LH and RH outboard chambers of the de-icer boot will inflate simultane-
ously. The LH and RH inboard de-icers will inflate simultaneously. The infla-
tion pressure of the de-icer boot is 20.0 1.0 psig.
Wing De-Icer Boot
Icing Visual Identification Panel
A dark area on the outboard of each wing de-icer boot assists in detecting ice
formation.
21-4 Phenom 100
Wing De-ice Pressure Switch
The pressure switches ensure a minimum pressure is being supplied to the
de-icers in a specific timing window.
Wing De-Icer Boot
The wing de-icer boots are silver polyurethane-surfaced pneumatic de-icers
consisting of a smooth rubber and fabric blanket containing span wise deicing
tubes. Each wing de-icer boot is a single boot with separate inflatable cham-
bers, one for the inboard wing section and one for the outboard wing section.
The LH and RH outboard chambers of the de-icer boot will inflate simultane-
ously. The LH and RH inboard de-icers will inflate simultaneously. The infla-
tion pressure of the de-icer boot is 20.0 1.0 psig.
Wing De-Icer Boot
A dark area on the outboard of each wing de-icer boot assists in detecting ice
formation.
Phenom 100 21-5
Ice and Rain
Wing Inspection Light
The wing inspection light provides illumination of the left wing leading edge
for the left pilot to inspect for ice formation. The controlling switch (INSP
LIGHT) is located on the ice protection panel.
Horizontal Stabilizer Deicing
The horizontal stabilizer deicing system removes the formation of ice from the
horizontal stabilizer leading edges.
The horizontal stabilizer de-icer boots cycle (inflate / deflate) in order to
mechanically remove the formation of ice from the horizontal stabilizer lead-
ing edges.
Horizontal Stabilizer Ejector Flow Control Valve (EFCV)
The EFCV (Ejector Flow Control Valve) provides the boot inflation and
deflation. There is one EFCV for the horizontal stabilizer deicing system.
Horizontal Stabilizer De-ice Pressure Switch
One pressure switch is dedicated to the horizontal stabilizer deicing system.
The horizontal stabilizer de-ice pressure switch is located at the inlet of the
horizontal stabilizer de-icer boots. The pressure switch ensures a minimum
pressure is being supplied to the de-icers in a specific timing window.
Phenom 100 21-5
Ice and Rain
Wing Inspection Light
The wing inspection light provides illumination of the left wing leading edge
for the left pilot to inspect for ice formation. The controlling switch (INSP
LIGHT) is located on the ice protection panel.
Horizontal Stabilizer Deicing
The horizontal stabilizer deicing system removes the formation of ice from the
horizontal stabilizer leading edges.
The horizontal stabilizer de-icer boots cycle (inflate / deflate) in order to
mechanically remove the formation of ice from the horizontal stabilizer lead-
ing edges.
Horizontal Stabilizer Ejector Flow Control Valve (EFCV)
The EFCV (Ejector Flow Control Valve) provides the boot inflation and
deflation. There is one EFCV for the horizontal stabilizer deicing system.
Horizontal Stabilizer De-ice Pressure Switch
One pressure switch is dedicated to the horizontal stabilizer deicing system.
The horizontal stabilizer de-ice pressure switch is located at the inlet of the
horizontal stabilizer de-icer boots. The pressure switch ensures a minimum
pressure is being supplied to the de-icers in a specific timing window.
21-6 Phenom 100
Horizontal Stabilizer De-Icer Boot
The horizontal stabilizer pneumatic de-icers are silver estane polyurethane-
surfaced de-icers, consisting of a smooth rubber and fabric blanket contain-
ing span wise deicing tubes. Each de-icer boot contains a single air connec-
tion through which all tubes are inflated simultaneously.
21-6 Phenom 100
The horizontal stabilizer pneumatic de-icers are silver estane polyurethane-
surfaced de-icers, consisting of a smooth rubber and fabric blanket contain-
ing span wise deicing tubes. Each de-icer boot contains a single air connec-
tion through which all tubes are inflated simultaneously.
Phenom 100 21-7
Ice and Rain
Deicing System
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Phenom 100 21-7
Ice and Rain
Deicing System
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21-8 Phenom 100
System Operation
The pilot activates the de-icing system by switching the icing protection system
wing / stab switch to the ON position. At this time the deicing cycle starts and
the horizontal stabilizer EFCV is energized. This initiates the inflation of the hor-
izontal stabilizer de-icer boots. The deice pressure switch closes within the first
four seconds of the six-second inflation time. After the six-second inflation time,
the horizontal stabilizer EFCV is de-energized and vacuum is reapplied to the
horizontal stabilizer de-icer boots.The horizontal stabilizers deice pressure
switch opens at this time indicating pressure is exiting the de-icer boot. This
sequence repeats for the outboard and inboard chambers of the wing de-icer
boots.
At the end of the inboard wing six-second inflation cycle, all EFCVs are de-
energized, pressure switches are open, and vacuum is applied to all de-icer
boots for the remaining forty-two second delay in the timing/deicing cycle. At
the end of the one-minute cycle, if the switch remains activated, the cycle
repeats. This continues until the de-icing system control switch is set to OFF.
If the ice protection system wing / stab switch is momentarily operated from
the OFF to the ON position, the controller will operate in single cycle mode.
The controller will cycle through all EFCVs plus a six-second delay time and
then shut off.
TIMING CHART
Time Intervals For 1 Cycle (Seconds) DE-ICING ZONE
6 HORIZONTAL STABILIZER
6 OUTBOARD WING
6 INBOARD WIND
42 ALL DEFLATED
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
21-8 Phenom 100
System Operation
The pilot activates the de-icing system by switching the icing protection system
wing / stab switch to the ON position. At this time the deicing cycle starts and
the horizontal stabilizer EFCV is energized. This initiates the inflation of the hor-
izontal stabilizer de-icer boots. The deice pressure switch closes within the first
four seconds of the six-second inflation time. After the six-second inflation time,
the horizontal stabilizer EFCV is de-energized and vacuum is reapplied to the
horizontal stabilizer de-icer boots.The horizontal stabilizers deice pressure
switch opens at this time indicating pressure is exiting the de-icer boot. This
sequence repeats for the outboard and inboard chambers of the wing de-icer
boots.
At the end of the inboard wing six-second inflation cycle, all EFCVs are de-
energized, pressure switches are open, and vacuum is applied to all de-icer
boots for the remaining forty-two second delay in the timing/deicing cycle. At
the end of the one-minute cycle, if the switch remains activated, the cycle
repeats. This continues until the de-icing system control switch is set to OFF.
If the ice protection system wing / stab switch is momentarily operated from
the OFF to the ON position, the controller will operate in single cycle mode.
The controller will cycle through all EFCVs plus a six-second delay time and
then shut off.
TIMING CHART
Time Intervals For 1 Cycle (Seconds) DE-ICING ZONE
6 HORIZONTAL STABILIZER
6 OUTBOARD WING
6 INBOARD WIND
42 ALL DEFLATED
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
Phenom 100 21-9
Ice and Rain
The EAI (Engine Anti-Icing) system supplies hot air from the engine to its inlet
cowl to prevent the hazardous formation of ice on the inlet lip skin. The sys-
tem consists of supply ducting, a valve (a shutoff valve), a flow limiter (ven-
turi/restrictor), a pressure transducer, a piccolo tube, and exhaust vents.
Hot air is extracted from the engine compressor. The air is tapped from the
engine thru a dedicated outboard bleed port, ensuring that an air supply is
always available to the EAI system when the engine is running. The airflow
next passes thru the EAI valve. This valve is activated manually with a com-
mand override available to the flight crew. The valve is spring-loaded to the
open position ensuring that the EAI system defaults to the open position in the
absence of a control signal (failure of electrical systems). Then the air flow
passes through a flow limiting venturi, which has the purpose of limiting the
mass air flow entering the chamber (formed by the inlet lip skin and the forward
bulkhead) in the event of a burst duct. At the inlet connection, the air passes
into the circular piccolo tube mounted inside the chamber. The anti-icing air fills
the piccolo tube and exits through jets (holes) in the tube wall. The anti-icing air
impinges upon the inner surface of the inlet lip skin and heats it to prevent ice
formation on the outer surface. The EAI air, after exiting the piccolo tube and
impinging on the lip skin, collects in the chamber and flows toward the bottom
where it is released overboard through exhaust vents located in the bottom of
the engine inlet.
EAI Shutoff Valve
The EAI valve is an ON/OFF shutoff valve and is located in the system supply
ducting in the engine compartment. This valve controls the bleed airflow from
the engine to the nacelle anti-icing system. It is an electrically controlled,
pneumatically operated valve that is spring-loaded to the open position. The
EAI shutoff valve actuating solenoid must be energized in order to drive the
valve closed. The valve may be locked in the open position, thus allowing air-
craft dispatch in ice conditions.
EAI Pressure Transducer
The transducer is connected to the anti-icing air supply duct. The pressure
transducer monitors the anti-icing system pressure. With the engine running,
if the transducer reads a pressure equal to or less than 25 psi, the A-I E1 (2)
FAIL message appears on the CAS.
Phenom 100 21-9
Ice and Rain
The EAI (Engine Anti-Icing) system supplies hot air from the engine to its inlet
cowl to prevent the hazardous formation of ice on the inlet lip skin. The sys-
tem consists of supply ducting, a valve (a shutoff valve), a flow limiter (ven-
turi/restrictor), a pressure transducer, a piccolo tube, and exhaust vents.
Hot air is extracted from the engine compressor. The air is tapped from the
engine thru a dedicated outboard bleed port, ensuring that an air supply is
always available to the EAI system when the engine is running. The airflow
next passes thru the EAI valve. This valve is activated manually with a com-
mand override available to the flight crew. The valve is spring-loaded to the
open position ensuring that the EAI system defaults to the open position in the
absence of a control signal (failure of electrical systems). Then the air flow
passes through a flow limiting venturi, which has the purpose of limiting the
mass air flow entering the chamber (formed by the inlet lip skin and the forward
bulkhead) in the event of a burst duct. At the inlet connection, the air passes
into the circular piccolo tube mounted inside the chamber. The anti-icing air fills
the piccolo tube and exits through jets (holes) in the tube wall. The anti-icing air
impinges upon the inner surface of the inlet lip skin and heats it to prevent ice
formation on the outer surface. The EAI air, after exiting the piccolo tube and
impinging on the lip skin, collects in the chamber and flows toward the bottom
where it is released overboard through exhaust vents located in the bottom of
the engine inlet.
EAI Shutoff Valve
The EAI valve is an ON/OFF shutoff valve and is located in the system supply
ducting in the engine compartment. This valve controls the bleed airflow from
the engine to the nacelle anti-icing system. It is an electrically controlled,
pneumatically operated valve that is spring-loaded to the open position. The
EAI shutoff valve actuating solenoid must be energized in order to drive the
valve closed. The valve may be locked in the open position, thus allowing air-
craft dispatch in ice conditions.
EAI Pressure Transducer
The transducer is connected to the anti-icing air supply duct. The pressure
transducer monitors the anti-icing system pressure. With the engine running,
if the transducer reads a pressure equal to or less than 25 psi, the A-I E1 (2)
FAIL message appears on the CAS.
21-10 Phenom 100
EAI Piccolo Tube
The piccolo tube distributes the anti-icing air over the inner surface of the inlet
lip. The piccolo tube is a circular tube with holes to distribute the anti-icing air
onto the critical lip skin region.
ENGINE ANTI-ICING
PRESSURE TRANSDUCER
EAI VALVE
VENTURI/RESTRICTOR
EXHAUST
VENT
EXHAUST
VENT
PICCOLO
TUBE
SDS2432302100P041
21-10 Phenom 100
EAI Piccolo Tube
The piccolo tube distributes the anti-icing air over the inner surface of the inlet
lip. The piccolo tube is a circular tube with holes to distribute the anti-icing air
onto the critical lip skin region.
ENGINE ANTI-ICING
PRESSURE TRANSDUCER
EAI VALVE
VENTURI/RESTRICTOR
EXHAUST
VENT
EXHAUST
VENT
PICCOLO
TUBE
SDS2432302100P041
Phenom 100 21-11
Ice and Rain
Operation
The EAI system is manually activated by means of a toggle switch. The sys-
tem heats the nacelle inlet cowl leading edge using bleed air extracted from
the engine port to prevent potentially harmful ice accumulation. The system is
activated via a solenoid controlled, pneumatically actuated shutoff valve (EAI
shutoff valve). In case of system failure, the valve may be manually locked in
the fully open position to permit dispatch of the aircraft.
An EAI pressure transducer is also provided to monitor duct pressure down-
stream of the EAI shutoff valve and thus confirm proper operation of the EAI
system. The EAI system for each engine is completely independent of the
other engine and EAI air bleeding cannot be shared between engines.
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
Phenom 100 21-11
Ice and Rain
Operation
The EAI system is manually activated by means of a toggle switch. The sys-
tem heats the nacelle inlet cowl leading edge using bleed air extracted from
the engine port to prevent potentially harmful ice accumulation. The system is
activated via a solenoid controlled, pneumatically actuated shutoff valve (EAI
shutoff valve). In case of system failure, the valve may be manually locked in
the fully open position to permit dispatch of the aircraft.
An EAI pressure transducer is also provided to monitor duct pressure down-
stream of the EAI shutoff valve and thus confirm proper operation of the EAI
system. The EAI system for each engine is completely independent of the
other engine and EAI air bleeding cannot be shared between engines.
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
21-12 Phenom 100
Pitot/Static/AOA/P-Static Heating
The Pitot/Static/AOA/P-Static heating system prevents ice formation on air-
craft sensors.
Protection against icing is provided by built-in heating elements. This system
provides electrical heating for the following components:
Pitot Probes
Dual Static Ports.
Pitot/Static Probe
AOA (Angle of Attack) Sensor
Static Pressure Port

WARNING
DO NOT TOUCH HEATED PROBES, SENSOR, OR STATIC PORTS. THEY
CAN BE HOT AND CAUSE INJURY TO YOU.
DUAL STATIC
PORT 1
PITOT PROBE 1
PITOTSTATIC
PROBE
DUAL STATIC
PORT 2
PITOT
PROBE 2
AOA SENSOR
AOA SENSOR
21-12 Phenom 100
Pitot/Static/AOA/P-Static Heating
The Pitot/Static/AOA/P-Static heating system prevents ice formation on air-
craft sensors.
Protection against icing is provided by built-in heating elements. This system
provides electrical heating for the following components:
Pitot Probes
Dual Static Ports.
Pitot/Static Probe
AOA (Angle of Attack) Sensor

WARNING
DO NOT TOUCH HEATED PROBES, SENSOR, OR STATIC PORTS. THEY
CAN BE HOT AND CAUSE INJURY TO YOU.
DUAL STATIC
PORT 1
PITOT PROBE 1
PITOTSTATIC
PROBE
DUAL STATIC
PORT 2
PITOT
PROBE 2
AOA SENSOR
AOA SENSOR
Phenom 100 21-13
Ice and Rain
Operation
ADS (Air Data System)/ AOA Heating
The ADS and AOA probe heating system permits safe flight under icing con-
ditions. It has a rotary control knob, located on the ICE PROTECTION/ HEAT-
ING control panel, that allows selecting one out of three modes of operation:
OFF, AUTO, and ON.
Static Pressure Port Heating
The static pressure port is electrically heated in order to assure no obstruc-
tion of sensing orifices due to freezing. Electrical power is provided whenever
the aircraft is in flight. The air/ground signal is provided by the main landing
gear WOW switch through a hard wiring electrical circuit.
AUTO
This is the normal operation mode. In this mode, the probe heating
elements will be automatically energized if at least one engine is
running or the aircraft weight is not on the wheels.
OFF
In this mode, the probe heating elements will not be energized,
regardless of the status of the engines and WOW. This mode is
intended to be used on the ground, mainly to keep people from
being injured in case of contact with the probes.
ON
In this mode, the probe heating elements will be energized,
regardless of the status of the engines and WOW. This mode may
be used if it is necessary to activate the heating system on the
ground and with the engines not running. It may also be used in
flight in case of failure of the automatic control mode.
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
Phenom 100 21-13
Ice and Rain
Operation
ADS (Air Data System)/ AOA Heating
The ADS and AOA probe heating system permits safe flight under icing con-
ditions. It has a rotary control knob, located on the ICE PROTECTION/ HEAT-
ING control panel, that allows selecting one out of three modes of operation:
OFF, AUTO, and ON.
Static Pressure Port Heating
The static pressure port is electrically heated in order to assure no obstruc-
tion of sensing orifices due to freezing. Electrical power is provided whenever
the aircraft is in flight. The air/ground signal is provided by the main landing
gear WOW switch through a hard wiring electrical circuit.
AUTO
This is the normal operation mode. In this mode, the probe heating
elements will be automatically energized if at least one engine is
running or the aircraft weight is not on the wheels.
OFF
In this mode, the probe heating elements will not be energized,
regardless of the status of the engines and WOW. This mode is
intended to be used on the ground, mainly to keep people from
being injured in case of contact with the probes.
ON
In this mode, the probe heating elements will be energized,
regardless of the status of the engines and WOW. This mode may
be used if it is necessary to activate the heating system on the
ground and with the engines not running. It may also be used in
flight in case of failure of the automatic control mode.
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
21-14 Phenom 100
Windshield Heating System and Rain Protection
The windshield rain protection and the windshield heating systems are used
to remove ice, frost, fog, or rain from the windshield.
The windshield rain protection consists only of a rain repellent coating applied
to the windshield external surface.
The windshield heating system uses electrical heaters in the windshield to
prevent the icing formation on the external surface of the windshield, and fog
formation on the inside surface.
Windshield Rain Protection
The windshield rain repellent coating is a wiperless system that permits a safe
flight under rain conditions, by maintaining a sufficient portion of the windshield
so clear as to provide each pilot with adequate vision along the flight path. It is
a synthetic polymer developed to repel water by physical process.
A chemical coating known as Rain Repellent Coating is applied on the wind-
shields external surface.
Rain Repellent Coating
The Rain Repellent Coating consists of a synthetic polymer developed to
repel water by physical process.
The rain repellent coating is employed as rain protector for windshields,
because of its water repellency capabilities.
When water comes into contact with a clean glass surface, the water spreads
out evenly on the glass, and a thin film of water remains on the surface even
after the bulk of the water has run off, and visibility is reduced. When the
glass surface is treated with a chemical repellent (Rain Repellent Coating), a
transparent molecular film is formed which greatly reduces the adhesive force
between the water and the glass. The water draws up into beads which cover
WINDSHIELD
- ELECTRICALLY HEATED
- DEFOG SYSTEM
SDS2432304000P065
21-14 Phenom 100
Windshield Heating System and Rain Protection
The windshield rain protection and the windshield heating systems are used
to remove ice, frost, fog, or rain from the windshield.
The windshield rain protection consists only of a rain repellent coating applied
to the windshield external surface.
The windshield heating system uses electrical heaters in the windshield to
prevent the icing formation on the external surface of the windshield, and fog
formation on the inside surface.
The windshield rain repellent coating is a wiperless system that permits a safe
flight under rain conditions, by maintaining a sufficient portion of the windshield
so clear as to provide each pilot with adequate vision along the flight path. It is
a synthetic polymer developed to repel water by physical process.
A chemical coating known as Rain Repellent Coating is applied on the wind-
shields external surface.
Rain Repellent Coating
The Rain Repellent Coating consists of a synthetic polymer developed to
repel water by physical process.
The rain repellent coating is employed as rain protector for windshields,
because of its water repellency capabilities.
When water comes into contact with a clean glass surface, the water spreads
out evenly on the glass, and a thin film of water remains on the surface even
after the bulk of the water has run off, and visibility is reduced. When the
glass surface is treated with a chemical repellent (Rain Repellent Coating), a
transparent molecular film is formed which greatly reduces the adhesive force
between the water and the glass. The water draws up into beads which cover
WINDSHIELD
- DEFOG SYSTEM
SDS2432304000P065
Phenom 100 21-15
Ice and Rain
only a portion of the glass, the area between the beads being dry. The high
velocity slipstream continually removes the beads.
WINDSHIELD WITH
RAIN REPELLENT COATING
SDS2432304100P069R
Phenom 100 21-15
Ice and Rain
only a portion of the glass, the area between the beads being dry. The high
velocity slipstream continually removes the beads.
WINDSHIELD WITH
RAIN REPELLENT COATING
SDS2432304100P069R
21-16 Phenom 100
The windshield heating system prevents the formation of ice on the exte-
rior surface of the windshield and fog on the interior surface.
The windshield heating system consists of four independent subsystems, two
for each windshield. two subsystems are controlled by one Windshield Heater
Control Unit (WHCU). Each subsystem comprises a temperature controller
channel, windshield heater element and windshield temperature sensors for
overheat and control to each windshield assembly. The function of the wind-
shield heating system is to regulate the temperature of each heating mat
embedded in the windshield, in order to prevent the icing formation on the
exterior surface of the windshield, and fog formation on the inside surface.
Heated Windshield
The windshield is an electrically heated, double curvature, laminated glass
windshield. The outboard glass is coated by an anti-static film to provide a
discharge path for static build-up to prevent damage to the windshield heating
mats due to triboelectric charging. The windshield heating mats, two per
windshield are embedded in the inboard surface of the outer glass ply to pro-
vide anti-ice capability. There are two sensing elements per heater section,
both connected to each channel of the Windshield Heater Control Unit
(WHCU).
Windshield Heater Control Unit
Each WHCU channel regulates the temperature using two temperature sen-
sors and a heater mat integrated to the windshield. One sensor is used for
control while the other monitors overheats and provides back-up control if the
first sensor fails. Besides regulating the heater element temperature, each
windshield control channel performs power-up BIT (Built-in Test) and continu-
WINDSHIELD
- DEFOG SYSTEM
21-16 Phenom 100
The windshield heating system prevents the formation of ice on the exte-
rior surface of the windshield and fog on the interior surface.
The windshield heating system consists of four independent subsystems, two
for each windshield. two subsystems are controlled by one Windshield Heater
Control Unit (WHCU). Each subsystem comprises a temperature controller
channel, windshield heater element and windshield temperature sensors for
overheat and control to each windshield assembly. The function of the wind-
shield heating system is to regulate the temperature of each heating mat
embedded in the windshield, in order to prevent the icing formation on the
exterior surface of the windshield, and fog formation on the inside surface.
Heated Windshield
The windshield is an electrically heated, double curvature, laminated glass
windshield. The outboard glass is coated by an anti-static film to provide a
discharge path for static build-up to prevent damage to the windshield heating
mats due to triboelectric charging. The windshield heating mats, two per
windshield are embedded in the inboard surface of the outer glass ply to pro-
vide anti-ice capability. There are two sensing elements per heater section,
both connected to each channel of the Windshield Heater Control Unit
(WHCU).
Windshield Heater Control Unit
Each WHCU channel regulates the temperature using two temperature sen-
sors and a heater mat integrated to the windshield. One sensor is used for
control while the other monitors overheats and provides back-up control if the
first sensor fails. Besides regulating the heater element temperature, each
windshield control channel performs power-up BIT (Built-in Test) and continu-
WINDSHIELD
- DEFOG SYSTEM
Phenom 100 21-17
Ice and Rain
ous BIT, reporting the faults to the avionics Data Concentrator Unit and GIA
(Garmin Integrated Avionics unit) 2.
On the ICE PROTECTION/HEATING control panel, when the WSHLD 1
switch is set to ON the WHCU 1, Channel 1and the WHCU 2, Channel 2 are
energized. Then the WHCUs supply power to the LH (Left-Hand) windshield
heaters 1 and 2.
When the WSHLD 2 switch is set to ON the WHCU 1, Channel 2 and the
WHCU 2, Channel 1 are energized. Then the WHCUs supply power to the
RH (Right-Hand) windshield heaters 1 and 2.
Operation
In normal operation, on the ICE PROTECTION/HEATING control panel, the
WSHLD 1 and 2 rotary switches are set to OFF.
When turned ON, the WHCU channels switch power ON when the control
sensor temperature is below 95 F (35 C), and switch the heater power OFF
when the control sensor is above 110 F (43 C). Overheat set point is 140 F
(60 C).
Each WHCU operates according to a load shedding logic and regulates the
temperature of the both heaters of each windshield side. If only a single
power source (one SG failed) is available, the left windshield side has the pri-
ority and one of its sections (left or right) is heated according to the remaining
starter generator (SG).
Phenom 100 21-17
Ice and Rain
ous BIT, reporting the faults to the avionics Data Concentrator Unit and GIA
(Garmin Integrated Avionics unit) 2.
On the ICE PROTECTION/HEATING control panel, when the WSHLD 1
switch is set to ON the WHCU 1, Channel 1and the WHCU 2, Channel 2 are
energized. Then the WHCUs supply power to the LH (Left-Hand) windshield
heaters 1 and 2.
When the WSHLD 2 switch is set to ON the WHCU 1, Channel 2 and the
WHCU 2, Channel 1 are energized. Then the WHCUs supply power to the
RH (Right-Hand) windshield heaters 1 and 2.
Operation
In normal operation, on the ICE PROTECTION/HEATING control panel, the
WSHLD 1 and 2 rotary switches are set to OFF.
When turned ON, the WHCU channels switch power ON when the control
sensor temperature is below 95 F (35 C), and switch the heater power OFF
when the control sensor is above 110 F (43 C). Overheat set point is 140 F
(60 C).
Each WHCU operates according to a load shedding logic and regulates the
temperature of the both heaters of each windshield side. If only a single
power source (one SG failed) is available, the left windshield side has the pri-
ority and one of its sections (left or right) is heated according to the remaining
starter generator (SG).
21-18 Phenom 100
Windshield Heating System Schematic
LH HEATERS RH HEATERS
SENSORS
DC BUS 1 DC BUS 2
WHCU 1 WHCU 2
NORMAL OPERATION
LH/RH WHCUs ON
SENSORS
DC BUS 1 DC BUS 2
WHCU 1 WHCU 2
ABNORMAL OPERATION
DC BUS 1/WHCU 1 FAILURE
SENSORS
DC BUS 1 DC BUS 2
WHCU 1 WHCU 2
ABNORMAL OPERATION
E
M
5
0
0
E
N
A
O
M
1
4
0
0
2
7
C
.
D
G
N
21-18 Phenom 100
Windshield Heating System Schematic
SENSORS
DC BUS 1 DC BUS 2
WHCU 1 WHCU 2
NORMAL OPERATION
LH/RH WHCUs ON
SENSORS
DC BUS 1 DC BUS 2
WHCU 1 WHCU 2
ABNORMAL OPERATION
SENSORS
DC BUS 1 DC BUS 2
WHCU 1 WHCU 2
ABNORMAL OPERATION
E
M
5
0
0
E
N
A
O
M
1
4
0
0
2
7
C
.
D
G
N
Phenom 100 21-19
Ice and Rain
Ground De-Icing Procedures
GROUND DEICING/ANTI-ICING STRATEGY

To prevent frozen contamination on airplane surfaces deice and anti-
icing operation requires that fluids be distributed uniformly over
surfaces. In order to control uniformity, all horizontal surfaces must be
visually checked during fluid application. The correct amount is
indicated by fluid just beginning to drip off the leading edge. Do not
use tools to scrape or scratch compacted snow from the airframe
surfaces or from the gaps between fixed or movable surfaces. Once
the airplane has been fully deiced, it is time to consider the prevention
of any further ice contamination prior to takeoff by application of an
anti-icing treatment.
The following surfaces must be protected:
- Fuselage;
- Wing upper surface and leading edge;
- Horizontal stabilizer upper surface and leading edge;
- Elevator upper surface;
- Vertical stabilizer and rudder.
For detailed information on ground de-icing procedures please
refer to the POH chapter 2-15.
Phenom 100 21-19
Ice and Rain
Ground De-Icing Procedures
GROUND DEICING/ANTI-ICING STRATEGY

To prevent frozen contamination on airplane surfaces deice and anti-
icing operation requires that fluids be distributed uniformly over
surfaces. In order to control uniformity, all horizontal surfaces must be
visually checked during fluid application. The correct amount is
indicated by fluid just beginning to drip off the leading edge. Do not
use tools to scrape or scratch compacted snow from the airframe
surfaces or from the gaps between fixed or movable surfaces. Once
the airplane has been fully deiced, it is time to consider the prevention
of any further ice contamination prior to takeoff by application of an
anti-icing treatment.
The following surfaces must be protected:
- Fuselage;
- Wing upper surface and leading edge;
- Horizontal stabilizer upper surface and leading edge;
- Elevator upper surface;
- Vertical stabilizer and rudder.
For detailed information on ground de-icing procedures please
refer to the POH chapter 2-15.
21-20 Phenom 100
DEICING AND ANTIICING FLUID APPLICATION AREA. A THIN LAYER
OF HOAR FROST WHERE YOU CAN SEE AIRPLANE MARKINGS
ON FUSELAGE IS PERMITTED
DIRECTION OF FLUID
SPRAY
DIRECTION OF FLUID
SPRAY NOT PERMITTED
DEICING APPLICATION AREA
DIRECTION OF FLUID SPRAY
DO NOT APPLY FLUIDS DIRECTLY TO THESE POINTS
LEGEND:
DEICING AND ANTIICING FLUID APPLICATION AREA
AOA SENSOR
PITOT
PROBE 1
PITOT
PROBE 2
DUAL STATIC PORT 1
PITOT STATIC PROBE
DUAL STATIC
PORT 2
01
01
01 E
M
5
0
0
E
N
A
O
M
1
4
0
3
6
1
A
.
D
G
N
FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY RETRACTED

Fluid Application Strategy
21-20 Phenom 100
DEICING AND ANTIICING FLUID APPLICATION AREA. A THIN LAYER
OF HOAR FROST WHERE YOU CAN SEE AIRPLANE MARKINGS
ON FUSELAGE IS PERMITTED
DIRECTION OF FLUID
SPRAY
DIRECTION OF FLUID
SPRAY NOT PERMITTED
DEICING APPLICATION AREA
DIRECTION OF FLUID SPRAY
DO NOT APPLY FLUIDS DIRECTLY TO THESE POINTS
LEGEND:
DEICING AND ANTIICING FLUID APPLICATION AREA
AOA SENSOR
PITOT
PROBE 1
PITOT
PROBE 2
DUAL STATIC PORT 1
PITOT STATIC PROBE
DUAL STATIC
PORT 2
01
01
01 E
M
5
0
0
E
N
A
O
M
1
4
0
3
6
1
A
.
D
G
N
FLAPS AND SPEED BRAKE (IF APPLICABLE) FULLY RETRACTED

Fluid Application Strategy
Phenom 100 21-21
Ice and Rain
Limitations
Minimum Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS
ENG 1 and ENG 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note:
free of ice accretion. This assures the icing stall warning schedule with
runback ice present.
systems used as described in the operating procedures section of this
manual. Where specific operational speeds and performance informa-
tion have been established for such conditions, this information must be
used.

Phenom 100 21-21
Ice and Rain
Limitations
Minimum Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 KIAS
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WSHLD 1 and WSHLD 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WINGSTAB Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note:
free of ice accretion. This assures the icing stall warning schedule with
runback ice present.
systems used as described in the operating procedures section of this
manual. Where specific operational speeds and performance informa-
tion have been established for such conditions, this information must be
used.

21-22 Phenom 100
CAS Messages
Caution
ADS 1 HTR FAIL
Loss of ADS 1 heating. ADS 1 data
may not be reliable.
ADS 2 HTR FAIL
A-1 E1 (2) FAIL
Indicates EAI shutoff valve is closed
when valve is commanded open or an
EAI duct failure is detected.
D-I WINGSTAB FAIL
Indicates the pneumatic deicing system
is not working properly, the valves are
closed when the system is set to on, or
a duct failure is detected.
STBY HTR FAIL
Loss of Pitot-Static heater. Stand-by air
data may not be reliable.
WSHLD 1 HTR FAIL
Indicates failure of left windshield heat-
ing system.
WSHLD 2 HTR FAIL
Indicates failure of right windshield
heating system.
Advisory
ADS HTR 1 FAULT Loss of heater redundancy on ADS 1.
ADS-AOA HTR ON
ADS-AOA heater manually activated
on the ground.
A-1 E1 (2) ON Indicates EAI system is on.
D-I WINGSTAB ON
is on.
21-22 Phenom 100
CAS Messages
Caution
ADS 1 HTR FAIL
ADS 2 HTR FAIL
A-1 E1 (2) FAIL
Indicates EAI shutoff valve is closed
when valve is commanded open or an
EAI duct failure is detected.
D-I WINGSTAB FAIL
is not working properly, the valves are
closed when the system is set to on, or
a duct failure is detected.
STBY HTR FAIL
Loss of Pitot-Static heater. Stand-by air
data may not be reliable.
WSHLD 1 HTR FAIL
Indicates failure of left windshield heat-
ing system.
WSHLD 2 HTR FAIL
Indicates failure of right windshield
heating system.
Advisory
ADS-AOA HTR ON
ADS-AOA heater manually activated
on the ground.
A-1 E1 (2) ON Indicates EAI system is on.
D-I WINGSTAB ON
is on.
Phenom 100 22-1
Instruments / Warning System
General
This section provides an overview of the Garmin Prodigy Integrated Flight
Deck as installed in the Embraer Phenom 100. The Garmin Prodigy system is
an integrated avionics system that presents flight instrumentation, position,
navigation, communication, and identification information to the pilot through
large format displays. The system consists of the following Line Replaceable
Units (LRUs):
Primary Flight Displays (PFD) and Multi-function Display (MFD) -
GDU 1240A
Each unit is configured as one of two PFDs or one MFD. The GDU 1240A
features a 12-inch LCD with 1024 x 768 resolution. The unit installed on the
left / pilot side is designated as PFD1, and the one installed on the right / copi-
lot side is designated as PFD2. The unit installed in the center is designated
the MFD. These units communicate with each other and with the on-side GIA
63W Integrated Avionics Unit through a High-Speed Data Bus (HSDB) con-
nection. This unit is also known as a Flight Display Unit (FDU).
Integrated Avionics Unit - GIA 63W (2)
Functions as the main communication hub, linking all LRUs with the on-side
PFD. Each GIA 63W contains a GPS WAAS receiver, VHF COM/NAV/GS
receivers, a flight director (FD) and system integration microprocessors. Each
GIA 63W is paired with the on-side PFD via HSDB connection.
Phenom 100 22-1
General
This section provides an overview of the Garmin Prodigy Integrated Flight
Deck as installed in the Embraer Phenom 100. The Garmin Prodigy system is
an integrated avionics system that presents flight instrumentation, position,
navigation, communication, and identification information to the pilot through
large format displays. The system consists of the following Line Replaceable
Units (LRUs):
Primary Flight Displays (PFD) and Multi-function Display (MFD) -
GDU 1240A
Each unit is configured as one of two PFDs or one MFD. The GDU 1240A
features a 12-inch LCD with 1024 x 768 resolution. The unit installed on the
left / pilot side is designated as PFD1, and the one installed on the right / copi-
lot side is designated as PFD2. The unit installed in the center is designated
the MFD. These units communicate with each other and with the on-side GIA
63W Integrated Avionics Unit through a High-Speed Data Bus (HSDB) con-
nection. This unit is also known as a Flight Display Unit (FDU).
Integrated Avionics Unit - GIA 63W (2)
Functions as the main communication hub, linking all LRUs with the on-side
PFD. Each GIA 63W contains a GPS WAAS receiver, VHF COM/NAV/GS
receivers, a flight director (FD) and system integration microprocessors. Each
GIA 63W is paired with the on-side PFD via HSDB connection.
22-2 Phenom 100
Air Data Computer - GDC 74B (2)
Processes data from the pitot/static system as well as the OAT probe. This
unit provides pressure altitude, airspeed, vertical speed and OAT information
to the Garmin Prodigy system, and it communicates with the onside GIA, on-
side PFD and on-side AHRS, using an ARINC 429 digital interface. The GDC
74B is designed to operate in Reduced Vertical Separation Minimum (RVSM)
airspace.
Engine / Airframe Unit - GEA 71 (3)
Receives and processes signals from the engine and airframe sensors. This
unit communicates with both GIAs using a digital interface.
22-2 Phenom 100
Air Data Computer - GDC 74B (2)
Processes data from the pitot/static system as well as the OAT probe. This
unit provides pressure altitude, airspeed, vertical speed and OAT information
to the Garmin Prodigy system, and it communicates with the onside GIA, on-
side PFD and on-side AHRS, using an ARINC 429 digital interface. The GDC
74B is designed to operate in Reduced Vertical Separation Minimum (RVSM)
airspace.
Engine / Airframe Unit - GEA 71 (3)
Receives and processes signals from the engine and airframe sensors. This
unit communicates with both GIAs using a digital interface.
Phenom 100 22-3
Attitude and Reference System (AHRS) - GRS 77 (2)
Provides aircraft attitude and heading information via both the on-side PFD
and the on-side GIA. The GRS 77 contains advanced sensors (including
accelerometers and rate sensors) and interfaces with the on-side magnetom-
eter to obtain magnetic field information, with the air data computer to obtain
air data, and with both GIA to obtain GPS information.
Magnetometer - GMU 44 (2)
Measures local magnetic field. Data is sent to the AHRS for processing to
determine aircraft magnetic heading. This unit receives power directly from
the AHRS unit and communicates with the AHRS.
Phenom 100 22-3
Attitude and Reference System (AHRS) - GRS 77 (2)
Provides aircraft attitude and heading information via both the on-side PFD
and the on-side GIA. The GRS 77 contains advanced sensors (including
accelerometers and rate sensors) and interfaces with the on-side magnetom-
eter to obtain magnetic field information, with the air data computer to obtain
air data, and with both GIA to obtain GPS information.
Magnetometer - GMU 44 (2)
Measures local magnetic field. Data is sent to the AHRS for processing to
determine aircraft magnetic heading. This unit receives power directly from
the AHRS unit and communicates with the AHRS.
22-4 Phenom 100
Dual Audio System with Integrated Marker Beacon Receiver -
GTX 33/33D GMA 1347D (2)
Integrates NAV/COM digital audio, intercom system and marker beacon con-
trols, and is installed in dual configuration on the outboard side of PFD1 and
PFD2. This unit also enables the manual control of the display reversionary
mode (red DISPLAY BACKUP button) and communicates with the on-side
GIA.
Mode S Transponder - GTX 33 (1) and GTX 33D (1)
Solid-state transponders that provide Modes A, C and S capability. The GTX
33 is indicated as XPDR1and is non-diversity. The GTX 33D includes Mode
S with diversity and is indicated as XPDR2. Both transponders can be con-
trolled from either PFD, and only one transponder can be active at a time.
Each transponder communicates with the on-side GIA.
22-4 Phenom 100
Dual Audio System with Integrated Marker Beacon Receiver -
GTX 33/33D GMA 1347D (2)
Integrates NAV/COM digital audio, intercom system and marker beacon con-
trols, and is installed in dual configuration on the outboard side of PFD1 and
PFD2. This unit also enables the manual control of the display reversionary
mode (red DISPLAY BACKUP button) and communicates with the on-side
GIA.
Mode S Transponder - GTX 33 (1) and GTX 33D (1)
Solid-state transponders that provide Modes A, C and S capability. The GTX
33 is indicated as XPDR1and is non-diversity. The GTX 33D includes Mode
S with diversity and is indicated as XPDR2. Both transponders can be con-
trolled from either PFD, and only one transponder can be active at a time.
Each transponder communicates with the on-side GIA.
Phenom 100 22-5
Satellite Data Link Receiver - GDL 69A (1)
A satellite radio receiver that provides real-time weather information to the
MFD (and, indirectly, to the inset map of the PFD) as well as digital audio
entertainment. A subscription to the XM Satellite Radio service is required to
enable the GDL 69A capability.
Weather Radar - GWX 68 (1)
Provides airborne weather and ground mapped radar data to the MFD,
through the GDL 69A.
Phenom 100 22-5
Satellite Data Link Receiver - GDL 69A (1)
A satellite radio receiver that provides real-time weather information to the
MFD (and, indirectly, to the inset map of the PFD) as well as digital audio
entertainment. A subscription to the XM Satellite Radio service is required to
enable the GDL 69A capability.
Weather Radar - GWX 68 (1)
Provides airborne weather and ground mapped radar data to the MFD,
through the GDL 69A.
22-6 Phenom 100
MFD Control Unit - GCU 475 (1)
Provides the Flight Management System (FMS) controls for the MFD through
a digital interface.
AFCS (Automatic Flight Control System) Control Unit - GMC 715 (1)
Provides the controls for the AFCS through a digital interface allowing com-
munication with both PFDs.
Data Concentrator - GSD 41
This unit is a data concentrator used to expand the input and output capabili-
ties of the system. Communication is through the High Speed Data Bus.
22-6 Phenom 100
MFD Control Unit - GCU 475 (1)
Provides the Flight Management System (FMS) controls for the MFD through
a digital interface.
AFCS (Automatic Flight Control System) Control Unit - GMC 715 (1)
Provides the controls for the AFCS through a digital interface allowing com-
munication with both PFDs.
Data Concentrator - GSD 41
This unit is a data concentrator used to expand the input and output capabili-
ties of the system. Communication is through the High Speed Data Bus.
Phenom 100 22-7
GPS/WASS Antennas - GA 36 (1) and Ga 37 (1)
The GA 36 is a GPS/WAAS antenna. The GA 37 is a GPS/WAAS antenna
with XM/Data Link.
AFCS Servos - GSA 81 (3) and Servo Gearboxes - GSA 85A (1)
The GSA 81 servos are used for the automatic control of pitch, roll, and yaw.
These units interface with each GIA. The GSM 85A servo gearbox is respon-
sible for transferring the output torque of the GSA 81 servo actuator to the
mechanical flight-control surface linkage.
GA 36 GA 37
Phenom 100 22-7
GPS/WASS Antennas - GA 36 (1) and Ga 37 (1)
The GA 36 is a GPS/WAAS antenna. The GA 37 is a GPS/WAAS antenna
with XM/Data Link.
AFCS Servos - GSA 81 (3) and Servo Gearboxes - GSA 85A (1)
The GSA 81 servos are used for the automatic control of pitch, roll, and yaw.
These units interface with each GIA. The GSM 85A servo gearbox is respon-
sible for transferring the output torque of the GSA 81 servo actuator to the
mechanical flight-control surface linkage.
GA 36 GA 37
22-8 Phenom 100
22-8 Phenom 100
Phenom 100 22-9
Instruements / Warning System
Prodigy Block Diagram
PUSH DIR PUSH SYNC PUSH IAS MACH PUSH DIR UP
DN
ALT SEL
APR
BANK
HDG AP YD
CSC
CPL
DISPLAY BACKUP
VOL SQ
ICS MSTR
COM1
MIC
COM2
MIC
COM3
MIC
PA
COM1
COM2
COM3
TEL
MUSIC SPKR
MKR
MUTE
HI
SENS
DME NAV1
ADF NAV2
AUX
MAN
SQ PLAY
INTR
COM CABIN
DISPLAY BACKUP
VOL SQ
ICS MSTR
COM1
MIC
COM2
MIC
COM3
MIC
PA
COM1
COM2
COM3
TEL
MUSIC SPKR
MKR
MUTE
HI
SENS
DME NAV1
ADF NAV2
AUX
MAN
SQ PLAY
INTR
COM CABIN
PUSH CRSR
SOFTKEY SELECT
PAN PUSH
RANGE
FMS
D
PFL
MENU
PROC
A B C D E F
G H I J K
R S T U V
L M N O P Q
W X Y Z
BACK SPC CLR ENT
1 2 3
4 5 6
7 8 9
0
SEL
VOLPUSH ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH STD
BARO
1 - 2
PUSH
VOLPUSH SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
VOLPUSH ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH STD
BARO
1 - 2
PUSH
VOLPUSH SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
VOLPUSH ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH STD
BARO
1 - 2
PUSH
VOLPUSH SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
GMC 715 AFCS Control Unit
GDU 1240A PFD GDU 1240A PFD GDU 1240A MFD
GCU 475
MFD Control Unit
GMA 1347D
Audio System
GMA 1347D
Audio System
MFD
Fail
Switch
No. 1 GIA 63W
Integrated Avionics Unit
System Integration Processors
I/O Processors
VHF COM
GPS
Glidescope
AFCS Mode Logic
Flight Director Calculations
Servo management
GPS Output
No. 2 GIA 63W
Integrated Avionics Unit
System Integration Processors
I/O Processors
VHF COM
GPS
Glidescope
AFCS Mode Logic
Flight Director Calculations
Servo management
GPS Output
GDC 74B #1
Air Data
Computer
OAT
Airspeed
Altitude
Vertical Speed
GRS 77 #1
AHRS
Attitude
Rate of Turn
Slip / Slid
GMU 44 #1
Magmetometer
heading
GDC 74B #1
Air Data
Computer
OAT
Airspeed
Altitude
Vertical Speed
GRS 77 #1
AHRS
Attitude
Rate of Turn
Slip / Slid
GMU 44 #1
Magmetometer
heading
GDL 69A
XM Satellite
Radio Receiver
GSD41 DCU GWX 68
Onboard
Radar
GTX 33D
Transponder
GTX 33D
Transponder
GAE 71 #1
Engine / Airframe
Unit
GAE 71 #2
Engine / Airframe
Unit
GAE 71 #3
Engine / Airframe
Unit
GSA 80
Pitch
GSA 80
Pitch
GSA 80
Pitch
22-10 Phenom 100
Phenom 100 22-11
System Initialization
The system is integrated with the aircraft electrical system and receives
power directly from electrical busses. There is no ON/OFF switch. The PFDs,
MFD and supporting sub-systems include both power-on and continuous
built-in test features that exercise the processor, RAM, ROM, external inputs
and outputs to provide safe operation.
During system initialization, test annunciations are displayed, as shown
below. All system annunciations should disappear typically within one minute
of power-up. Upon power-up, key annunciator lights also become momen-
tarily illuminated on the audio panels, the control units and the display bezels.
PFD Initialization
MFD Power-up Page
Phenom 100 22-11
System Initialization
The system is integrated with the aircraft electrical system and receives
power directly from electrical busses. There is no ON/OFF switch. The PFDs,
MFD and supporting sub-systems include both power-on and continuous
built-in test features that exercise the processor, RAM, ROM, external inputs
and outputs to provide safe operation.
During system initialization, test annunciations are displayed, as shown
below. All system annunciations should disappear typically within one minute
of power-up. Upon power-up, key annunciator lights also become momen-
tarily illuminated on the audio panels, the control units and the display bezels.
PFD Initialization
MFD Power-up Page
22-12 Phenom 100
On the PFD, the AHRS begins to initialize and displays AHRS ALIGN: Keep
Wings Level. The AHRS should display valid attitude and heading fields typi-
cally within one minute of power-up. The AHRS can align itself both while
taxiing and during level flight.
When the MFD powers up, the MFD Power-up Page displays the following
information:
System version
Copyright
Land database name and version
Obstacle database name and version
Terrain database name and version
Aviation database name, version, and effective dates
FliteCharts/ChartView database information
Safe Taxi database information

Current database information includes the valid operating dates, cycle num-
ber and database type. When this information has been reviewed for cur-
rency (to ensure that no databases have expired), the pilot is prompted to
continue. Pressing the ENT Key acknowledges this information and displays
the System - Status Page.
Pilot profile selection (individualization system customization of options) is
also available at this time.
22-12 Phenom 100
On the PFD, the AHRS begins to initialize and displays AHRS ALIGN: Keep
Wings Level. The AHRS should display valid attitude and heading fields typi-
cally within one minute of power-up. The AHRS can align itself both while
taxiing and during level flight.
When the MFD powers up, the MFD Power-up Page displays the following
information:
System version
Copyright
Land database name and version
Obstacle database name and version
Terrain database name and version
Aviation database name, version, and effective dates
FliteCharts/ChartView database information
Safe Taxi database information

Current database information includes the valid operating dates, cycle num-
ber and database type. When this information has been reviewed for cur-
rency (to ensure that no databases have expired), the pilot is prompted to
continue. Pressing the ENT Key acknowledges this information and displays
the System - Status Page.
Pilot profile selection (individualization system customization of options) is
also available at this time.
Phenom 100 22-13
Secure Digital Cards
The GDU 1240A data card slots use Secure Digital (SD) cards and are
located on the top right portion of the display bezels. Each display bezel is
equipped with two SD card slots. SD cards are used for aviation database
and system software updates as well as terrain database storage.
Install an SD card
Insert the SD card in the SD card slot, pushing the card in until the spring
latch engages. The front of the card should remain flush with the face of the
display bezel.
Remove an SD card
Gently press on the SD card to release the spring latch and eject the card.
Flight Displays
The flight displays provide the flight crew with a visual presentation of the pri-
mary flight data and the status of various aircraft systems.The flight displays
include controls to allow the flight crew to change the information displayed
and to introduce input commands and data. They also generate visual and
aural warnings to alert the flight crew of real or potential hazards in the moni-
tored systems.
General
The flight displays provide aviation, navigation, communication control and
system information to the flight crew via three Flight Display Units (FDU).
Each FDU provides baseline functionality, with the GIA units, the GEAs and
the data concentrator unit providing most of the raw data to the FDUs.
Each FDU has the same software and therefore each of them is capable of
processing the same display format. However, hardware straps allow each
FDU to assume a specific role depending on the place it is installed. The FDU
installed on the center of the main instrument panel is the MFD (Multi-Func-
SD CARD SLOTS
Phenom 100 22-13
Secure Digital Cards
The GDU 1240A data card slots use Secure Digital (SD) cards and are
located on the top right portion of the display bezels. Each display bezel is
equipped with two SD card slots. SD cards are used for aviation database
and system software updates as well as terrain database storage.
Install an SD card
Insert the SD card in the SD card slot, pushing the card in until the spring
latch engages. The front of the card should remain flush with the face of the
display bezel.
Remove an SD card
Gently press on the SD card to release the spring latch and eject the card.
Flight Displays
The flight displays provide the flight crew with a visual presentation of the pri-
mary flight data and the status of various aircraft systems.The flight displays
include controls to allow the flight crew to change the information displayed
and to introduce input commands and data. They also generate visual and
aural warnings to alert the flight crew of real or potential hazards in the moni-
tored systems.
General
The flight displays provide aviation, navigation, communication control and
system information to the flight crew via three Flight Display Units (FDU).
Each FDU provides baseline functionality, with the GIA units, the GEAs and
the data concentrator unit providing most of the raw data to the FDUs.
Each FDU has the same software and therefore each of them is capable of
processing the same display format. However, hardware straps allow each
FDU to assume a specific role depending on the place it is installed. The FDU
installed on the center of the main instrument panel is the MFD (Multi-Func-
SD CARD SLOTS
22-14 Phenom 100
tion Display). The FDU installed on the pilot side is the PFD (Primary Flight
Display) 1 and the one installed in the copilot side is the PFD 2.
The PFDs provide:
Primary Flight Data
Navigation Data (on inset map)
Crew Alerting Messages Processing And Display
Radio Tuning Information
TAWS Information
Weather Information
Cockpit Annunciation
EICAS (when in reversionary mode)

22-14 Phenom 100
tion Display). The FDU installed on the pilot side is the PFD (Primary Flight
Display) 1 and the one installed in the copilot side is the PFD 2.
The PFDs provide:
Primary Flight Data
Navigation Data (on inset map)
Crew Alerting Messages Processing And Display
TAWS Information
Weather Information
Cockpit Annunciation
EICAS (when in reversionary mode)

Phenom 100 22-15
The MFD provides:
Navigation Data
EICAS
TAWS Information
Weather Information
Primary Flight Data (when in reversionary mode)
Crew Alerting Messages Processing and Display (when in reversionary

mode)
Cockpit Annunciation (when in reversionary mode)

Phenom 100 22-15
The MFD provides:
Navigation Data
EICAS
TAWS Information
Weather Information
Primary Flight Data (when in reversionary mode)
Crew Alerting Messages Processing and Display (when in reversionary

mode)
Cockpit Annunciation (when in reversionary mode)

22-16 Phenom 100
Flight Display Unit (FDU)
The flight display unit is a 12-inch LCD (Liquid Crystal Display) with 1024 x
768 resolution. It allows for tuning of communication and navigation frequen-
cies, flight planning interfaces, barometric correction inputs, cursor control,
map range selection and panning, and context-sensitive soft keys.
Dedicated knobs and function keys on the left and right sides of the FDU
bezel and a pop-up window on the lower right hand side of the PFD can
accommodate full flight plan back up in the event of an MFD failure.
Flight Display Controls
15
14
13
2 1 5 4 6 8 7 3
16
17
9
10
11
12
22-16 Phenom 100
Flight Display Unit (FDU)
The flight display unit is a 12-inch LCD (Liquid Crystal Display) with 1024 x
768 resolution. It allows for tuning of communication and navigation frequen-
cies, flight planning interfaces, barometric correction inputs, cursor control,
map range selection and panning, and context-sensitive soft keys.
Dedicated knobs and function keys on the left and right sides of the FDU
bezel and a pop-up window on the lower right hand side of the PFD can
accommodate full flight plan back up in the event of an MFD failure.
Flight Display Controls
15
14
13
2 1 5 4 6 8 7 3
16
17
9
10
11
12
Phenom 100 22-17
Flight Display - Controls
REF DESCRIPTION FUNCTION
1 NAV VOL/ID Knob
Controls the NAV audio level. Volume level
is shown in the field as a percentage.
2
NAV Frequency
Transfer Key
Swaps the standby and active NAV frequen-
cies.
3 Dual NAV Knob
Tunes the MHz (Megahertz) (outer knob) and
kHz (Kilohertz) (inner knob) standby frequen-
cies for the NAV (Navigation) receiver.
When pressed, toggles the tuning cursor (light
blue box) between the NAV1 and NAV2 fields.
4 Joystick
Changes the map range when rotated. When
pressed, activates the map pointer.
5 BARO Knob
Sets the altimeter barometric pressure. When
pressed, enters standard pressure (29.92 inHg
(Inches of Mercury)).
6 Dual COM Knob
Tunes the MHz (outer knob) and kHz (inner
knob) standby frequencies for the COM trans-
ceiver. When pressed, toggles the tuning cursor
between the COM1 and COM2 fields.
7
COM Frequency
Transfer Key
Swaps the standby and active COM frequen-
cies. When pressed and held for two seconds,
automatically tunes the emergency frequency
(121.5 MHz) in the active frequency field
8
COM VOL/SQ
Knob
Controls COM audio level. When pressed, turns
the COM automatic squelch ON and OFF.
Audio volume level is shown in the field as a
percentage.
9 DIRECT-TO Key
Used to enter a destination waypoint and
establish a direct course to the selected
destination (specified by the identifier chosen
from the active route or taken from the
map cursor position).
10 FPL Key
Displays the active flight plan page for creating
and editing the active flight plan, or for access-
ing stored flight plans.
Phenom 100 22-17
Flight Display - Controls
1 NAV VOL/ID Knob
Controls the NAV audio level. Volume level
is shown in the field as a percentage.
2
NAV Frequency
Transfer Key
Swaps the standby and active NAV frequen-
cies.
3 Dual NAV Knob
Tunes the MHz (Megahertz) (outer knob) and
kHz (Kilohertz) (inner knob) standby frequen-
cies for the NAV (Navigation) receiver.
When pressed, toggles the tuning cursor (light
blue box) between the NAV1 and NAV2 fields.
4 Joystick
Changes the map range when rotated. When
pressed, activates the map pointer.
5 BARO Knob
Sets the altimeter barometric pressure. When
pressed, enters standard pressure (29.92 inHg
(Inches of Mercury)).
6 Dual COM Knob
Tunes the MHz (outer knob) and kHz (inner
knob) standby frequencies for the COM trans-
ceiver. When pressed, toggles the tuning cursor
between the COM1 and COM2 fields.
7
COM Frequency
Transfer Key
Swaps the standby and active COM frequen-
cies. When pressed and held for two seconds,
automatically tunes the emergency frequency
(121.5 MHz) in the active frequency field
8
COM VOL/SQ
Knob
Controls COM audio level. When pressed, turns
the COM automatic squelch ON and OFF.
Audio volume level is shown in the field as a
percentage.
9 DIRECT-TO Key
establish a direct course to the selected
destination (specified by the identifier chosen
from the active route or taken from the
map cursor position).
10 FPL Key
Displays the active flight plan page for creating
and editing the active flight plan, or for access-
ing stored flight plans.
22-18 Phenom 100
Flight Display - Controls (Continued)
11 CLR Key
Erases information, cancels an entry, or removes
page menus. To display the navigation map page
immediately, press and hold CLR (MFD only).
12 Dual FMS Knob
Used to select the page to be viewed. The outer
knob selects a page group (MAP, WPT, AUX,
NRST), while the inner knob selects a specific
page within the page group. Pressing the inner
knob turns the selection cursor ON and OFF.
When the cursor is ON, data may be entered in
the different windows using the inner and outer
knobs. The outer knob is used to move the cursor
on the page, while the inner knob is used to
select individual characters for the highlighted
cursor location. When the list is too long for the
display screen, a scroll bar appears along the
right side of the display, indicating the availability
of additional items within the selected category.
Press the dual FMS knob to activate the cursor
and turn the outer knob to scroll through the list.
13 MENU Key
Displays a context-sensitive list of options. This
list allows the user to access additional features
or make setting changes that relate to particular
pages.
14 PROC Key
Selects approaches, departures and arrivals from
the flight plan. If a flight plan is used, available
procedures for the departure and/or arrival airport
are automatically suggested. If a flight plan is not
used, the desired airport and the desired proce-
dure may be selected. This key selects IFR
(Instrument Flight Rules) departure procedures
(DPs), arrival procedures (STARs) and
approaches (IAPs) from the database and loads
them into the active flight plan.
15 ENT Key
Accepts a menu selection or data entry. This key
is used to approve an operation or complete data
entry. It is also used to confirm selections and
information entries.
22-18 Phenom 100
11 CLR Key
Erases information, cancels an entry, or removes
page menus. To display the navigation map page
immediately, press and hold CLR (MFD only).
12 Dual FMS Knob
Used to select the page to be viewed. The outer
NRST), while the inner knob selects a specific
page within the page group. Pressing the inner
knob turns the selection cursor ON and OFF.
When the cursor is ON, data may be entered in
the different windows using the inner and outer
knobs. The outer knob is used to move the cursor
on the page, while the inner knob is used to
select individual characters for the highlighted
cursor location. When the list is too long for the
display screen, a scroll bar appears along the
right side of the display, indicating the availability
of additional items within the selected category.
Press the dual FMS knob to activate the cursor
and turn the outer knob to scroll through the list.
13 MENU Key
Displays a context-sensitive list of options. This
list allows the user to access additional features
or make setting changes that relate to particular
pages.
14 PROC Key
Selects approaches, departures and arrivals from
the flight plan. If a flight plan is used, available
procedures for the departure and/or arrival airport
are automatically suggested. If a flight plan is not
used, the desired airport and the desired proce-
dure may be selected. This key selects IFR
(Instrument Flight Rules) departure procedures
(DPs), arrival procedures (STARs) and
approaches (IAPs) from the database and loads
them into the active flight plan.
15 ENT Key
Accepts a menu selection or data entry. This key
is used to approve an operation or complete data
entry. It is also used to confirm selections and
information entries.
Phenom 100 22-19
Softkey Function
The softkeys are located along the bottoms of the displays. The softkeys
shown depend on the softkey level or page being displayed. The bezel keys
below the softkeys can be used to select the appropriate softkey. When a
softkey is selected, its color changes to black text on gray background and
remains this way until it is turned off, at which time it reverts to white text on
black background.
16 Softkeys
The softkeys are located along the bottom of
each FDU. The softkeys shown depend on the
softkey level or page being displayed. The
bezel keys below the softkeys can be used to
select the appropriate softkey. When a softkey
is selected, its color changes to black text on
gray background and remains this way until it is
turned off, at which time it reverts to white text
on black background.
17 SD Card Slot
Used for upload capabilities including loading
software to all LRUs and updating databases
such as aviation, terrain, and obstacles. Down-
load capabilities focus on the retrieval of sys-
tem data for maintenance troubleshooting and
various engineering data collection. Each FDU
is equipped with two SD (Secure Digital) card
slots located on the top right portion of its bezel.
Softkey Names (displayed)
Bezel-Mounted Softkeys (press)
Softkey On
Phenom 100 22-19
Softkey Function
The softkeys are located along the bottoms of the displays. The softkeys
shown depend on the softkey level or page being displayed. The bezel keys
below the softkeys can be used to select the appropriate softkey. When a
softkey is selected, its color changes to black text on gray background and
remains this way until it is turned off, at which time it reverts to white text on
black background.
16 Softkeys
The softkeys are located along the bottom of
each FDU. The softkeys shown depend on the
softkey level or page being displayed. The
bezel keys below the softkeys can be used to
select the appropriate softkey. When a softkey
is selected, its color changes to black text on
gray background and remains this way until it is
turned off, at which time it reverts to white text
on black background.
17 SD Card Slot
Used for upload capabilities including loading
software to all LRUs and updating databases
such as aviation, terrain, and obstacles. Down-
load capabilities focus on the retrieval of sys-
tem data for maintenance troubleshooting and
various engineering data collection. Each FDU
is equipped with two SD (Secure Digital) card
slots located on the top right portion of its bezel.
Softkey Names (displayed)
Bezel-Mounted Softkeys (press)
Softkey On
22-20 Phenom 100
Softkey Example
Another means of selecting softkeys on the MFD is by using the MFD Control
Unit:
Selecting a softkey using the MFD Control Unit
Move the softkey selection box to the desired softkey using the arrows of
the SEL Key.
Press the center of the SEL Key to select the desired softkey.
MFD Control Unit
Display Cooling Fans
There are no internal cooling fans in the FDUs. Externally, there are three
axial cooling fans, one for each FDU. Each display cooling fan is installed in
such a manner as to blow air in the direction of the heat sink in the back side
of the FDU. Each FDU monitors its respective display cooling fan and, in case
of a failure, it triggers a CAS message.
Press the BACK Softkey to
return to the top level softkeys.
BACK MSG ADC2 ADC1
CAS
AHRS1 AT STBY AD STBY AHRS2
22-20 Phenom 100
Softkey Example
Another means of selecting softkeys on the MFD is by using the MFD Control
Unit:
Selecting a softkey using the MFD Control Unit
Move the softkey selection box to the desired softkey using the arrows of
the SEL Key.
Press the center of the SEL Key to select the desired softkey.
MFD Control Unit
Display Cooling Fans
There are no internal cooling fans in the FDUs. Externally, there are three
axial cooling fans, one for each FDU. Each display cooling fan is installed in
such a manner as to blow air in the direction of the heat sink in the back side
of the FDU. Each FDU monitors its respective display cooling fan and, in case
of a failure, it triggers a CAS message.
Press the BACK Softkey to
return to the top level softkeys.
BACK MSG ADC2 ADC1
CAS
AHRS1 AT STBY AD STBY AHRS2
Phenom 100 22-21
In case of a PFD 1 axial cooling fan failure, the flight crew is informed about
the situation through the "PFD 1 FAN FAIL CAS message. In case of a MFD
axial cooling fan failure, the pilot is informed about the situation through the
MFD FAN FAIL CAS message. In case of a PFD 2 axial cooling fan failure,
the flight crew is informed via the PFD 2 FAN FAIL CAS message. The PFD
1 axial cooling fan and the PFD 2 axial cooling fan are fed by the DC BUS 2
and the MFD axial cooling fan is fed by the DC BUS 1.
Primary Flight Display
The PFDs show the following information:
Attitude
Airspeed
Altitude
Vertical Speed
Vertical Deviation / Glideslope indicator
HSI (Horizontal Situation Indicator)
Heading and Course Indication
Turn Rate Indicator
Navigation Source
Course Deviation Indicator
Bearing Pointers
DME (Distance Measuring Equipment) Window
Wind Data
Temperature Displays
System Time
Timer/References Window
Comparator Window
Reversionary Sensor Window
CAS Window
AFD Window
Traffic Annunciation
TAWS Annunciation
NAV Frequency Box
COM Frequency Box
Marker Beacon Annunciations
Navigation Status Box

Phenom 100 22-21
In case of a PFD 1 axial cooling fan failure, the flight crew is informed about
the situation through the "PFD 1 FAN FAIL CAS message. In case of a MFD
axial cooling fan failure, the pilot is informed about the situation through the
MFD FAN FAIL CAS message. In case of a PFD 2 axial cooling fan failure,
the flight crew is informed via the PFD 2 FAN FAIL CAS message. The PFD
1 axial cooling fan and the PFD 2 axial cooling fan are fed by the DC BUS 2
and the MFD axial cooling fan is fed by the DC BUS 1.
Primary Flight Display
The PFDs show the following information:
Attitude
Airspeed
Altitude
Vertical Speed
Vertical Deviation / Glideslope indicator
Turn Rate Indicator
Navigation Source
Bearing Pointers
DME (Distance Measuring Equipment) Window
Wind Data
System Time
Timer/References Window
Comparator Window
CAS Window
AFD Window
TAWS Annunciation
NAV Frequency Box
COM Frequency Box
Marker Beacon Annunciations

22-22 Phenom 100
Primary Flight Display (Default)
24
4
2
13
22 25
15
16
18
19
17
14
12
23
9
8
5
7
6
20
21
1
11
1 x o B y c n e u q e r F V A N
2 Airspeed Indicator
3 r e b m u N h c a M
4 d e e p s r i A e u r T
5 g n i d a e H t n e r r u C
6 Current Track Indicator
7 ) I D C ( r o t a c i d n I n o i t a i v e D e s r u o C
8 ) I S H ( r o t a c i d n I n o i t a u t i S l a t n o z i r o H
9 ) T A T ( e r u t a r e p m e T r i A l a t o T
10 ) T A S ( e r u t a r e p m e T r i A c i t a t S
11 s y e k t f o S
12 System Time
13 x o B s u t a t S r e d n o p s n a r T
14 Heading Bug
15 r o t a c i d n I e t a R n r u T
16 g n i t t e S r e t e m i t l A c i r t e m o r a B
17 ) I S V ( r o t a c i d n I d e e p S l a c i t r e V
18 Selected Altitude Bug
19 r e t e m i t l A
20 Selected Altitude
21 x o B y c n e u q e r F M O C
22 x o B s u t a t S n o i t a g i v a N
23 x o B s u t a t S S C F A
24 r o t a c i d n I d i k S / p i l S
25 Attitude Indicator
3
10
22-22 Phenom 100
Primary Flight Display (Default)
24
4
2
13
22 25
15
16
18
19
17
14
12
23
9
8
5
7
6
20
21
1
11
1 x o B y c n e u q e r F V A N
2 Airspeed Indicator
3 r e b m u N h c a M
4 d e e p s r i A e u r T
5 g n i d a e H t n e r r u C
7 ) I D C ( r o t a c i d n I n o i t a i v e D e s r u o C
8 ) I S H ( r o t a c i d n I n o i t a u t i S l a t n o z i r o H
9 ) T A T ( e r u t a r e p m e T r i A l a t o T
10 ) T A S ( e r u t a r e p m e T r i A c i t a t S
11 s y e k t f o S
12 System Time
13 x o B s u t a t S r e d n o p s n a r T
14 Heading Bug
15 r o t a c i d n I e t a R n r u T
16 g n i t t e S r e t e m i t l A c i r t e m o r a B
17 ) I S V ( r o t a c i d n I d e e p S l a c i t r e V
18 Selected Altitude Bug
19 r e t e m i t l A
20 Selected Altitude
21 x o B y c n e u q e r F M O C
22 x o B s u t a t S n o i t a g i v a N
23 x o B s u t a t S S C F A
24 r o t a c i d n I d i k S / p i l S
25 Attitude Indicator
3
10
Phenom 100 22-23
Additional PFD Information
2
7
1
3
4
6
12
8
9
13
10
11
6
1
2 Vspeed Reference
3
4
5
6 DME Information Windows
7 Bearing Information Windows
8 Flight Plan Window
9
Minimum Descent Altitude/
Decision Height
10 CAS Window
11 Selected Course
12 Current Vertical Speed
13 Glidepath Indicator
5
Selected Heading
Wind Data
Map Inset
Phenom 100 22-23
Additional PFD Information
2
7
1
3
4
6
12
8
9
13
10
11
6
1
2 Vspeed Reference
3
4
5
6 DME Information Windows
7 Bearing Information Windows
8 Flight Plan Window
9
Minimum Descent Altitude/
Decision Height
10 CAS Window
11 Selected Course
12 Current Vertical Speed
13 Glidepath Indicator
5
Selected Heading
Wind Data
Map Inset
22-24 Phenom 100
Flight Instruments
Attitude
Attitude information is displayed over a virtual blue sky and brown ground
with a white horizon line. The attitude indicator displays pitch, roll, and slip /
skid information.
The horizon line is part of the pitch scale. Above and below the horizon line,
major pitch marks and numeric labels are shown for every 10 degrees, up to
80 degrees. Minor pitch marks are shown for intervening 5-degree incre-
ments, up to 25 degrees below and 45 degrees above the horizon line.
Between 20 degrees below to 20 degrees above the horizon line, minor pitch
marks occur every 2.5 degrees. Red extreme pitch warning chevrons pointing
toward the horizon are displayed, starting at 50 degrees above and 30
degrees below the horizon line.
The inverted white triangle indicates zero on the roll scale. Major tick marks at
30 degrees and 60 degrees and minor tick marks at 10 degrees, 20 degrees,
and 45 degrees are shown to the left and right of the zero. Angle of bank is
indicated by the position of the pointer on the roll scale.
The slip/skid indicator is the bar beneath the roll pointer. The indicator moves
with the roll pointer and laterally away from the pointer to indicate lateral
acceleration (slip/skid). One bar displacement from the roll pointer is equiva-
lent to one ball displacement on a traditional slip/skid indicator.
PFD - Attitude Indicator
1 Roll Pointer
2 Roll Scale
3 Horizon Line
4 Aircraft Symbol
(Formatted for Single-cue
Command Bars)
5 Ground Indication
6 Pitch Scale
7 Slip/Skid Indicator
8 Sky Representation
9 Roll Scale Zero
5
6
8
7
2
4
3
9
1
22-24 Phenom 100
Flight Instruments
Attitude
Attitude information is displayed over a virtual blue sky and brown ground
with a white horizon line. The attitude indicator displays pitch, roll, and slip /
skid information.
The horizon line is part of the pitch scale. Above and below the horizon line,
major pitch marks and numeric labels are shown for every 10 degrees, up to
80 degrees. Minor pitch marks are shown for intervening 5-degree incre-
ments, up to 25 degrees below and 45 degrees above the horizon line.
Between 20 degrees below to 20 degrees above the horizon line, minor pitch
marks occur every 2.5 degrees. Red extreme pitch warning chevrons pointing
toward the horizon are displayed, starting at 50 degrees above and 30
degrees below the horizon line.
The inverted white triangle indicates zero on the roll scale. Major tick marks at
30 degrees and 60 degrees and minor tick marks at 10 degrees, 20 degrees,
and 45 degrees are shown to the left and right of the zero. Angle of bank is
indicated by the position of the pointer on the roll scale.
The slip/skid indicator is the bar beneath the roll pointer. The indicator moves
with the roll pointer and laterally away from the pointer to indicate lateral
acceleration (slip/skid). One bar displacement from the roll pointer is equiva-
lent to one ball displacement on a traditional slip/skid indicator.
PFD - Attitude Indicator
1 Roll Pointer
2 Roll Scale
3 Horizon Line
4 Aircraft Symbol
(Formatted for Single-cue
Command Bars)
5 Ground Indication
6 Pitch Scale
7 Slip/Skid Indicator
8 Sky Representation
9 Roll Scale Zero
5
6
8
7
2
4
3
9
1
Phenom 100 22-25
Pitch Attitude Warnings
Airspeed
The airspeed indicator displays airspeed on a rolling number gauge using a
moving tape. The numeric labels and major tick marks on the moving tape
are marked at intervals of 10 knots, while minor tick marks on the moving
tape are indicated at intervals of 5 knots. Speed indication starts at 20 knots,
with 60 knots of airspeed viewable at any time. The current airspeed is dis-
played inside the black pointer. The pointer remains black until reaching the
high airspeed limit, at which point it turns red along with the mach number
readout. A commanded airspeed is identified above the tape only when the
aircraft is in FLC (Flight Level Change) hold vertical autopilot mode. The box
immediately below the airspeed tape indicates current aircraft mach if its
value is greater than 0.4 M (Mach).
Overspeed awareness is represented at the high end of the airspeed tape.
The FDU is configurable to allow for a VMO/MMO schedule. In mach region,
the bottom of the red MMO tape shall synchronize to the current aircraft mach
number. IAS readouts become red when the bottom of barber pole touches
the current IAS. The location of the barber pole is placed at the IAS value that
is equivalent to the mach value.
Low airspeed awareness is represented at the low end of the airspeed tape
and is part of the stall warning system.
Yellow tape from fixed speed margin down to stall warning activation.
Red tape from airspeed lower than stall warning activation. The airspeed
readout becomes red in inverse video whenever the airspeed decreases
below top of red tape.
A green circle provides reference for the approach. It represents 1.3 V
S
.
Nose High Nose Low
Phenom 100 22-25
Pitch Attitude Warnings
Airspeed
The airspeed indicator displays airspeed on a rolling number gauge using a
moving tape. The numeric labels and major tick marks on the moving tape
are marked at intervals of 10 knots, while minor tick marks on the moving
tape are indicated at intervals of 5 knots. Speed indication starts at 20 knots,
with 60 knots of airspeed viewable at any time. The current airspeed is dis-
played inside the black pointer. The pointer remains black until reaching the
high airspeed limit, at which point it turns red along with the mach number
readout. A commanded airspeed is identified above the tape only when the
aircraft is in FLC (Flight Level Change) hold vertical autopilot mode. The box
immediately below the airspeed tape indicates current aircraft mach if its
value is greater than 0.4 M (Mach).
Overspeed awareness is represented at the high end of the airspeed tape.
The FDU is configurable to allow for a VMO/MMO schedule. In mach region,
the bottom of the red MMO tape shall synchronize to the current aircraft mach
number. IAS readouts become red when the bottom of barber pole touches
the current IAS. The location of the barber pole is placed at the IAS value that
is equivalent to the mach value.
Low airspeed awareness is represented at the low end of the airspeed tape
and is part of the stall warning system.
Yellow tape from fixed speed margin down to stall warning activation.
Red tape from airspeed lower than stall warning activation. The airspeed
readout becomes red in inverse video whenever the airspeed decreases
below top of red tape.
A green circle provides reference for the approach. It represents 1.3 V
S
.
Nose High Nose Low
22-26 Phenom 100
The airspeed trend vector is a vertical, magenta line, extending up or down
on the airspeed scale, located to the right of the color-coded speed range
strip. The end of the trend vector displays (approximately) the airspeed to be
reached in 6 seconds if the current rate of acceleration is maintained. If the
trend vector crosses VMO/MMO, the text of the actual airspeed readout and
the mach readout changes to yellow. The trend vector is absent if the speed
remains constant or if any data needed to calculate airspeed is not available
due to a system failure.
When the airspeed trend vector crosses the barber pole, the IAS readouts
are shown in caution inverse video (black numbers, yellow background).
When the current airspeed crosses the barber pole, the IAS digits are shown
in warning inverse video (white numbers, red background) and no aural alert
is sounded. When the airspeed trend vector crosses the red band of the low
speed awareness, the IAS readouts are shown in caution inverse video
(black numbers, yellow background). When the current airspeed crosses the
low speed awareness amber band, the IAS digits are shown in caution
inverse video (black numbers, yellow background). When the current air-
speed crosses the low speed awareness red band, the IAS readouts are
shown in warning inverse video (white numbers, red background) and a stall
warning alert is activated.
The ground speed is represented to the left side of the airspeed indicator and
shows the velocity that the aircraft is travelling relative to a ground position. V-
speeds are shown as a bug and label placed at the corresponding values on
the airspeed tape. V-speeds can be changed and their flags turned ON/OFF
from the PFD Timer / References window. When active (ON), the V-speeds
are displayed at their respective locations to the right of the airspeed tape. By
default, all V-speed values are reset and all flags turned OFF when power is
cycled. V-speeds are categorized as either takeoff or landing. Takeoff V-
speed flags are automatically turned OFF when 160 KT is reached. The order
in which the categories are displayed is determined by whether the aircraft is
on the ground or in the air. If the aircraft is on the ground, the takeoff V-
speeds are displayed at the top of the V-speed list. If the aircraft is in the air,
the landing V-speeds are displayed at the top.V-speed flags can be turned
ON or OFF all at once or by category (takeoff or landing).
22-26 Phenom 100
The airspeed trend vector is a vertical, magenta line, extending up or down
on the airspeed scale, located to the right of the color-coded speed range
strip. The end of the trend vector displays (approximately) the airspeed to be
reached in 6 seconds if the current rate of acceleration is maintained. If the
trend vector crosses VMO/MMO, the text of the actual airspeed readout and
the mach readout changes to yellow. The trend vector is absent if the speed
remains constant or if any data needed to calculate airspeed is not available
due to a system failure.
When the airspeed trend vector crosses the barber pole, the IAS readouts
are shown in caution inverse video (black numbers, yellow background).
When the current airspeed crosses the barber pole, the IAS digits are shown
in warning inverse video (white numbers, red background) and no aural alert
is sounded. When the airspeed trend vector crosses the red band of the low
speed awareness, the IAS readouts are shown in caution inverse video
(black numbers, yellow background). When the current airspeed crosses the
low speed awareness amber band, the IAS digits are shown in caution
inverse video (black numbers, yellow background). When the current air-
speed crosses the low speed awareness red band, the IAS readouts are
shown in warning inverse video (white numbers, red background) and a stall
warning alert is activated.
The ground speed is represented to the left side of the airspeed indicator and
shows the velocity that the aircraft is travelling relative to a ground position. V-
speeds are shown as a bug and label placed at the corresponding values on
the airspeed tape. V-speeds can be changed and their flags turned ON/OFF
from the PFD Timer / References window. When active (ON), the V-speeds
are displayed at their respective locations to the right of the airspeed tape. By
default, all V-speed values are reset and all flags turned OFF when power is
cycled. V-speeds are categorized as either takeoff or landing. Takeoff V-
speed flags are automatically turned OFF when 160 KT is reached. The order
in which the categories are displayed is determined by whether the aircraft is
on the ground or in the air. If the aircraft is on the ground, the takeoff V-
speeds are displayed at the top of the V-speed list. If the aircraft is in the air,
the landing V-speeds are displayed at the top.V-speed flags can be turned
ON or OFF all at once or by category (takeoff or landing).
Phenom 100 22-27
Default values for all or a category of V-speeds can also be restored using a
menu option (by pressing the MENU key while the timer/references window is
displayed).
Changing Vspeeds and Turning Flags ON/OFF:
1. Select the TMR/REF Softkey.
2. Turn the large FMS Knob to highlight the desired Vspeed.
3. Use the small FMS Knob to change the Vspeed in 1-kt increments (when a
speed has been changed from a default value, an asterisk appears next to
the speed).
4. Press the ENT Key or turn the large FMS Knob to highlight the ON/OFF field.
5. Turn the small FMS Knob clockwise to ON or counterclockwise to OFF.
6. To remove the window, press the CLR Key or select the TMR/REF Softkey.
Takeoff and Landing Vspeeds (Timer / Reference Windows
Modifying Vspeeds (on, off, restore defaults):
2. Press the MENU Key.
3. Turn the FMS Knob to highlight the desired selection.
4. Press the ENT Key.
Timer / Reference Window Menu
Phenom 100 22-27
Default values for all or a category of V-speeds can also be restored using a
menu option (by pressing the MENU key while the timer/references window is
displayed).
Changing Vspeeds and Turning Flags ON/OFF:
2. Turn the large FMS Knob to highlight the desired Vspeed.
3. Use the small FMS Knob to change the Vspeed in 1-kt increments (when a
speed has been changed from a default value, an asterisk appears next to
the speed).
4. Press the ENT Key or turn the large FMS Knob to highlight the ON/OFF field.
5. Turn the small FMS Knob clockwise to ON or counterclockwise to OFF.
Takeoff and Landing Vspeeds (Timer / Reference Windows
Modifying Vspeeds (on, off, restore defaults):
2. Press the MENU Key.
3. Turn the FMS Knob to highlight the desired selection.
4. Press the ENT Key.
Timer / Reference Window Menu
22-28 Phenom 100
PFD (Airspeed)
Flight
Phase
Description
Sym-
bol
Color Note
Takeoff
Decision
Speed (V
1
)
1 Magenta -
Takeoff
Rotation
Speed (V
R
)
R Cyan
Shifted to the right to
avoid possible overlay
with V
2

Takeoff
Takeoff Safety
Speed (V
2
)
2 White -
Takeoff
Final Segment
Speed (V
FS
)
FS Green -
Landing
Approach
Speed (V
AP
)
AP Cyan -
Landing
Reference Speed
(V
REF
)
RF White -
Landing
Approach
Climb Speed (V
AC
)
AC Magenta
with V
RF

Indicated
Airspeed
Red Pointer Showing
Overspeed
Airspeed Indicator
Airspeed
Trend Vector
Green Circle
1.3 V
S1
Vspeed
References
22-28 Phenom 100
PFD (Airspeed)
Flight
Phase
Description
Sym-
bol
Color Note
Takeoff
Decision
Speed (V
1
)
1 Magenta -
Takeoff
Rotation
Speed (V
R
)
R Cyan
with V
2

Takeoff
Takeoff Safety
Speed (V
2
)
2 White -
Takeoff
Final Segment
Speed (V
FS
)
FS Green -
Landing
Approach
Speed (V
AP
)
AP Cyan -
Landing
Reference Speed
(V
REF
)
RF White -
Landing
Approach
Climb Speed (V
AC
)
AC Magenta
with V
RF

Indicated
Airspeed
Red Pointer Showing
Overspeed
Airspeed Indicator
Airspeed
Trend Vector
Green Circle
1.3 V
S1
Vspeed
References
Phenom 100 22-29
PFD (Airspeed)
Altitude
The altimeter displays barometric altitude values in feet on a rolling number
gauge using a moving tape. Numeric labels and major tick marks are shown
at intervals of 100 ft. Minor tick marks are at intervals of 20 ft. The current alti-
tude is displayed in the black pointer.
Low Speed
Awareness Tape
V speeds
1
2
FS
R
AP
RF
AC
FS
Vspeed Flag
T
a
k
e
o
f
V1 1
VR R
V2 2
VFS FS
L
a
n
d
i
n
g
VAP AP
VREF RF
VAC AC
Vspeed Flag Labels
Takeof and Landing Vspeeds
(Timer/References Window)
Phenom 100 22-29
PFD (Airspeed)
Altitude
The altimeter displays barometric altitude values in feet on a rolling number
gauge using a moving tape. Numeric labels and major tick marks are shown
at intervals of 100 ft. Minor tick marks are at intervals of 20 ft. The current alti-
tude is displayed in the black pointer.
Low Speed
Awareness Tape
V speeds
1
2
FS
R
AP
RF
AC
FS
Vspeed Flag
T
a
k
e
o
f
V1 1
VR R
V2 2
VFS FS
L
a
n
d
i
n
g
VAP AP
VREF RF
VAC AC
Vspeed Flag Labels
Takeof and Landing Vspeeds
(Timer/References Window)
22-30 Phenom 100
A magenta altitude trend vector extends up or down the left side of the alti-
tude tape, the end resting at the approximate altitude to be reached in 6 sec-
onds at the current vertical speed. The trend vector is not shown if altitude
remains constant or if data needed for calculation is not available due to a
system failure.
The barometric pressure setting is displayed below the altimeter in inches of
mercury (inHg) or hectopascals (hPa) when the PFD/ALT UNIT/IN or HPA
softkey is pressed. The barometric settings of the PFDs can be synchronized
from the PFD setup menu using the BARO knob. If the settings differ by more
than 0.02 inHg, the readouts become yellow.
The selected altitude is displayed above the altimeter in the box indicated by
a selection bug symbol. A bug corresponding to this altitude is shown on the
tape; if the selected altitude exceeds the range shown on the tape, the bug
appears at the corresponding edge of the tape. The metric value, when
selected (PFD/ALT UNIT/METERS softkey), is displayed in a separate box
above the selected altitude.
PFD (Altitude)
Barometric
Setting Box
(In HG)
Altitude
Trend
Vector
Selected
Altitude
Indicated
Altitude
Barometric
Minimums
Bug
Selected
Altitude
Bug
Barometric
Setting Box
(Hectopascals)
Selected
Altitude
Bug
Indicated
Altitude
(Meters)
Selected
Altitude
(Meters)
22-30 Phenom 100
A magenta altitude trend vector extends up or down the left side of the alti-
tude tape, the end resting at the approximate altitude to be reached in 6 sec-
onds at the current vertical speed. The trend vector is not shown if altitude
remains constant or if data needed for calculation is not available due to a
system failure.
The barometric pressure setting is displayed below the altimeter in inches of
mercury (inHg) or hectopascals (hPa) when the PFD/ALT UNIT/IN or HPA
softkey is pressed. The barometric settings of the PFDs can be synchronized
from the PFD setup menu using the BARO knob. If the settings differ by more
than 0.02 inHg, the readouts become yellow.
The selected altitude is displayed above the altimeter in the box indicated by
a selection bug symbol. A bug corresponding to this altitude is shown on the
tape; if the selected altitude exceeds the range shown on the tape, the bug
appears at the corresponding edge of the tape. The metric value, when
selected (PFD/ALT UNIT/METERS softkey), is displayed in a separate box
above the selected altitude.
PFD (Altitude)
Barometric
Setting Box
(In HG)
Altitude
Trend
Vector
Selected
Altitude
Indicated
Altitude
Barometric
Minimums
Bug
Selected
Altitude
Bug
Barometric
Setting Box
(Hectopascals)
Selected
Altitude
Bug
Indicated
Altitude
(Meters)
Selected
Altitude
(Meters)
Phenom 100 22-31
Vertical Speed
The VSI (Vertical Speed Indicator) displays the aircraft vertical speed with
numeric labels and tick marks at 2000 and 4000 feet per minute in each
direction on the non-moving tape. Vertical speed is identified in a box that
moves up/down along the static vertical speed tape (to the right of barometric
altitude tape). Minor tick marks are at intervals of 1000 fpm. The current verti-
cal speed is displayed in the pointer, which also points to that speed on the
nonmoving tape. If the rate of ascent/descent exceeds 4000 feet per minute,
the pointer appears at the corresponding edge of the tape and the rate
appears inside the pointer.
PFD (Vertical Speed)
1
Selected Vertical
Speed Readout
Displays selected climb or descent rate.
2
Selected Vertical
Speed Bug
3 Vertical Speed Scale
Extends from -4000 ft/min to +4000 ft/
min, with one thick mark at every 1000
ft/min.
4
Vertical Speed Pointer
and Readout
Displays the current vertical speed.
EM500ENAOM140094C DGN
1
2
3
4
1800
100
Phenom 100 22-31
Vertical Speed
The VSI (Vertical Speed Indicator) displays the aircraft vertical speed with
numeric labels and tick marks at 2000 and 4000 feet per minute in each
direction on the non-moving tape. Vertical speed is identified in a box that
moves up/down along the static vertical speed tape (to the right of barometric
altitude tape). Minor tick marks are at intervals of 1000 fpm. The current verti-
cal speed is displayed in the pointer, which also points to that speed on the
nonmoving tape. If the rate of ascent/descent exceeds 4000 feet per minute,
the pointer appears at the corresponding edge of the tape and the rate
appears inside the pointer.
PFD (Vertical Speed)
1
Selected Vertical
Speed Readout
2
Selected Vertical
Speed Bug
3 Vertical Speed Scale
Extends from -4000 ft/min to +4000 ft/
min, with one thick mark at every 1000
ft/min.
4
Vertical Speed Pointer
and Readout
Displays the current vertical speed.
EM500ENAOM140094C DGN
1
2
3
4
1800
100
22-32 Phenom 100
Vertical Speed Indicator (VSI)
A magenta chevron bug is displayed as the RVSI (Required Vertical Speed
Indication) for reaching a VNAV (Vertical Navigation) target altitude once the
TOD (Top of Descent) within one minute alert has been generated. The
selected vertical speed bug is displayed on the vertical speed scale and the
selected vertical speed readout is displayed above the vertical speed indica-
tor in a custom cutout box that accommodates the associated selected verti-
cal speed direction arrow.
PFD (Vertical Speed and Deviation Indicator)
Vertical Speed and Deviation
Indicator (VSI and VDI)
Vertical
Speed
Pointer
Vertical
Speed
Indicator
VNV
Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical
Speed
Indicator
22-32 Phenom 100
Vertical Speed Indicator (VSI)
A magenta chevron bug is displayed as the RVSI (Required Vertical Speed
Indication) for reaching a VNAV (Vertical Navigation) target altitude once the
TOD (Top of Descent) within one minute alert has been generated. The
selected vertical speed bug is displayed on the vertical speed scale and the
selected vertical speed readout is displayed above the vertical speed indica-
tor in a custom cutout box that accommodates the associated selected verti-
cal speed direction arrow.
PFD (Vertical Speed and Deviation Indicator)
Vertical Speed and Deviation
Indicator (VSI and VDI)
Vertical
Speed
Pointer
Vertical
Speed
Indicator
VNV
Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical
Speed
Indicator
Phenom 100 22-33
Vertical Deviation / Glideslope Indicator
The glideslope indicator appears to the left of the altimeter whenever an ILS is
tuned in the active NAV field and selected on the audio panel. The glideslope
indicator display consists of a rectangular center point with two dots above and
below, and a green pointer acting as the glideslope indicator, like a glideslope
needle on a conventional indicator. If a localizer frequency is tuned and there is
no glideslope, NO GS is annunciated.
The glidepath is analogous to the glideslope for GPS approaches, and is gen-
erated by the system to reduce pilot workload during approach. When an
approach of this type is loaded into the flight plan and GPS is the selected
navigation source, the glidepath indicator appears as a magenta diamond.
A magenta chevron appears to indicate vertical deviation when VNAV is
being used, in conjunction with the TOD within one minute alert.
PFD (Glideslope Indicator)
Glidepath Indicator Glideslope Indicator
Marker
Beacon
Annunciation
Glidepath
Indicator
Glideslope
Indicator
Phenom 100 22-33
Vertical Deviation / Glideslope Indicator
The glideslope indicator appears to the left of the altimeter whenever an ILS is
tuned in the active NAV field and selected on the audio panel. The glideslope
indicator display consists of a rectangular center point with two dots above and
below, and a green pointer acting as the glideslope indicator, like a glideslope
needle on a conventional indicator. If a localizer frequency is tuned and there is
no glideslope, NO GS is annunciated.
The glidepath is analogous to the glideslope for GPS approaches, and is gen-
erated by the system to reduce pilot workload during approach. When an
approach of this type is loaded into the flight plan and GPS is the selected
navigation source, the glidepath indicator appears as a magenta diamond.
A magenta chevron appears to indicate vertical deviation when VNAV is
being used, in conjunction with the TOD within one minute alert.
PFD (Glideslope Indicator)
Glidepath Indicator Glideslope Indicator
Marker
Beacon
Annunciation
Glidepath
Indicator
Glideslope
Indicator
22-34 Phenom 100
Other Displays
Comparator Window
The comparator monitors critical values generated by redundant sensors. If
differences in the sensors exceed a specified amount, the comparator win-
dow appears in the upper right corner of the PFD and the discrepancy is
annunciated in the comparator window as a MISCOMP (miscompare). If one
or both of the sensed values are unavailable, it will be annunciated as a
NOCOMP (no compare).
The pitch comparison monitor compares displayed pitch attitude from the Atti-
tude and Heading Reference System (AHRS) 1 and the AHRS 2. If the two
pitch values are more than 5 degrees apart, a pitch miscompare is displayed.
The roll comparison monitor compares displayed roll attitude from the AHRS
1 and AHRS 2. If the two roll values are more than 6 degrees apart, a roll mis-
compare is displayed.
The heading comparison monitor compares displayed heading from the
AHRS 1 and AHRS 2. If the two heading values are more than 10 degrees
apart, a heading miscompare is displayed. If the pilot and copilot heading
modes are different (True versus Magnetic), the output of the monitor is set
false, inhibiting the monitor.
The airspeed comparison monitor compares displayed airspeed from the ADC
(Air Data Computer) 1 and ADC 2. If both IAS < 35 kts (Knots), theres no com-
parison. If both IAS. 35 kts, but their values are equal to or more than 15 kts
apart, an airspeed miscompare is displayed. If both IAS are 80 kts, but their
values are >10 kts apart, an airspeed miscompare is displayed.
The barometric altitude comparison monitor compares displayed barometric
altitude from the ADC 1 and ADC 2. If the two altitude values are >200 ft
apart, a barometric altitude miscompare is displayed.
Reversionary sensor selection is annunciated in a window on the right side of
the PFD. These annunciations reflect reversionary sensors (ADC, AHRS, and
GPS) selected on one or both PFDs. When the on-side source is selected for
its side, there is no indication. When the same source is selected for both
sides, yellow messages are displayed. When a non-normal source is
selected (cross-sided sensors), yellow messages are displayed.
Press the SENSOR softkey from the top level of softkeys to access ADC1,
ADC2, AHRS1, and AHRS2 softkeys. These softkeys allow manual switching
of sensors. With certain types of sensor failures, some sensors may be auto-
matically selected. The GPS sensor cannot be switched manually.
22-34 Phenom 100
Other Displays
Comparator Window
The comparator monitors critical values generated by redundant sensors. If
differences in the sensors exceed a specified amount, the comparator win-
dow appears in the upper right corner of the PFD and the discrepancy is
annunciated in the comparator window as a MISCOMP (miscompare). If one
or both of the sensed values are unavailable, it will be annunciated as a
NOCOMP (no compare).
The pitch comparison monitor compares displayed pitch attitude from the Atti-
tude and Heading Reference System (AHRS) 1 and the AHRS 2. If the two
pitch values are more than 5 degrees apart, a pitch miscompare is displayed.
The roll comparison monitor compares displayed roll attitude from the AHRS
1 and AHRS 2. If the two roll values are more than 6 degrees apart, a roll mis-
compare is displayed.
The heading comparison monitor compares displayed heading from the
AHRS 1 and AHRS 2. If the two heading values are more than 10 degrees
apart, a heading miscompare is displayed. If the pilot and copilot heading
modes are different (True versus Magnetic), the output of the monitor is set
false, inhibiting the monitor.
The airspeed comparison monitor compares displayed airspeed from the ADC
(Air Data Computer) 1 and ADC 2. If both IAS < 35 kts (Knots), theres no com-
parison. If both IAS. 35 kts, but their values are equal to or more than 15 kts
apart, an airspeed miscompare is displayed. If both IAS are 80 kts, but their
values are >10 kts apart, an airspeed miscompare is displayed.
The barometric altitude comparison monitor compares displayed barometric
altitude from the ADC 1 and ADC 2. If the two altitude values are >200 ft
apart, a barometric altitude miscompare is displayed.
Reversionary sensor selection is annunciated in a window on the right side of
the PFD. These annunciations reflect reversionary sensors (ADC, AHRS, and
GPS) selected on one or both PFDs. When the on-side source is selected for
its side, there is no indication. When the same source is selected for both
sides, yellow messages are displayed. When a non-normal source is
selected (cross-sided sensors), yellow messages are displayed.
Press the SENSOR softkey from the top level of softkeys to access ADC1,
ADC2, AHRS1, and AHRS2 softkeys. These softkeys allow manual switching
of sensors. With certain types of sensor failures, some sensors may be auto-
matically selected. The GPS sensor cannot be switched manually.
Phenom 100 22-35
CAS Window
The CAS continuously monitors the condition of the various aircraft systems
and avionics, and shows alert messages to the flight crew on the PFD 1 and
PFD 2. The alert messages are shown according to their importance and are
color coded. The CAS has the following basic functions:
Gaining the attention of the flight crew and directing that attention to the
alert condition
Indicating the location and type of the alert condition
Supplying flight crew with procedures to control the system
Providing aircraft status quickly, and showing new alerts
Supplying flight crew with results of actions taken

The CAS messages are presented on the CAS window, located on the center
right portion of the PFDs.
Auxiliary Flight Display Window
The AFD window conveys messages to the flight crew regarding operational
or aircraft system conditions that require cockpit indication, but do not require
immediate flight crew awareness (status messages). When a new message
is issued, the MSG softkey flashes to alert the flight crew of a new message.
It continues to flash until acknowledged by pressing the softkey. When this
softkey is pressed, the AFD window is displayed at the lower right corner of
the PFD.
Phenom 100 22-35
CAS Window
PFD 2. The alert messages are shown according to their importance and are
color coded. The CAS has the following basic functions:
Gaining the attention of the flight crew and directing that attention to the
alert condition
Indicating the location and type of the alert condition
Supplying flight crew with procedures to control the system
Providing aircraft status quickly, and showing new alerts
Supplying flight crew with results of actions taken

The CAS messages are presented on the CAS window, located on the center
right portion of the PFDs.
Auxiliary Flight Display Window
The AFD window conveys messages to the flight crew regarding operational
or aircraft system conditions that require cockpit indication, but do not require
immediate flight crew awareness (status messages). When a new message
is issued, the MSG softkey flashes to alert the flight crew of a new message.
It continues to flash until acknowledged by pressing the softkey. When this
softkey is pressed, the AFD window is displayed at the lower right corner of
the PFD.
22-36 Phenom 100
PFD - (Message Windows
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
30
W
1 5
GPS TERM
035
307
300
190
200
210
220
230
M.411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
D T K S
S
2
1
2
4
0 C C +15 R
2000
HDG NO COMP
ROL NO COMP
PIT NO COMP
ALT NO COMP
BOTH ON GPS1
BOTH ON AHRS1
BOTH ON ADC2
CAS
GEN 1 OFF BUS
ENG NO DISPATCH
ENG NO TO DATA
BATT 2 OFF BUS
BLEED 2 FAIL
BLEED 1 FAIL
FUEL 1 SOV FAIL
HYD LO PRES
GWX FAIL - GWX is inoperative.
CNFG MODULE - PFD1 conguration

module is inoperative.
MESSAGES
ENG EXCEEDANCE
E1 FUEL IMP BYP
E1 FIREX FAIL
E2 CTRL FAULT
EMER BRK LO PRES
GMC FAIL - GMC is inoperative.
BATT DISCHARG
TAT SAT
COMPARATOR
WINDOW
REVERSIONARY
SENSOR WINDOW
CAS WINDOW
AFD WINDOW
Reversionary
Sensor
Window
Comparator
Window
Auxiliary Flight
Display
Window
Softkey
Annunciation
CAS
Window
22-36 Phenom 100
PFD - (Message Windows
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
1253 ALT LCL XPDR1 17:12:20
30
W
1 5
GPS TERM
035
307
300
190
200
210
220
230
M.411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
D T K S
S
2
1
2
4
0 C C +15 R
2000
HDG NO COMP
ROL NO COMP
PIT NO COMP
ALT NO COMP
BOTH ON GPS1
BOTH ON AHRS1
BOTH ON ADC2
CAS
GEN 1 OFF BUS
ENG NO DISPATCH
ENG NO TO DATA
BATT 2 OFF BUS
BLEED 2 FAIL
BLEED 1 FAIL
FUEL 1 SOV FAIL
HYD LO PRES
GWX FAIL - GWX is inoperative.
CNFG MODULE - PFD1 conguration

module is inoperative.
MESSAGES
ENG EXCEEDANCE
E1 FUEL IMP BYP
E1 FIREX FAIL
E2 CTRL FAULT
EMER BRK LO PRES
GMC FAIL - GMC is inoperative.
BATT DISCHARG
TAT SAT
COMPARATOR
WINDOW
REVERSIONARY
SENSOR WINDOW
CAS WINDOW
AFD WINDOW
Reversionary
Sensor
Window
Comparator
Window
Auxiliary Flight
Display
Window
Softkey
Annunciation
CAS
Window
Phenom 100 22-37
The PFD displays traffic symbolically on the inset map. When a TA (Traffic
Advisory) is detected, the following automatically occurs:
PFD inset map is enabled and displays traffic
Flashing black-on-yellow "TRAFFIC" annunciation appears on the top left

corner of the attitude indicator for five seconds and remains displayed until
no TA are detected in the area
An aural alert is generated. TRAFFIC

TAWS Annunciation
TAWS annunciations appear on the PFD on the left of the selected altitude
readout.
Trafc
Symbols
Phenom 100 22-37
The PFD displays traffic symbolically on the inset map. When a TA (Traffic
Advisory) is detected, the following automatically occurs:
PFD inset map is enabled and displays traffic
Flashing black-on-yellow "TRAFFIC" annunciation appears on the top left

corner of the attitude indicator for five seconds and remains displayed until
no TA are detected in the area
An aural alert is generated. TRAFFIC

TAWS Annunciation
TAWS annunciations appear on the PFD on the left of the selected altitude
readout.
Trafc
Symbols
22-38 Phenom 100
The Navigation Status Box is located on the top center portion of the PFD
contians two fields:
Active flight plan annunciations
Distance and bearing to the next flight plan annunciations

Flight director mode annunciations are displayed on the PFDs when the flight
director is active.
PFD Navigation Status Box
The symbols used in the PFD status bar are:
Symbol Description
Active Leg
Direct-to
Right Procedure Turn
Left Procedure Turn
Right Holding Pattern
Left Holding Pattern
Vector to Final
Right DME Arc
Left DME Arc

Active fight plan leg (e.g., D-> KICT or KIXD -
> KCOS) or fight plan annunciations (e.g., Turn
right to 021 in 8 seconds)
Distance (DIS) and Bearing (BRG) to the next
waypoint or fight plan annunciations (e.g., TOD
within 1 minute)
22-38 Phenom 100
The Navigation Status Box is located on the top center portion of the PFD
contians two fields:
Active flight plan annunciations
Distance and bearing to the next flight plan annunciations

Flight director mode annunciations are displayed on the PFDs when the flight
director is active.
PFD Navigation Status Box
The symbols used in the PFD status bar are:
Symbol Description
Active Leg
Direct-to
Right Procedure Turn
Left Procedure Turn
Right Holding Pattern
Left Holding Pattern
Vector to Final
Right DME Arc
Left DME Arc

Active fight plan leg (e.g., D-> KICT or KIXD -
> KCOS) or fight plan annunciations (e.g., Turn
right to 021 in 8 seconds)
Distance (DIS) and Bearing (BRG) to the next
waypoint or fight plan annunciations (e.g., TOD
within 1 minute)
Phenom 100 22-39
Multi-function Display
The MFD displays a broad array of mapping and other information in a variety
of presentations. The left side of the MFD displays engine and airframe infor-
mation and the center and right portions are for mapping and other flight plan-
ning functions. The MFD is generally characterized by the following display
areas:
Page Group Display
NAV Frequency Box
COM Frequency Box
Engine Information
Battery Voltage Indication
Speed Brake Indication
Cabin Data
Landing Gear Indication
Flap Indication
Trim Indication
Synoptic Pages
Engine
Information
Battery
Voltage
Indication
Cabin
Data
Landing
Gear
Indication
Flap Indication Trim Indication
GPS Navigation Status Box
Active Page
Group and Page
Title
Com Frequency Box
Pages in Cur r ent Page G r oup
Page Groups
NAV Frequency Box
Synoptic
Pages
System Softkey
Phenom 100 22-39
Multi-function Display
The MFD displays a broad array of mapping and other information in a variety
of presentations. The left side of the MFD displays engine and airframe infor-
mation and the center and right portions are for mapping and other flight plan-
ning functions. The MFD is generally characterized by the following display
areas:
Page Group Display
NAV Frequency Box
COM Frequency Box
Engine Information
Speed Brake Indication
Cabin Data
Flap Indication
Trim Indication
Synoptic Pages
Engine
Information
Battery
Voltage
Indication
Cabin
Data
Landing
Gear
Indication
Flap Indication Trim Indication
GPS Navigation Status Box
Active Page
Group and Page
Title
Com Frequency Box
Pages in Cur r ent Page G r oup
Page Groups
NAV Frequency Box
Synoptic
Pages
System Softkey
22-40 Phenom 100
Page Group Display
The large central and right portion of the MFD contains information from the
page groups, namely:
Map Group (MAP)
Waypoint Group (WPT)
Auxiliary Group (AUX)
Nearest Group (NRST)
Flight plan Group (FPL)

Each page group contains multiple pages. The page groups are selected
using the outer knob of the dual FMS knob. The inner knob selects pages in
the page group. Holding the CLR softkey for two seconds returns to the
default navigation page.
The page group and active page title box are displayed in the upper center of
the screen, below the navigation status box. In the bottom right corner of the
screen, the current page group, number of pages available in the group, and
placement of the current page within the group are indicated.
Page Group Active Page Title
Page Groups
Selected Page
Pages in Current Group
22-40 Phenom 100
Page Group Display
The large central and right portion of the MFD contains information from the
page groups, namely:
Map Group (MAP)
Waypoint Group (WPT)
Auxiliary Group (AUX)
Nearest Group (NRST)
Flight plan Group (FPL)

Each page group contains multiple pages. The page groups are selected
using the outer knob of the dual FMS knob. The inner knob selects pages in
the page group. Holding the CLR softkey for two seconds returns to the
default navigation page.
The page group and active page title box are displayed in the upper center of
the screen, below the navigation status box. In the bottom right corner of the
screen, the current page group, number of pages available in the group, and
placement of the current page within the group are indicated.
Page Group Active Page Title
Page Groups
Selected Page
Pages in Current Group
Phenom 100 22-41
The map group (MAP) contains the following pages:
Navigation Map
Traffic Map
Weather Radar
Weather Data Link
TAWS
Phenom 100 22-41
The map group (MAP) contains the following pages:
Navigation Map
Traffic Map
Weather Radar
Weather Data Link
TAWS
22-42 Phenom 100
The waypoint group (WPT) contains the following pages:
Airport Information Screens (airport information, departure information,

arrival information, approach information, weather information)
Intersection Information
NDB (Non-Directional Beacon) Information
VOR Information
User WPT (Waypoint) Information.

Airport
Information
Pages
22-42 Phenom 100
The waypoint group (WPT) contains the following pages:
Airport Information Screens (airport information, departure information,

arrival information, approach information, weather information)
Intersection Information
NDB (Non-Directional Beacon) Information
VOR Information
User WPT (Waypoint) Information.

Airport
Information
Pages
Phenom 100 22-43
The auxiliary group (AUX) contains the following pages:
Weight Planning
Trip Planning
Utility
GPS Status
System Setup
XM Radio
System Status.
XM
Satellite
Pages
Phenom 100 22-43
The auxiliary group (AUX) contains the following pages:
Weight Planning
Trip Planning
Utility
GPS Status
System Setup
XM Radio
System Status.
XM
Satellite
Pages
22-44 Phenom 100
The nearest group (NRST) contains the following pages:
Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest User WPTs
Nearest Frequencies
Nearest Airspaces
22-44 Phenom 100
The nearest group (NRST) contains the following pages:
Nearest Airports
Nearest Intersections
Nearest NDB
Nearest VOR
Nearest User WPTs
Nearest Frequencies
Nearest Airspaces
Phenom 100 22-45
The flight plan group (FPL) contains the following pages:
Active Flight Plan (wide view, narrow view)
Flight Plan Catalog (stored flight plan)

The flight plan group is toggled ON using the dedicated FPL key on the right
side of the MFD.
EICAS
The EICAS displays electrical, fuel, engine, pressurization, and flight control
information on the left side of the MFD.
Engine Information
Engine information is displayed on the upper portion of the EICAS. It shows:
Thrust rate selected
N
1
(Fan Rotor Speed)
N
2
(Core Rotor Speed)
ITT (Interstage Turbine Temperature)
Fuel flow, fuel quantity, ignition, oil pressure, oil temperature, engine fire,
engine fail, engine OFF, red/yellow lines, targets, etc.
To minimize the impact of T1 (Inlet Total Temperature) faults and N1 varia-
tions during the takeoff roll, the OAT (Outside Air Temperature) from an exter-
nal source (ATIS, AWOS, etc.) is entered via the MFD. When aircraft is on the
Phenom 100 22-45
The flight plan group (FPL) contains the following pages:
Active Flight Plan (wide view, narrow view)
Flight Plan Catalog (stored flight plan)

The flight plan group is toggled ON using the dedicated FPL key on the right
side of the MFD.
EICAS
The EICAS displays electrical, fuel, engine, pressurization, and flight control
information on the left side of the MFD.
Engine Information
Engine information is displayed on the upper portion of the EICAS. It shows:
Thrust rate selected
N
1
(Fan Rotor Speed)
N
2
(Core Rotor Speed)
ITT (Interstage Turbine Temperature)
Fuel flow, fuel quantity, ignition, oil pressure, oil temperature, engine fire,
engine fail, engine OFF, red/yellow lines, targets, etc.
To minimize the impact of T1 (Inlet Total Temperature) faults and N1 varia-
tions during the takeoff roll, the OAT (Outside Air Temperature) from an exter-
nal source (ATIS, AWOS, etc.) is entered via the MFD. When aircraft is on the
22-46 Phenom 100
ground and just after aircraft power-up, FADECs transmit default OAT values
based on engines T1. In order to select the takeoff data, pilot needs to use
the ENG SET softkey group on the MFD. When this softkey is selected and
the aircraft is on the ground, the Takeoff Data Set window is displayed on the
lower part of the EICAS.
The initial OAT reference value is the average of the OAT values read from
both engines. To change the OAT value, pilot can use the OAT and OAT
softkeys. To revert to the originally proposed OAT value, press the RST OAT
softkey. The selected value is not sent to the FADECs until they are accepted
by the pilot. The OAT, OAT and RST OAT softkeys are disabled during
certain flight phases.
Each FADEC contains an ATR (Automatic Thrust Reserve) thrust rating
which automatically increases the thrust of the local engine to reserve in case
of one engine failure during takeoff. The ATR system is enabled by default
during FADEC power-up on ground. To change this setting, use the ATR ON
and ATR OFF softkeys. The ATR ON and ATR OFF softkeys are disabled
during certain flight phases.
In very specific situations, it may be necessary for the aircraft to operate both
engines with the maximum thrust that does not compromise the engine life
(continuous thrust rating). The TLA (Thrust Lever Angle) has a single position
for both CLB (Climb) and continuous ratings, CLB being the usual one.
When the continuous rating is needed, the selection is accomplished by using
the CLB and CON softkeys on the MFD. This selection is not to be done for
takeoff, only during flight.
The default mode is CLB. If CON mode is selected, it remains active until the
CLB softkey is pressed or the aircraft lands. The CON and CLB softkeys are
disabled during certain flight phases.
Automatic Thrust
Reserve Status
Commanded
N1 Rating
Engine Fan
Speed
Interstage Turbine
Temperature
Engine High Pressure
Compressor Speed
N1 for Thrust
Rating Max Speed
Cruise Speed
Control Bug
Thrust Rating
Max Speed
Thrust Rating
(TO/TO-RSV/CLB/CON)
Oil Pressure
Oil Temperature
Ignition Status
22-46 Phenom 100
ground and just after aircraft power-up, FADECs transmit default OAT values
based on engines T1. In order to select the takeoff data, pilot needs to use
the ENG SET softkey group on the MFD. When this softkey is selected and
the aircraft is on the ground, the Takeoff Data Set window is displayed on the
lower part of the EICAS.
The initial OAT reference value is the average of the OAT values read from
both engines. To change the OAT value, pilot can use the OAT and OAT
softkeys. To revert to the originally proposed OAT value, press the RST OAT
softkey. The selected value is not sent to the FADECs until they are accepted
by the pilot. The OAT, OAT and RST OAT softkeys are disabled during
certain flight phases.
Each FADEC contains an ATR (Automatic Thrust Reserve) thrust rating
which automatically increases the thrust of the local engine to reserve in case
of one engine failure during takeoff. The ATR system is enabled by default
during FADEC power-up on ground. To change this setting, use the ATR ON
and ATR OFF softkeys. The ATR ON and ATR OFF softkeys are disabled
during certain flight phases.
In very specific situations, it may be necessary for the aircraft to operate both
engines with the maximum thrust that does not compromise the engine life
(continuous thrust rating). The TLA (Thrust Lever Angle) has a single position
for both CLB (Climb) and continuous ratings, CLB being the usual one.
When the continuous rating is needed, the selection is accomplished by using
the CLB and CON softkeys on the MFD. This selection is not to be done for
takeoff, only during flight.
The default mode is CLB. If CON mode is selected, it remains active until the
CLB softkey is pressed or the aircraft lands. The CON and CLB softkeys are
disabled during certain flight phases.
Automatic Thrust
Reserve Status
Commanded
N1 Rating
Engine Fan
Speed
Interstage Turbine
Temperature
Engine High Pressure
Compressor Speed
N1 for Thrust
Rating Max Speed
Cruise Speed
Control Bug
Thrust Rating
Max Speed
Thrust Rating
(TO/TO-RSV/CLB/CON)
Oil Pressure
Oil Temperature
Ignition Status
Phenom 100 22-47
The battery voltage indication box is labeled ELEC. The box is on the bottom
left side of the EICAS. The battery voltage indication readout is an indication
of the voltage between the terminals of each electrical battery. The readouts
are labeled BATT1 and BATT2. There is also a V unit label shown.
Speedbrake Indication
The speed brake box is on the bottom left side of the EICAS, labeled
SPDBRK. The speed brake position shows as a status (OPEN or CLOSED)
in green text. When the speed brake is not installed, the indication is gray
dashes. Speedbrake may be installed on later serial numbers.
Speed Brake and Landing Gear Indications
Speed Brake
Status
Main Landing
Gear
Left-side
Landing Gear
Right-side
Landing Gear
Indication Description
CLOSED Speed brakes retracted
OPEN Speed brakes deployed
NOT AVAIL Invalid information
Speed Brake Indications
Phenom 100 22-47
The battery voltage indication box is labeled ELEC. The box is on the bottom
left side of the EICAS. The battery voltage indication readout is an indication
of the voltage between the terminals of each electrical battery. The readouts
are labeled BATT1 and BATT2. There is also a V unit label shown.
Speedbrake Indication
The speed brake box is on the bottom left side of the EICAS, labeled
SPDBRK. The speed brake position shows as a status (OPEN or CLOSED)
in green text. When the speed brake is not installed, the indication is gray
dashes. Speedbrake may be installed on later serial numbers.
Speed Brake and Landing Gear Indications
Speed Brake
Status
Main Landing
Gear
Left-side
Landing Gear
Right-side
Landing Gear
CLOSED Speed brakes retracted
OPEN Speed brakes deployed
NOT AVAIL Invalid information
Speed Brake Indications
22-48 Phenom 100
The landing gear data shows in a box labeled LG. The box is on the bottom
left side of the EICAS.
The landing gear position shows as a status (UP or DOWN) in the text. Sur-
rounding the text is a symbol of a circle when the gear is down, and a symbol
of a rectangle when the gear is up. When the landing gear is in transition,
there is no text, only hatched rectangles.
Cabin Data
The cabin data shows in a box labeled CABIN on the bottom right side of the
EICAS. The cabin data has the following digital readouts:
Cabin Altitude
Cabin Rate
Cabin Delta Pressurization
Landing Field Elevation
Oxygen System Pressure

Landing Gear Down
Landing Gear Up
Landing Gear Transitioning
(Normal)
Landing Gear Locked Down
Landing Gear Locked Up
(Abnormal)
Landing Gear Position Indications
22-48 Phenom 100
The landing gear data shows in a box labeled LG. The box is on the bottom
left side of the EICAS.
The landing gear position shows as a status (UP or DOWN) in the text. Sur-
rounding the text is a symbol of a circle when the gear is down, and a symbol
of a rectangle when the gear is up. When the landing gear is in transition,
there is no text, only hatched rectangles.
Cabin Data
The cabin data shows in a box labeled CABIN on the bottom right side of the
EICAS. The cabin data has the following digital readouts:
Cabin Altitude
Cabin Rate
Cabin Delta Pressurization
Landing Field Elevation
Oxygen System Pressure

Landing Gear Down
Landing Gear Up
(Normal)
Landing Gear Locked Down
Landing Gear Locked Up
(Abnormal)
Landing Gear Position Indications
Phenom 100 22-49
The cabin altitude readout is an indication of the cabin altitude or pressure.
The cabin altitude pressure shows in feet, with a leading "-" (minus) if the
value is negative. The readout is labeled ALT with the label FT denoting units.
The cabin rate readout is an indication of the rate of change of the cabin alti-
tude or pressure. The cabin rate is the cabin pressure rate of change, and it
shows in feet per minute, with a leading "-" (minus) if the value is negative.
The readout is labeled RATE. There is also a unit label, FPM, along with an
arrow pointing up or down that shows the direction of change.
The cabin delta pressure digital readout display is an indication of the differ-
ence between the cabin pressure and outside/ambient pressure. The cabin
delta pressurization shows in pounds per square inch with a leading "-"
(minus) if the value is negative. The readout is labeled DELTA-P. There is
also a PSI label shown.
The landing field elevation shows as a numerical readout in feet. The readout
is labeled LFE and the units label FT. This value may be selected automati-
cally or may be entered by the flight crew. If the flight crew enters the value
the label M shows in front of the digital readout. The oxygen system pressure
shows in pounds per square inch. The readout is labeled OXY with the units
(PSI) also shown.
Pressure
Differential
Pressure
Altitude
Oxygen System
Pressure
Landing Field
Elevation
Pressure
Change Rate
High Landing
Field Elevation
Phenom 100 22-49
The cabin altitude readout is an indication of the cabin altitude or pressure.
The cabin altitude pressure shows in feet, with a leading "-" (minus) if the
value is negative. The readout is labeled ALT with the label FT denoting units.
The cabin rate readout is an indication of the rate of change of the cabin alti-
tude or pressure. The cabin rate is the cabin pressure rate of change, and it
shows in feet per minute, with a leading "-" (minus) if the value is negative.
The readout is labeled RATE. There is also a unit label, FPM, along with an
arrow pointing up or down that shows the direction of change.
The cabin delta pressure digital readout display is an indication of the differ-
ence between the cabin pressure and outside/ambient pressure. The cabin
delta pressurization shows in pounds per square inch with a leading "-"
(minus) if the value is negative. The readout is labeled DELTA-P. There is
also a PSI label shown.
The landing field elevation shows as a numerical readout in feet. The readout
is labeled LFE and the units label FT. This value may be selected automati-
cally or may be entered by the flight crew. If the flight crew enters the value
the label M shows in front of the digital readout. The oxygen system pressure
shows in pounds per square inch. The readout is labeled OXY with the units
(PSI) also shown.
Pressure
Differential
Pressure
Altitude
Oxygen System
Pressure
Landing Field
Elevation
Pressure
Change Rate
High Landing
Field Elevation
22-50 Phenom 100
Flap Indication
The flap position is displayed in a box in the bottom right corner of the EICAS
labeled FLAPS. The flap positions show in both analog and digital readouts.
The flap position symbol is an analog display of the actual position of the flap.
The flap position symbol pivots similarly to the flap on the aircraft to show the
leading edge surface of the wings.
The flap readout is the digital data that corresponds to the flap lever positions.
This readout shows in a box under the analog image.
The arc on the analog flap display acts as a flap angle scale. The scale has
tick marks at each end that show the positions at zero and 36 degrees.
Another arrow acts as a flap pointer. This pointer shows the flap position
along the scale. The pointer moves up the scale for the decreasing values of
the flap angle. The shading shows between the zero-degree flap position and
current flap position.
Flap
Lever
Setting
Flap
Selected
Bug
Flap
Position
22-50 Phenom 100
Flap Indication
The flap position is displayed in a box in the bottom right corner of the EICAS
labeled FLAPS. The flap positions show in both analog and digital readouts.
The flap position symbol is an analog display of the actual position of the flap.
The flap position symbol pivots similarly to the flap on the aircraft to show the
leading edge surface of the wings.
The flap readout is the digital data that corresponds to the flap lever positions.
This readout shows in a box under the analog image.
The arc on the analog flap display acts as a flap angle scale. The scale has
tick marks at each end that show the positions at zero and 36 degrees.
Another arrow acts as a flap pointer. This pointer shows the flap position
along the scale. The pointer moves up the scale for the decreasing values of
the flap angle. The shading shows between the zero-degree flap position and
current flap position.
Flap
Lever
Setting
Flap
Selected
Bug
Flap
Position
Phenom 100 22-51
Trim Indication
The trim data is shown in a box labeled TRIM in the bottom of the EICAS. The
trim data is supplied for the ROLL, PITCH, and YAW axes.
The roll trim scale is an arc that shows the aileron trim position. The scale is
labeled ROLL. There are five tick marks that show along the scale at -100%,
-50%, 0%, 50%, and 100%.
The yaw trim scale is a horizontal scale that shows the rudder trim position.
The scale is labeled YAW and has a yaw pointer to show the yaw trim posi-
tion. There are five tick marks shown along the scale at -100%, -50%, 0%,
50%, and 100%.
The pitch trim readout is a digital display of the horizontal stabilizer trim posi-
tion in degrees. The readout is a numerical readout in a box, and a label cen-
tered above or below shows the UP or DOWN pitch trim.
Synoptic Pages
The SYSTEM softkey on the MFD allows the display of synoptic pages and
an engine maintenance page.
The synoptic pages are:
Status Synoptic Page - STATUS
Fuel Synoptic Page - FUEL
Electrical Synoptic Page - ELEC
Environmental Control System Synoptic Page - ECS
Ice Protection Synoptic Page - ICE PROT

Phenom 100 22-51
Trim Indication
The trim data is shown in a box labeled TRIM in the bottom of the EICAS. The
trim data is supplied for the ROLL, PITCH, and YAW axes.
The roll trim scale is an arc that shows the aileron trim position. The scale is
labeled ROLL. There are five tick marks that show along the scale at -100%,
-50%, 0%, 50%, and 100%.
The yaw trim scale is a horizontal scale that shows the rudder trim position.
The scale is labeled YAW and has a yaw pointer to show the yaw trim posi-
tion. There are five tick marks shown along the scale at -100%, -50%, 0%,
50%, and 100%.
The pitch trim readout is a digital display of the horizontal stabilizer trim posi-
tion in degrees. The readout is a numerical readout in a box, and a label cen-
tered above or below shows the UP or DOWN pitch trim.
Synoptic Pages
The SYSTEM softkey on the MFD allows the display of synoptic pages and
an engine maintenance page.
The synoptic pages are:
Status Synoptic Page - STATUS
Fuel Synoptic Page - FUEL
Electrical Synoptic Page - ELEC
Environmental Control System Synoptic Page - ECS
Ice Protection Synoptic Page - ICE PROT

22-52 Phenom 100
Status Synoptic Page
The status synoptic page is displayed as the default page at the electrical
power-up and displays information necessary before engine start-up and
information usually used during this phase. The status synoptic page displays
data from the following systems:
Door And Access Panels Status
Battery Status
Hydraulic Pressure Status
Oxygen System Status
Brakes Status
All doors which have an associated CAS message are displayed in the air-
craft figure. Color is consistent with the status of the door.
System Status Page
1 System Clock
2 Static Air Temperature (SAT)
3 Total Air Temperature (TAT)
4 True Airspeed (TAS)
5 Aircraft Gross Weight
6 Hydraulic Pressure
7 Oxygen
8 Emergency Brake Accumulator Pressure
9 Door Status
10 Electrical
3 1 4 2 5 6 7
8
9
10
22-52 Phenom 100
Status Synoptic Page
The status synoptic page is displayed as the default page at the electrical
power-up and displays information necessary before engine start-up and
information usually used during this phase. The status synoptic page displays
data from the following systems:
Door And Access Panels Status
Battery Status
Hydraulic Pressure Status
Oxygen System Status
Brakes Status
All doors which have an associated CAS message are displayed in the air-
craft figure. Color is consistent with the status of the door.
System Status Page
1 System Clock
2 Static Air Temperature (SAT)
3 Total Air Temperature (TAT)
4 True Airspeed (TAS)
5 Aircraft Gross Weight
6 Hydraulic Pressure
7 Oxygen
8 Emergency Brake Accumulator Pressure
9 Door Status
10 Electrical
3 1 4 2 5 6 7
8
9
10
Phenom 100 22-53
ECS Synoptic Page
The ECS synoptic page has symbols indicating ECS components status.
Lines between icons on the diagram depict ducts. Icons shown in green indi-
cate components are operating normally. A white icon indicates a unit is off or
not otherwise operating normally. A red X indicates failure of a unit.
1 Cockpit Temperature Setting
2 Actual Cockpit Temperature
3 Cockpit Evaporator Fan
4 Cabin Temperature Setting
5 Actual Cabin Temperature
6 Cabin Evaporator Fan
7 Flow Control Shutoff V alve (FCV) 1
9 Ram Air V alve (RAV)
10 Ram Air Duct
11 Outow V alve (OFV) Status*
12 Heat Exchanger Pack Cooling Circuit
13 Bleed Line 1 (Left) Pressure
14 Bleed Line 2 (Right) Pressure
15 Cockpit Duct Temperature Setting
16 Cabin Duct Temperature Setting
17 Pressure Regulating Shutoff V alve (PRSOV) 1
19 Ground Cooling Fan (GCF)
20 Vapor Cycle System (VCS)
3
1
4
2 5
6
7 8
15 16
17 18
14 13
12
19 20
11
9
10
* Out Flow valve (OFV) status is displayed only while the aircraft is parked or taxiing.
Phenom 100 22-53
ECS Synoptic Page
The ECS synoptic page has symbols indicating ECS components status.
Lines between icons on the diagram depict ducts. Icons shown in green indi-
cate components are operating normally. A white icon indicates a unit is off or
not otherwise operating normally. A red X indicates failure of a unit.
1 Cockpit Temperature Setting
2 Actual Cockpit Temperature
3 Cockpit Evaporator Fan
4 Cabin Temperature Setting
5 Actual Cabin Temperature
6 Cabin Evaporator Fan
9 Ram Air V alve (RAV)
10 Ram Air Duct
11 Outow V alve (OFV) Status*
12 Heat Exchanger Pack Cooling Circuit
13 Bleed Line 1 (Left) Pressure
14 Bleed Line 2 (Right) Pressure
15 Cockpit Duct Temperature Setting
16 Cabin Duct Temperature Setting
19 Ground Cooling Fan (GCF)
20 Vapor Cycle System (VCS)
3
1
4
2 5
6
7 8
15 16
17 18
14 13
12
19 20
11
9
10
* Out Flow valve (OFV) status is displayed only while the aircraft is parked or taxiing.
22-54 Phenom 100
Electrical Synoptic Page
The electrical synoptic page has symbols showing electrical system compo-
nents status. The generators, GPU, batteries, and busses are shown in green
to denote normal operation. The color of the units changes depending on the
condition. A red X over a component indicated invalid data or a failed unit.
Fuel Synoptic Page
The fuel synoptic page has symbols that indicate fuel system components
status. A red X over a component indicates invalid data or a failed unit.
Bus
Battery
Generator
Ground Power Unit
22-54 Phenom 100
Electrical Synoptic Page
The electrical synoptic page has symbols showing electrical system compo-
nents status. The generators, GPU, batteries, and busses are shown in green
to denote normal operation. The color of the units changes depending on the
condition. A red X over a component indicated invalid data or a failed unit.
Fuel Synoptic Page
The fuel synoptic page has symbols that indicate fuel system components
status. A red X over a component indicates invalid data or a failed unit.
Bus
Battery
Generator
Ground Power Unit
Phenom 100 22-55
Ice Protection Synoptic Page
The ice protection synoptic page has symbols indicating de-ice system com-
ponent status. When the de-icing system is operating normally, all compo-
nents are shown in green. Items in white indicate components are off. A red
X over a component indicates invalid data or a failed unit.
2 Boot Lines and V alves
3 Inboard EFCV
4 Outboard EFCV
5 Engine Anti Ice 1 Bleed Duct and Lip Skin
7 EAI 1 V alve and Bleed Line
9 Pressure Regulating Shut-Off V alve 1 (PRSOV 1)
12 STAB EFCV
1
2
6 5
8 7
4 3
11
12
10 9
2
2
Phenom 100 22-55
Ice Protection Synoptic Page
The ice protection synoptic page has symbols indicating de-ice system com-
ponent status. When the de-icing system is operating normally, all compo-
nents are shown in green. Items in white indicate components are off. A red
X over a component indicates invalid data or a failed unit.
2 Boot Lines and V alves
3 Inboard EFCV
4 Outboard EFCV
12 STAB EFCV
1
2
6 5
8 7
4 3
11
12
10 9
2
2
22-56 Phenom 100
Engine Maintenance Page
The Engine Maintenance Synoptics Page can only be displayed when the air-
craft is on the ground and engines are off. Maintenance personnel can view
status messages for engine dispatch items and engine parameter peaks and
durations recorded by the FADEC for the last engine start-shutdown cycle:
The engine maintenance page continually monitors subsets of engine param-
eters to determine if they remain within prescribed limits. Once an
exceedance is detected, it stays latched in a FADEC non-volatile memory
until maintenance personnel perform required procedures.
Reversionary Mode
In the event of an PFD or MFD failure, the flight display system automatically
switches to reversionary mode. Reversionary mode is a mode of operation in
which PFD symbology and EICAS is displayed on both PFDs and MFD.
In case of a PFD 1 failure, the MFD enters the reversionary mode and the
PFD 2 remains in normal mode. In case of a MFD failure, both PFD 1 and
PFD 2 enter the reversionary mode. In case of a PFD 2 failure, both PFD 1
and MFD remain in normal mode.
The reversionary mode can also be activated manually by pressing the DISPLAY
BACKUP button at the bottom of each audio panel (unlatched position). Pressing
this button again deactivates reversionary mode (latched position).
22-56 Phenom 100
Engine Maintenance Page
The Engine Maintenance Synoptics Page can only be displayed when the air-
craft is on the ground and engines are off. Maintenance personnel can view
status messages for engine dispatch items and engine parameter peaks and
durations recorded by the FADEC for the last engine start-shutdown cycle:
The engine maintenance page continually monitors subsets of engine param-
eters to determine if they remain within prescribed limits. Once an
exceedance is detected, it stays latched in a FADEC non-volatile memory
until maintenance personnel perform required procedures.
Reversionary Mode
In the event of an PFD or MFD failure, the flight display system automatically
switches to reversionary mode. Reversionary mode is a mode of operation in
which PFD symbology and EICAS is displayed on both PFDs and MFD.
In case of a PFD 1 failure, the MFD enters the reversionary mode and the
PFD 2 remains in normal mode. In case of a MFD failure, both PFD 1 and
PFD 2 enter the reversionary mode. In case of a PFD 2 failure, both PFD 1
and MFD remain in normal mode.
The reversionary mode can also be activated manually by pressing the DISPLAY
BACKUP button at the bottom of each audio panel (unlatched position). Pressing
this button again deactivates reversionary mode (latched position).
Phenom 100 22-57
With the DISPLAY BACKUP button of audio panel 1 in the unlatched position,
PFD 1 and the MFD are in the reversionary mode. With the DISPLAY
BACKUP button of audio panel 2 in the unlatched position, PFD 2 and the
MFD are in the reversionary mode.
EIS
Display
CAS
Window
Pilot Side Copilot Side
Phenom 100 22-57
With the DISPLAY BACKUP button of audio panel 1 in the unlatched position,
PFD 1 and the MFD are in the reversionary mode. With the DISPLAY
BACKUP button of audio panel 2 in the unlatched position, PFD 2 and the
MFD are in the reversionary mode.
EIS
Display
CAS
Window
Pilot Side Copilot Side
22-58 Phenom 100
Display Brightness Control
The PFDs and MFD backlighting can be adjusted either automatically or
manually.
The CKPT PANEL dimmer, on the LIGHTS control panel controls:
PFD and MFD Backlighting
PFD and the MFD Bezels
FMS Control Panel
Guidance Panel
Audio Panels Key Annunciator Lighting

If the CKPT PANEL dimmer is in the OFF position, the PFDs and the MFD
use photocell technology to automatically adjust for ambient lighting condi-
tions. Photocell calibration curves are pre-configured to optimize display
appearance through a broad range of cockpit lighting conditions.
PFD / MFD Backlighting and Bezel Dimming
Automatic Adjustment
The existing instrument panel dimmer bus normally controls the PFD and
MFD backlighting as well as the PFD and MFD bezels, MFD Control Unit,
AFCS Control Unit and audio panel key annunciator lighting.
When the dimmer bus is not used by the system, photocell technology auto-
matically controls backlighting adjustments. Photocell calibration curves are
pre-configured to optimize display appearance through a broad range of
cockpit lighting conditions.
LIGHTS CONTROL PANEL
CKPT PANEL
POTENTIOMETER
EXTERNAL
LIGHTS
CKPT CABIN
LDG
TAXI
OFF
ON
OFF
OFF OFF
BRT
DIM
OFF
BRT BRT
22-58 Phenom 100
Display Brightness Control
The PFDs and MFD backlighting can be adjusted either automatically or
manually.
The CKPT PANEL dimmer, on the LIGHTS control panel controls:
PFD and MFD Backlighting
PFD and the MFD Bezels
FMS Control Panel
Guidance Panel
Audio Panels Key Annunciator Lighting

If the CKPT PANEL dimmer is in the OFF position, the PFDs and the MFD
use photocell technology to automatically adjust for ambient lighting condi-
tions. Photocell calibration curves are pre-configured to optimize display
appearance through a broad range of cockpit lighting conditions.
PFD / MFD Backlighting and Bezel Dimming
Automatic Adjustment
The existing instrument panel dimmer bus normally controls the PFD and
MFD backlighting as well as the PFD and MFD bezels, MFD Control Unit,
AFCS Control Unit and audio panel key annunciator lighting.
When the dimmer bus is not used by the system, photocell technology auto-
matically controls backlighting adjustments. Photocell calibration curves are
pre-configured to optimize display appearance through a broad range of
cockpit lighting conditions.
LIGHTS CONTROL PANEL
CKPT PANEL
POTENTIOMETER
EXTERNAL
LIGHTS
CKPT CABIN
LDG
TAXI
OFF
ON
OFF
OFF OFF
BRT
DIM
OFF
BRT BRT
Phenom 100 22-59
Manual Adjustment
Backlighting may also be adjusted manually for all of the displays and the
associated bezels. The audio panel key backlighting is directly tied to the on-
side PFD key backlighting setting.
Adjust display backlighting manually
1. Press the MENU Key on the PFD to display the PFD Setup Menu Window.
AUTO becomes highlighted to the right of PFD1 DSPL.
2. Turn the small FMS Knob to display the selection box. Turn the FMS Knob to
select MANUAL, then press the ENT Key. The intensity value becomes
highlighted.
3. Turn the small FMS Knob to select the desired backlighting, then press the
ENT Key.
4. Turn the large FMS Knob to highlight AUTO to the right of MFD DSPL or
PFD2 DSPL, respectively, and repeat steps 2 and 3.
Phenom 100 22-59
Manual Adjustment
Backlighting may also be adjusted manually for all of the displays and the
associated bezels. The audio panel key backlighting is directly tied to the on-
side PFD key backlighting setting.
Adjust display backlighting manually
1. Press the MENU Key on the PFD to display the PFD Setup Menu Window.
AUTO becomes highlighted to the right of PFD1 DSPL.
2. Turn the small FMS Knob to display the selection box. Turn the FMS Knob to
select MANUAL, then press the ENT Key. The intensity value becomes
highlighted.
3. Turn the small FMS Knob to select the desired backlighting, then press the
ENT Key.
4. Turn the large FMS Knob to highlight AUTO to the right of MFD DSPL or
PFD2 DSPL, respectively, and repeat steps 2 and 3.
22-60 Phenom 100
Air Data System
There are two primary ADS systems installed in the aircraft and they are iden-
tified as ADS 1 and ADS 2. The IESI (Integrated Electronic Standby Instru-
ment) is considered a standby ADS.
Air Data System
Each primary ADS is basically composed of one ADC (Air Data Computer)
pneumatically connected, through specific plumbing, to one pitot probe and to
two static ports, which supply total and static pressure to the ADC.
The ADS provides accurate air data information, which includes altitude, air-
speed and temperature.
The ADS outputs are suitable for primary flight displays, altitude-encoding
transponders, AFCS (Automatic Flight Control System)s, and AHRS (Attitude
and Heading Reference System). The ADS provides the information that fol-
low:
Density Altitude
Pressure Altitude
Vertical Speed
Air Temperature: Total Air Temperature, Outside / Static Air Temperature
Indicated Airspeed
True Airspeed
Mach Number
PITOT 1
STATIC PITOT 1
S1
S2
PITOTSTATIC
STATIC PITOT 2
ADC 1 ADC 2 IESI
S2
S1
PITOT 2
t
s
P
P
22-60 Phenom 100
Air Data System
There are two primary ADS systems installed in the aircraft and they are iden-
tified as ADS 1 and ADS 2. The IESI (Integrated Electronic Standby Instru-
ment) is considered a standby ADS.
Air Data System
Each primary ADS is basically composed of one ADC (Air Data Computer)
pneumatically connected, through specific plumbing, to one pitot probe and to
two static ports, which supply total and static pressure to the ADC.
The ADS provides accurate air data information, which includes altitude, air-
speed and temperature.
The ADS outputs are suitable for primary flight displays, altitude-encoding
transponders, AFCS (Automatic Flight Control System)s, and AHRS (Attitude
and Heading Reference System). The ADS provides the information that fol-
low:
Density Altitude
Pressure Altitude
Vertical Speed
Air Temperature: Total Air Temperature, Outside / Static Air Temperature
Indicated Airspeed
True Airspeed
Mach Number
PITOT 1
STATIC PITOT 1
S1
S2
PITOTSTATIC
STATIC PITOT 2
ADC 1 ADC 2 IESI
S2
S1
PITOT 2
t
s
P
P
Phenom 100 22-61
Pitot / Static Probes
Phenom 100 22-61
Pitot / Static Probes
22-62 Phenom 100
ADS Source Selection
The airspeed and altitude information transmitted by the ADS are shown to
the flight crew on the PFDs. The MFD also shows this information, when it is
in the reversionary mode.
During normal operation, air data readouts on the PFD1 and MFD are from
ADS 1 and on the PFD 2 are from ADS 2.
In case of ADC1 failure, PFD 1 reverts to ADC2 and, in case of subsequent
ADC2 failure, reverts to ADC Stand-by, including during electrical emergency.
Manual reversion to ADC2 is also available during normal and abnormal
operations.
The same reversionary logic is applicable when the ADC 2 is failed and man-
ual reversion to other operative ADC is also available during normal and
abnormal operations.
Manual source selection (reversion) is available through the softkeys, which
are located at the bottom of the PFD, on the PFD menu.
Once the SENSOR option is selected from the PFD menu, the ADS1, ADS2,
and ADS STBY options will be shown on the same PFD menu.
When ADS2 option is selected in PFD 1, ADS 2 becomes the active source in
PFD 1.When ADS1 option is selected in PFD 2, ADS 1 becomes the active
source in PFD 2.
Whenever the reversion to the ADS STBY is made, the air data information
from the IESI is presented on the PFD. IESI indications remain available on
the IESI display.
Airspeed Information
An airspeed tape shows the current indicated airspeed at the center of the
moving tape, along with standard color coding for airplane-specific airspeed
ranges/limits. The box immediately below the airspeed tape indicates current
aircraft mach if its value is greater than 0.4 MN (Mach Number). TAT (Total Air
Temperature) and SAT (Static Air Temperature) are indicated in the box on
the left lower corner of the PFD.
An airspeed comparison monitor compares displayed airspeed from the ADS
1 and ADS 2:
If both IAS (Indicated Airspeed) < 35 kts (Knots), theres no comparison.

REVERSIONARY LOGIC
Normal
Operation
1st Reversion 2nd Reversion
Left side ADC 1 ADC 2 ADS Stand-by
Right side ADC 2 ADC 1 ADS Stand-by
22-62 Phenom 100
ADS Source Selection
The airspeed and altitude information transmitted by the ADS are shown to
the flight crew on the PFDs. The MFD also shows this information, when it is
in the reversionary mode.
During normal operation, air data readouts on the PFD1 and MFD are from
ADS 1 and on the PFD 2 are from ADS 2.
In case of ADC1 failure, PFD 1 reverts to ADC2 and, in case of subsequent
ADC2 failure, reverts to ADC Stand-by, including during electrical emergency.
Manual reversion to ADC2 is also available during normal and abnormal
operations.
The same reversionary logic is applicable when the ADC 2 is failed and man-
ual reversion to other operative ADC is also available during normal and
abnormal operations.
Manual source selection (reversion) is available through the softkeys, which
are located at the bottom of the PFD, on the PFD menu.
Once the SENSOR option is selected from the PFD menu, the ADS1, ADS2,
and ADS STBY options will be shown on the same PFD menu.
When ADS2 option is selected in PFD 1, ADS 2 becomes the active source in
PFD 1.When ADS1 option is selected in PFD 2, ADS 1 becomes the active
source in PFD 2.
Whenever the reversion to the ADS STBY is made, the air data information
from the IESI is presented on the PFD. IESI indications remain available on
the IESI display.
Airspeed Information
An airspeed tape shows the current indicated airspeed at the center of the
moving tape, along with standard color coding for airplane-specific airspeed
ranges/limits. The box immediately below the airspeed tape indicates current
aircraft mach if its value is greater than 0.4 MN (Mach Number). TAT (Total Air
Temperature) and SAT (Static Air Temperature) are indicated in the box on
the left lower corner of the PFD.
An airspeed comparison monitor compares displayed airspeed from the ADS
1 and ADS 2:
If both IAS (Indicated Airspeed) < 35 kts (Knots), theres no comparison.

REVERSIONARY LOGIC
Normal
Operation
1st Reversion 2nd Reversion
Left side ADC 1 ADC 2 ADS Stand-by
Right side ADC 2 ADC 1 ADS Stand-by
Phenom 100 22-63
If both IAS 35 kts and their values are different from 15 kts or more, an
airspeed miscompare is displayed.
Altitude Information
The current indicated altitude is shown at the center of the moving altitude
tape. The value is corrected by the barometric correction setting, which is
controlled by using the BARO knob. The barometric correction setting is iden-
tified below the altitude tape. Vertical speed is identified in a box that moves
up/down along the static vertical speed tape (at the right of the altitude tape).
A barometric altitude comparison monitor compares displayed barometric alti-
tude from ADS 1 and ADS 2. If the two altitude values are different from 200 ft
(Foot) or more, a barometric altitude miscompare is displayed.
Barometric Correction
The altitude tape indicates the current barometric corrected altitude. It is com-
puted by the PFD, which corrects the pressure altitude, provided by the ADS,
using the barometric correction setting.The barometric correction setting is
adjusted by means of the BARO knob, which is located on the bezel of the
PFD.The barometric correction setting is indicated at the bottom of the alti-
tude tape. The units of the barometric correction setting can be chosen
between in inHg (Inch of Mercury) and hPa (Hectopascal), by means of the
appropriate PFD softkeys. The barometric correction is set to STD by press-
ing the BARO knob or by pressing the following softkeys sequence in the
PFD menu: PFD softkey and then the STD BARO softkey.
Indications
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
P F D CDI I NS E T XP DR
2
4
W
3
6
1
2
3
3
N
10 8 . 0 0
10 8 . 0 0
117 . 9 5
117 . 9 5
NAV1
NAV2
K I XD
HDG
VP T 13 6 DI S NM 0 5 3 DT K 3 5 5 T R K
15 0 0 VS AL T F P H
13 6 . 9 7 5
13 6 . 9 7 5
118 . 0 0 0
118 . 0 0 0
2 0 2 0
10 10
10 10
3 5 6 14 0
16 0
18 0
2 0 0
17 0
NAV1
HDG 3 5 6 CR S 0 4 9
1 5 2
1
3
O
16 0 0
15 0 0
14 0 0
12 0 0
110 0
4
2
2
4
2 0
4 0
13
COM1
COM2
S E NS OR OB S ADF / DME T MR / R E F NR S T I DE NT MS G
SOFTKEYS (REF.)
M . 4 11 2 9 . 9 2 I N
BARO KNOB
BAROMETRIC
CORRECTION
SETTING
SOURCE
SELECTION
TEMPERATURE
ALTITUDE
TAPE
AIRSPEED
TAPE VERTICAL SPEED
TAPE
MACH
INDICATION
Phenom 100 22-63
Altitude Information
The current indicated altitude is shown at the center of the moving altitude
tape. The value is corrected by the barometric correction setting, which is
controlled by using the BARO knob. The barometric correction setting is iden-
tified below the altitude tape. Vertical speed is identified in a box that moves
up/down along the static vertical speed tape (at the right of the altitude tape).
A barometric altitude comparison monitor compares displayed barometric alti-
tude from ADS 1 and ADS 2. If the two altitude values are different from 200 ft
(Foot) or more, a barometric altitude miscompare is displayed.
Barometric Correction
The altitude tape indicates the current barometric corrected altitude. It is com-
puted by the PFD, which corrects the pressure altitude, provided by the ADS,
using the barometric correction setting.The barometric correction setting is
adjusted by means of the BARO knob, which is located on the bezel of the
PFD.The barometric correction setting is indicated at the bottom of the alti-
tude tape. The units of the barometric correction setting can be chosen
between in inHg (Inch of Mercury) and hPa (Hectopascal), by means of the
appropriate PFD softkeys. The barometric correction is set to STD by press-
ing the BARO knob or by pressing the following softkeys sequence in the
PFD menu: PFD softkey and then the STD BARO softkey.
Indications
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
P F D CDI I NS E T XP DR
2
4
W
3
6
1
2
3
3
N
10 8 . 0 0
10 8 . 0 0
117 . 9 5
117 . 9 5
NAV1
NAV2
K I XD
HDG
VP T 13 6 DI S NM 0 5 3 DT K 3 5 5 T R K
15 0 0 VS AL T F P H
13 6 . 9 7 5
13 6 . 9 7 5
118 . 0 0 0
118 . 0 0 0
2 0 2 0
10 10
10 10
3 5 6 14 0
16 0
18 0
2 0 0
17 0
NAV1
HDG 3 5 6 CR S 0 4 9
1 5 2
1
3
O
16 0 0
15 0 0
14 0 0
12 0 0
110 0
4
2
2
4
2 0
4 0
13
COM1
COM2
S E NS OR OB S ADF / DME T MR / R E F NR S T I DE NT MS G
SOFTKEYS (REF.)
M . 4 11 2 9 . 9 2 I N
BARO KNOB
BAROMETRIC
CORRECTION
SETTING
SOURCE
SELECTION
TEMPERATURE
ALTITUDE
TAPE
AIRSPEED
TAPE VERTICAL SPEED
TAPE
MACH
INDICATION
22-64 Phenom 100
ADS Probes Heating Control
The ADS probes heating system permits a safe flight under icing conditions.
With the ADS/AOA rotary switch set to AUTO position, on the ICE PROTEC-
TION/HEATING control panel, the probe heating elements will be automati-
cally energized if at least one engine is running or the aircraft weight is not on
wheels.
Abnormal Operation
In case of ADS 1 failure, PFD 1 reverts to ADS 2 and, in case of ADS 2 fail-
ure, it reverts to IESI (ADS STBY), even during electrical emergency. In case
of reversion to ADS STBY, the message BOTH ON ADS STBY is displayed.
Manual reversion to ADS 2 is also available (including normal and abnormal
operation).
operation).
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
ADS/AOA
ROTARY SWITCH
22-64 Phenom 100
ADS Probes Heating Control
The ADS probes heating system permits a safe flight under icing conditions.
With the ADS/AOA rotary switch set to AUTO position, on the ICE PROTEC-
TION/HEATING control panel, the probe heating elements will be automati-
cally energized if at least one engine is running or the aircraft weight is not on
wheels.
Abnormal Operation
operation).
operation).
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
ADS/AOA
ROTARY SWITCH
Phenom 100 22-65
Attitude and Heading Reference System
General
There are two identical and independent AHRSs installed in the aircraft and
they are identified as AHRS 1 and AHRS 2.
The AHRS includes the components that follow:
AHRS Unit
Magnetometer Unit
AHRS 1 is composed of AHRS 1 unit and magnetometer 1 unit. AHRS 2 is
composed of AHRS 2 unit and magnetometer 2 unit.
The magnetometer unit provides magnetic information to the AHRS unit. Its
voltage supply is provided by the AHRS unit.
The AHRS uses a combination of internal solid-state sensors and external
input data to determine the aircraft heading and attitude. External sources of
input data to the AHRS include, in addition to the magnetometer unit, the ADC
(Air Data Computer) and two GPS (Global Positioning System) receivers. The
GPS receivers are integrated in the GIA (Garmin Integrated Avionics unit)s.
AHRS 1 Interfaces
The EMERGENCY BUS supplies AHRS 1 through a protective circuit
breaker.
AHRS 1 receives the inputs that follow:
Magnetic Heading Information from Magnetometer Unit 1
Air Data Information from ADC 1

RATE SENSORS (3 AXES)
ACCELEROMETERS (3 AXES)
TILT SENSOR (2 AXES)
TEMPERATURE SENSORS (2)
MAGNETIC SENSORS (3 AXES)
TEMPERATURE SENSOR
GMU MAGNETOMETER
GPS: POSITION, VELOCITY, TIME
AIR DATA: AIRSPEED, OAT,
PRESSURE ALTITUDE, RATE OF CLIMB
INSTALLATION-SPECIFIC INFORMATION
ANALOG
TO
DIGITAL
CPU
OUTPUT DATA
ATTITUDE ALGORITHMS
INTEGRITY CHECKING
SYSTEM MONITORING
ATTITUDE / HEADING
ROTATIONAL RATES
ACCELERATIONS
MODE OF OPERATION
VALIDITY STATUS
INTERNAL SENSORS
EXTERNAL SENSOR
EXTERNAL DATA INPUTS
EXTERNAL CONFIGURATION MEMORY
Phenom 100 22-65
Attitude and Heading Reference System
General
There are two identical and independent AHRSs installed in the aircraft and
they are identified as AHRS 1 and AHRS 2.
The AHRS includes the components that follow:
AHRS Unit
Magnetometer Unit
AHRS 1 is composed of AHRS 1 unit and magnetometer 1 unit. AHRS 2 is
composed of AHRS 2 unit and magnetometer 2 unit.
The magnetometer unit provides magnetic information to the AHRS unit. Its
voltage supply is provided by the AHRS unit.
The AHRS uses a combination of internal solid-state sensors and external
input data to determine the aircraft heading and attitude. External sources of
input data to the AHRS include, in addition to the magnetometer unit, the ADC
(Air Data Computer) and two GPS (Global Positioning System) receivers. The
GPS receivers are integrated in the GIA (Garmin Integrated Avionics unit)s.
AHRS 1 Interfaces
The EMERGENCY BUS supplies AHRS 1 through a protective circuit
breaker.
Magnetic Heading Information from Magnetometer Unit 1

RATE SENSORS (3 AXES)
ACCELEROMETERS (3 AXES)
TEMPERATURE SENSORS (2)
MAGNETIC SENSORS (3 AXES)
TEMPERATURE SENSOR
GMU MAGNETOMETER
GPS: POSITION, VELOCITY, TIME
AIR DATA: AIRSPEED, OAT,
PRESSURE ALTITUDE, RATE OF CLIMB
INSTALLATION-SPECIFIC INFORMATION
ANALOG
TO
DIGITAL
CPU
OUTPUT DATA
ATTITUDE ALGORITHMS
INTEGRITY CHECKING
SYSTEM MONITORING
ATTITUDE / HEADING
ROTATIONAL RATES
ACCELERATIONS
MODE OF OPERATION
VALIDITY STATUS
INTERNAL SENSORS
EXTERNAL SENSOR
EXTERNAL DATA INPUTS
EXTERNAL CONFIGURATION MEMORY
22-66 Phenom 100
GPS 1 Information from GIA 1

GPS 1 is the primary GPS source for AHRS 1. GPS 2 is the secondary GPS
source for AHRS 1.
AHRS 1 provides the outputs that follow:
Attitude is provided to PFD (Primary Flight Display) 1 and MFD (Multi-

Function Display).
Magnetic heading data is provided to the IESI (Integrated Electronic

Standby Instrument).
Attitude and accelerations are provided to the AFCS (Automatic Flight

Control System) through an ARINC 429 bus (through GIA 1).
AHRS 2 Interfaces
DC BUS 2 supplies AHRS 2 through a protective circuit breaker.
Magnetic Heading Information from Magnetometer Unit 2 through an RS-

485 bus.

source for AHRS 2.
Attitude is provided to PFD 2
Attitude and accelerations are provided to the AFCS

22-66 Phenom 100

source for AHRS 1.
Attitude is provided to PFD (Primary Flight Display) 1 and MFD (Multi-

Function Display).
Magnetic heading data is provided to the IESI (Integrated Electronic

Standby Instrument).
Attitude and accelerations are provided to the AFCS (Automatic Flight

Control System) through an ARINC 429 bus (through GIA 1).
AHRS 2 Interfaces
DC BUS 2 supplies AHRS 2 through a protective circuit breaker.
Magnetic Heading Information from Magnetometer Unit 2 through an RS-

485 bus.

source for AHRS 2.
Attitude is provided to PFD 2
Attitude and accelerations are provided to the AFCS

Phenom 100 22-67
Block Diagram
E
M
E
R
G
E
N
C
Y

B
U
S
A
H
R
S

1
P
F
D

1
M
F
D
P
F
D

2
I
E
S
I

U
N
I
T
I
N
T
E
G
R
A
T
E
D
A
V
I
O
N
I
C
S
U
N
I
T

1
(
G
I
A

1
)
I
N
T
E
G
R
A
T
E
D
A
V
I
O
N
I
C
S
U
N
I
T

2
(
G
I
A

2
)
H
S
D
B
N
O
R
M
/
R
E
V
S
W
I
T
C
H
H
S
D
B
A
H
R
S

2
U
N
I
T
A
H
R
S

2
M
A
G
N
E
T
O
M
E
T
E
R
2
U
N
I
T
A
I
R

D
A
T
A
C
O
M
P
U
T
E
R
2
(
A
D
C

2
)
G
P
S

1
A
N
T
E
N
N
A
G
P
S

2
A
N
T
E
N
N
A
M
A
G
N
E
T
O
M
E
T
E
R
1
U
N
I
T
A
H
R
S

1
U
N
I
T
A
I
R

D
A
T
A
C
O
M
P
U
T
E
R
1
(
A
D
C

1
)
T
O

S
A
T
E
L
L
I
T
E
W
E
A
T
H
E
R
/
R
A
D
I
O

R
E
C
E
I
V
E
R
D
C

B
U
S

2
Phenom 100 22-67
Block Diagram
E
M
E
R
G
E
N
C
Y

B
U
S
A
H
R
S

1
P
F
D

1
M
F
D
P
F
D

2
I
E
S
I

U
N
I
T
I
N
T
E
G
R
A
T
E
D
A
V
I
O
N
I
C
S
U
N
I
T

1
(
G
I
A

1
)
I
N
T
E
G
R
A
T
E
D
A
V
I
O
N
I
C
S
U
N
I
T

2
(
G
I
A

2
)
H
S
D
B
N
O
R
M
/
R
E
V
S
W
I
T
C
H
H
S
D
B
A
H
R
S

2
U
N
I
T
A
H
R
S

2
M
A
G
N
E
T
O
M
E
T
E
R
2
U
N
I
T
A
I
R

D
A
T
A
C
O
M
P
U
T
E
R
2
(
A
D
C

2
)
G
P
S

1
A
N
T
E
N
N
A
G
P
S

2
A
N
T
E
N
N
A
M
A
G
N
E
T
O
M
E
T
E
R
1
U
N
I
T
A
H
R
S

1
U
N
I
T
A
I
R

D
A
T
A
C
O
M
P
U
T
E
R
1
(
A
D
C

1
)
T
O

S
A
T
E
L
L
I
T
E
W
E
A
T
H
E
R
/
R
A
D
I
O

R
E
C
E
I
V
E
R
D
C

B
U
S

2
22-68 Phenom 100
AHRS Modes Of Operation
The AHRS has four modes of operation available and depend upon the com-
bination of available sensor inputs, as follows:
Primary
Reversionary-No GPS
Reversionary-No magnetometer
Reversionary-No magnetometer-No air data

The AHRS primary mode is the AHRS normal operation mode.
In normal (primary) mode, the AHRS relies upon GPS and magnetic field
measurements supplied by the magnetometer unit. If either of these external
measurements is unavailable or invalid, the AHRS uses air data information
for attitude determination. Control of these modes is automatic. No input is
required from the flight crew to select or enter a mode.
The AHRS automatically enters one of its reversionary modes according to
the failures that follow:
GPS Input Failure

The aircraft has two sources of GPS information. If a single GPS receiver
fails, or if the information provided by one of the GPS receivers is unreli-
able, the AHRS automatically transitions to use the other GPS receiver. If
both GPS inputs fail, the AHRS continues to operate in reversionary-no
GPS mode as long as the air data and magnetometer inputs are available
and valid.
Magnetometer Failure
If the magnetometer input fails, the AHRS transitions to one of the rever-
sionary-no magnetometer modes and continues to output valid attitude
information. However, the heading output on the PFD becomes invalid (as
indicated by a red "X").
ADS (Air Data System) Input Failure

A failure of the air data input has no effect on AHRS output while AHRS is
operating in normal/primary mode. A failure of the air data input while the
AHRS is operating in reversionary-no GPS mode results in invalid attitude
and heading information on the PFD (as indicated by a red "X").
22-68 Phenom 100
AHRS Modes Of Operation
The AHRS has four modes of operation available and depend upon the com-
bination of available sensor inputs, as follows:
Primary
Reversionary-No GPS
Reversionary-No magnetometer
Reversionary-No magnetometer-No air data

The AHRS primary mode is the AHRS normal operation mode.
In normal (primary) mode, the AHRS relies upon GPS and magnetic field
measurements supplied by the magnetometer unit. If either of these external
measurements is unavailable or invalid, the AHRS uses air data information
for attitude determination. Control of these modes is automatic. No input is
required from the flight crew to select or enter a mode.
The AHRS automatically enters one of its reversionary modes according to
the failures that follow:
GPS Input Failure

The aircraft has two sources of GPS information. If a single GPS receiver
fails, or if the information provided by one of the GPS receivers is unreli-
able, the AHRS automatically transitions to use the other GPS receiver. If
both GPS inputs fail, the AHRS continues to operate in reversionary-no
GPS mode as long as the air data and magnetometer inputs are available
and valid.
Magnetometer Failure
If the magnetometer input fails, the AHRS transitions to one of the rever-
sionary-no magnetometer modes and continues to output valid attitude
information. However, the heading output on the PFD becomes invalid (as
indicated by a red "X").
ADS (Air Data System) Input Failure

A failure of the air data input has no effect on AHRS output while AHRS is
operating in normal/primary mode. A failure of the air data input while the
AHRS is operating in reversionary-no GPS mode results in invalid attitude
and heading information on the PFD (as indicated by a red "X").
Phenom 100 22-69
Failure Indication
AHRS Source Selection
The primary source for PFD 1 is AHRS 1 and for PFD 2 is AHRS 2. Source
selection (reversion) is available through the softkeys located at the bottom of
the PFDs, on the PFD menu.
Once the SENSOR option is selected from the PFD menu, the options
AHRS1, AHRS2, and ATT STBY show on the same PFD menu.
When AHRS 2 option is selected in PFD 1, AHRS 2 becomes the active
source in PFD 1.When AHRS 1 option is selected in PFD 2, AHRS 1
becomes the active source in PFD 2.
Whenever the reversion to the ATT STBY is made, the attitude data from the
IESI unit are presented on the PFD. The IESI indications remain available on
the IESI display.
AHRS Indications
The AHRS continuously calculates and applies attitude and heading mea-
surement updates to correct the gyro-integrated attitude and heading during
all flight maneuvers.
Attitude and heading information transmitted by the AHRSs are shown to the
flight crew on the PFDs. The MFD also shows this information, when it is in
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
PFD CDI INSET XPDR
2
4
W
3
6
1
2
3
3
N
108.00
108.00
117.95
117.95
NAV1
NAV2
KIXD
HDG
VPT 136 DIS NM 053 DTK 355 TRK
1500 VS ALT FPH
136.975
136.975
118.000
118.000
140
160
180
200
170
170
NAV1
TAS KT
HDG 356 CRS 049
1
5 2
1
3
O
2992 IN
1600
1500
1400
1200
1100
4
2
2
4
20
40
13
COM1
COM2
SENSOR OBS ADF/DME TMR/REF NRST IDENT MSG
ATTITUDE FAIL
HDG
ATTITUDE
DIRECTOR
INDICATOR (ADI)
MAGNETIC HEADING
DATA FIELD
SDS2432_342100P065R
FMS
PUSH CRSR
DFLT MAP
P F D CDI I NS E T XP DR S E NS OR OB S ADF / DME T MR / R E F NR S T I DE NT MS G
SOFTKEYS (REF.)
SOURCE
SELECTION
Phenom 100 22-69
Failure Indication
AHRS Source Selection
The primary source for PFD 1 is AHRS 1 and for PFD 2 is AHRS 2. Source
selection (reversion) is available through the softkeys located at the bottom of
the PFDs, on the PFD menu.
Once the SENSOR option is selected from the PFD menu, the options
AHRS1, AHRS2, and ATT STBY show on the same PFD menu.
When AHRS 2 option is selected in PFD 1, AHRS 2 becomes the active
source in PFD 1.When AHRS 1 option is selected in PFD 2, AHRS 1
becomes the active source in PFD 2.
Whenever the reversion to the ATT STBY is made, the attitude data from the
IESI unit are presented on the PFD. The IESI indications remain available on
the IESI display.
AHRS Indications
The AHRS continuously calculates and applies attitude and heading mea-
surement updates to correct the gyro-integrated attitude and heading during
all flight maneuvers.
Attitude and heading information transmitted by the AHRSs are shown to the
flight crew on the PFDs. The MFD also shows this information, when it is in
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
PFD CDI INSET XPDR
2
4
W
3
6
1
2
3
3
N
108.00
108.00
117.95
117.95
NAV1
NAV2
KIXD
HDG
1500 VS ALT FPH
136.975
136.975
118.000
118.000
140
160
180
200
170
170
NAV1
TAS KT
HDG 356 CRS 049
1
5 2
1
3
O
2992 IN
1600
1500
1400
1200
1100
4
2
2
4
20
40
13
COM1
COM2
ATTITUDE FAIL
HDG
ATTITUDE
DIRECTOR
INDICATOR (ADI)
MAGNETIC HEADING
DATA FIELD
SDS2432_342100P065R
FMS
PUSH CRSR
DFLT MAP
P F D CDI I NS E T XP DR S E NS OR OB S ADF / DME T MR / R E F NR S T I DE NT MS G
SOFTKEYS (REF.)
SOURCE
SELECTION
22-70 Phenom 100
the reversionary mode. AHRS 1 also provides the magnetic heading to be
shown on the IESI unit.
Earths Magnetic Field
Because the magnetic field is unsuitable near the Earths poles, operation of
the AHRS is not authorized North of 70 degrees North latitude nor South of
70 degrees South latitude. In addition, operation is not authorized in the two
regions that follow:
North of 65 degrees North latitude between longitudes 75 degrees West

and 120 degrees West (Northern Canada).
South of 55 degrees South latitude between longitudes 120 degrees East

and 165 degrees East (South of Australia).
Operation outside the stated authorized geographic region can lead to
degraded accuracy of the magnetic heading, pitch, roll, angular rates, vertical
acceleration, along-heading acceleration, and cross-heading acceleration
information.
Clock System
The clock function is used during preflight and in-flight activities to provide the
flight crew with the UTC (Universal Time Coordinated) and local date and
time.
Clock System - PFD (System Time)
System Time
22-70 Phenom 100
the reversionary mode. AHRS 1 also provides the magnetic heading to be
shown on the IESI unit.
Earths Magnetic Field
Because the magnetic field is unsuitable near the Earths poles, operation of
the AHRS is not authorized North of 70 degrees North latitude nor South of
70 degrees South latitude. In addition, operation is not authorized in the two
regions that follow:
North of 65 degrees North latitude between longitudes 75 degrees West

and 120 degrees West (Northern Canada).
South of 55 degrees South latitude between longitudes 120 degrees East

and 165 degrees East (South of Australia).
Operation outside the stated authorized geographic region can lead to
degraded accuracy of the magnetic heading, pitch, roll, angular rates, vertical
acceleration, along-heading acceleration, and cross-heading acceleration
information.
Clock System
The clock function is used during preflight and in-flight activities to provide the
flight crew with the UTC (Universal Time Coordinated) and local date and
time.
Clock System - PFD (System Time)
System Time
Phenom 100 22-71
Each GIA has an internal clock that it is used to calculate time information in
the case of a GPS (Global Positioning System) failure. When the GPS is
available, the GIA sends the GPS time information to the PFD. When the
GPS is failed or not available, the GIA internal clock data is sent to the PFD.
The MFD displays current date and time and allows the pilot to set the time
format (local 12 hours, local 24 hours, or UTC) and offset through the DATE/
TIME box on the system setup page. The time offset is used to define the
current local time.
Operation
Normal Operation
In normal operation, the clock function sends its on-side GPS to the corre-
sponding PFD. Every 6 minutes, each clock function checks the difference
between the GIA internal clock time information and the GPS time informa-
tion. If the difference is 10 seconds or more, the clock function updates the
GIA internal clock with the GPS time. If the difference is still less than 10 sec-
onds, no GIA internal clock update is performed.
Abnormal Operation
In the event of a one-side GPS failure, the corresponding GIA uses only its
internal clock to calculate and send time information to the PFD. If both GPSs
fail, each GIA uses its internal clock to provide time information.
In the event of the GIA 1 failure, PFD 1 uses GIA 2 time information. In the
event of the GIA 2 failure, PFD 2 uses GIA 1 time information. If both GIAs
fail, the clock functions are lost. In this case, for the purpose of logging time
and date [in the Central Maintenance Computer (CMC), for example], the lat-
est time and date will be logged. If the system has never received time and
date from the GIA since aircraft power-up, the logged time and date will be a
default value.
System Setup
It is possible to set the time format (local 12 hours, local 24 hours, or UTC)
and offset. The time offset is used to define current local time. When using a
local time format, designate the offset by adding or subtracting the desired
number of hours.
The management of these parameters occurs via DATE/TIME box on the
system setup page, in the MFD [Auxiliary (AUX) page group].
To set the system time format:
1. On the MFD, select the AUX page group, using the outer knob of the dual
FMS knob.
2. Select the SYSTEM SETUP page, using the inner knob of the dual FMS
knob.
3. Push the inner knob of the dual FMS knob to activate the cursor.
Phenom 100 22-71
Each GIA has an internal clock that it is used to calculate time information in
the case of a GPS (Global Positioning System) failure. When the GPS is
available, the GIA sends the GPS time information to the PFD. When the
GPS is failed or not available, the GIA internal clock data is sent to the PFD.
The MFD displays current date and time and allows the pilot to set the time
format (local 12 hours, local 24 hours, or UTC) and offset through the DATE/
TIME box on the system setup page. The time offset is used to define the
current local time.
Operation
Normal Operation
In normal operation, the clock function sends its on-side GPS to the corre-
sponding PFD. Every 6 minutes, each clock function checks the difference
between the GIA internal clock time information and the GPS time informa-
tion. If the difference is 10 seconds or more, the clock function updates the
GIA internal clock with the GPS time. If the difference is still less than 10 sec-
onds, no GIA internal clock update is performed.
Abnormal Operation
In the event of a one-side GPS failure, the corresponding GIA uses only its
internal clock to calculate and send time information to the PFD. If both GPSs
fail, each GIA uses its internal clock to provide time information.
In the event of the GIA 1 failure, PFD 1 uses GIA 2 time information. In the
event of the GIA 2 failure, PFD 2 uses GIA 1 time information. If both GIAs
fail, the clock functions are lost. In this case, for the purpose of logging time
and date [in the Central Maintenance Computer (CMC), for example], the lat-
est time and date will be logged. If the system has never received time and
date from the GIA since aircraft power-up, the logged time and date will be a
default value.
System Setup
It is possible to set the time format (local 12 hours, local 24 hours, or UTC)
and offset. The time offset is used to define current local time. When using a
local time format, designate the offset by adding or subtracting the desired
number of hours.
The management of these parameters occurs via DATE/TIME box on the
system setup page, in the MFD [Auxiliary (AUX) page group].
To set the system time format:
FMS knob.
knob.
22-72 Phenom 100
4. Turn the outer knob of the dual FMS knob until the TIME FORMAT field is
highlighted.
5. Select the desired time format, using the inner knob of the dual FMS
knob.
6. Push the ENT key to confirm the selection.
To set the current time offset:
FMS knob.
knob.
4. Turn the outer knob of the dual FMS knob until the TIME OFFSET field is
highlighted.
5. Use the inner knob of the dual FMS knob to enter the time offset.
Clock System - MFD (System Setup Page)
MFD Data Bar Fields
Box
GPS CDI Box
COM
Conguration
Box
Nearest
Airports Box
Date/Time Box
Display Units
Box
Select Waypoint
Arrival Alert
Audio Alert Voice
Selection
Select Baro
Transition Alert
Flight Director
Command Bar Format
CDI and Altimeter
Baro Sync
Airspace
Alerts Box
Pilot Prole
Setup
22-72 Phenom 100
4. Turn the outer knob of the dual FMS knob until the TIME FORMAT field is
highlighted.
5. Select the desired time format, using the inner knob of the dual FMS
knob.
To set the current time offset:
FMS knob.
knob.
4. Turn the outer knob of the dual FMS knob until the TIME OFFSET field is
highlighted.
5. Use the inner knob of the dual FMS knob to enter the time offset.
Clock System - MFD (System Setup Page)
MFD Data Bar Fields
Box
GPS CDI Box
COM
Conguration
Box
Nearest
Airports Box
Date/Time Box
Display Units
Box
Select Waypoint
Arrival Alert
Audio Alert Voice
Selection
Select Baro
Transition Alert
Flight Director
Command Bar Format
CDI and Altimeter
Baro Sync
Airspace
Alerts Box
Pilot Prole
Setup
Phenom 100 22-73
Chronometer System
The chronometer / timer system provides the flight crew with a precise means
of counting up (chronometer) or counting down (timer) hours, minutes, and
seconds.
The chronometer/timer system displays hours, minutes, and seconds in the
HH:MM:SS format. The chronometer/timer is displayed on the timer / refer-
ences window located on the lower right corner of the PFDs. Pressing the
TMR/REF softkey displays this window. The FDU calculates and displays
hours, minutes, and seconds in the format HH:MM:SS in the timer/reference
window, on the lower right corner of the PFDs.
Operation
Chronometer/Timer Mode Selection
The flight crew has two ways to control the chronometer/timer system: via
PFD bezel controls or via the CHRONO pushbutton on each control yoke.
PFD Controls
The timer/references window is displayed or hidden on the PFD when the
TMR/REF softkey is pressed. The dual FMS knob is used to set the desired
time interval and the time counting direction (UP - up / DN - down). The ENT
key is used to start, stop, and reset the chronometer/timer.
Chrono Pushbutton
The CHRONO pushbutton has three modes of operation (START, STOP, and
RESET). If the chronometer is not displayed, the first actuation of the
CHRONO pushbutton selects the chronometer to display and starts the
counting from zero. Additional actuations of the CHRONO pushbutton cause
the chronometer to scroll through chronometer modes as follows:
Start (count up) Stop Reset Start (count up) ...
If the CHRONO counter is already selected for DN (timer), pressing the
CHRONO pushbutton on yoke overrides the timer and starts the chronometer
as explained above.
Phenom 100 22-73
Chronometer System
The chronometer / timer system provides the flight crew with a precise means
of counting up (chronometer) or counting down (timer) hours, minutes, and
seconds.
The chronometer/timer system displays hours, minutes, and seconds in the
HH:MM:SS format. The chronometer/timer is displayed on the timer / refer-
ences window located on the lower right corner of the PFDs. Pressing the
TMR/REF softkey displays this window. The FDU calculates and displays
hours, minutes, and seconds in the format HH:MM:SS in the timer/reference
window, on the lower right corner of the PFDs.
Operation
Chronometer/Timer Mode Selection
The flight crew has two ways to control the chronometer/timer system: via
PFD bezel controls or via the CHRONO pushbutton on each control yoke.
PFD Controls
The timer/references window is displayed or hidden on the PFD when the
TMR/REF softkey is pressed. The dual FMS knob is used to set the desired
time interval and the time counting direction (UP - up / DN - down). The ENT
key is used to start, stop, and reset the chronometer/timer.
Chrono Pushbutton
The CHRONO pushbutton has three modes of operation (START, STOP, and
RESET). If the chronometer is not displayed, the first actuation of the
CHRONO pushbutton selects the chronometer to display and starts the
counting from zero. Additional actuations of the CHRONO pushbutton cause
the chronometer to scroll through chronometer modes as follows:
Start (count up) Stop Reset Start (count up) ...
If the CHRONO counter is already selected for DN (timer), pressing the
CHRONO pushbutton on yoke overrides the timer and starts the chronometer
as explained above.
22-74 Phenom 100
Alert Messages
When timer (DN) reaches zero, it reverts to chronometer (UP) and remains
counting. However, a TIMER EXPIRD - Timer has expired. AFD (Auxiliary
Flight Display) message shows on the PFD and an aural alert sounds to
advise the flight crew that the programmed time interval has expired. If the
timer is reset before reaching zero, the digits are reset to the initial pro-
grammed value.
Chronometer System
Central Warning Systems
The central warning systems supply system alerts to the pilots when unsatis-
factory aircraft conditions occur. System alerts include CAS messages, visual
indications, and aural warning messages.
Crew Alerting and Warning System (CAS)
The CAS provides visual alerts to the flight crew. CAS messages are shown
on PFD 1 and PFD 2 and also on the MFD when in reversionary mode.
Master Warning/Master Caution Indication
The master warning/master caution indication function uses red and yellow
lights to alert the flight crew of emergency and abnormal conditions.The PFD
(Primary Flight Display) 1 and the PFD 2 (and the MFD (Multi-Function Dis-
play), when in reversionary mode) monitor the status of various aircraft and
avionics systems on a continuous basis and supplies warning and caution
alerts when these conditions occur.
The CAS messages are grouped by criticality (warning, caution, advisory)
and sorted by order of appearance (most recent messages on top). The color
of the message is based on its urgency and on required action, and the MSG
softkey label changes to display the appropriate annunciation when a CAS
message is generated.
Chrono/
Time
22-74 Phenom 100
Alert Messages
When timer (DN) reaches zero, it reverts to chronometer (UP) and remains
counting. However, a TIMER EXPIRD - Timer has expired. AFD (Auxiliary
Flight Display) message shows on the PFD and an aural alert sounds to
advise the flight crew that the programmed time interval has expired. If the
timer is reset before reaching zero, the digits are reset to the initial pro-
grammed value.
Chronometer System
Central Warning Systems
The central warning systems supply system alerts to the pilots when unsatis-
factory aircraft conditions occur. System alerts include CAS messages, visual
indications, and aural warning messages.
Crew Alerting and Warning System (CAS)
The CAS provides visual alerts to the flight crew. CAS messages are shown
on PFD 1 and PFD 2 and also on the MFD when in reversionary mode.
Master Warning/Master Caution Indication
The master warning/master caution indication function uses red and yellow
lights to alert the flight crew of emergency and abnormal conditions.The PFD
(Primary Flight Display) 1 and the PFD 2 (and the MFD (Multi-Function Dis-
play), when in reversionary mode) monitor the status of various aircraft and
avionics systems on a continuous basis and supplies warning and caution
alerts when these conditions occur.
The CAS messages are grouped by criticality (warning, caution, advisory)
and sorted by order of appearance (most recent messages on top). The color
of the message is based on its urgency and on required action, and the MSG
softkey label changes to display the appropriate annunciation when a CAS
message is generated.
Chrono/
Time
Phenom 100 22-75
WARNING (Red)
Immediate crew awareness and action required; flashing WARNING

softkey annunciation, triple chime.
CAUTION (Yellow)
Immediate crew awareness and possible future corrective action

required; flashing CAUTION softkey annunciation, single chime.
The master warning/master caution indication function is implemented by the
PFD 1 and the PFD 2. The master warning/master caution softkey is accom-
plished by the FDU softkey #12 and is available to both pilots via the PFDs
(or via the MFD, in case it is in reversionary mode). There is no LRU dedi-
cated to this function.
Operation
When new warning, caution and advisory alert messages are enabled, their
status is set to unacknowledged (flashing in inverse video). After the acknowl-
edgment, the new message remains in steady normal video, at the top of its
category on the CAS window, until a new message belonging to that group
appears. When activated, the red master warning light flashes continuously
(0.5 second ON and 0.5 second OFF). The yellow master caution light, when
activated, flashes continuously (0.5 second ON and 0.5 second OFF). The
light goes off when the condition ceases or when the pilot (or the copilot)
pushes the master warning/master caution softkey.
Master Caution Softy Key
CAS
Window
Softkey Annunciation
(Press to Acknowledge
CAS Message)
CAS Scrolling Softkey
(Disabled Until More
Than 14 Messages
are Displayed)
Phenom 100 22-75
WARNING (Red)
Immediate crew awareness and action required; flashing WARNING

softkey annunciation, triple chime.
CAUTION (Yellow)
Immediate crew awareness and possible future corrective action

required; flashing CAUTION softkey annunciation, single chime.
The master warning/master caution indication function is implemented by the
PFD 1 and the PFD 2. The master warning/master caution softkey is accom-
plished by the FDU softkey #12 and is available to both pilots via the PFDs
(or via the MFD, in case it is in reversionary mode). There is no LRU dedi-
cated to this function.
Operation
When new warning, caution and advisory alert messages are enabled, their
status is set to unacknowledged (flashing in inverse video). After the acknowl-
edgment, the new message remains in steady normal video, at the top of its
category on the CAS window, until a new message belonging to that group
appears. When activated, the red master warning light flashes continuously
(0.5 second ON and 0.5 second OFF). The yellow master caution light, when
activated, flashes continuously (0.5 second ON and 0.5 second OFF). The
light goes off when the condition ceases or when the pilot (or the copilot)
pushes the master warning/master caution softkey.
Master Caution Softy Key
CAS
Window
Softkey Annunciation
(Press to Acknowledge
CAS Message)
CAS Scrolling Softkey
(Disabled Until More
Than 14 Messages
are Displayed)
22-76 Phenom 100
The CAS provides visual alerts to the flight crew. The CAS alert messages are
shown on the PFD 1 and PFD 2 (and also on the MFD, when in reversionary
mode).
PFD 2 (and also MFD, when in reversionary mode). The alert messages are
shown according to their importance and are color coded.
The CAS has the following basic functions:
Alerting the flight crew and directing it to the alert condition.
Showing the flight crew the location and type of the alert condition.
Supplying the flight crew with the procedures to control the system.
Allowing flight crew to know aircraft status quickly, and showing new alerts.
Supplying the flight crew with the results of the actions taken.
CAS Message Types
The CAS shows four types of messages as follows:
WARNING (Red)
An emergency condition that demands immediate action by the flight

crew
CAUTION (Yellow)
Aircraft operation or condition of an aircraft system is not correct. The

flight crew must take immediate action.
ADVISORY (White)
Aircraft systems that need to be monitored by the flight crew and may
require subsequent or future flight crew action.
STATUS (White)
Cockpit indication on an aircraft system condition, but are not part of the
warning system. These messages are displayed in the AFD window.
22-76 Phenom 100
The CAS provides visual alerts to the flight crew. The CAS alert messages are
shown on the PFD 1 and PFD 2 (and also on the MFD, when in reversionary
mode).
PFD 2 (and also MFD, when in reversionary mode). The alert messages are
shown according to their importance and are color coded.
The CAS has the following basic functions:
Alerting the flight crew and directing it to the alert condition.
Showing the flight crew the location and type of the alert condition.
Supplying the flight crew with the procedures to control the system.
Allowing flight crew to know aircraft status quickly, and showing new alerts.
Supplying the flight crew with the results of the actions taken.
CAS Message Types
The CAS shows four types of messages as follows:
WARNING (Red)
An emergency condition that demands immediate action by the flight

crew
CAUTION (Yellow)
Aircraft operation or condition of an aircraft system is not correct. The

flight crew must take immediate action.
ADVISORY (White)
Aircraft systems that need to be monitored by the flight crew and may
require subsequent or future flight crew action.
STATUS (White)
Cockpit indication on an aircraft system condition, but are not part of the
warning system. These messages are displayed in the AFD window.
Phenom 100 22-77
CAS Message Types
Operation
CAS Message Window
The CAS message window can show up to 14 lines of text, with a maximum
of 16 characters per line. The warning messages show on the top of the mes-
sage window, followed by caution messages, and advisory messages. The
message lines that are not used are shown as blank spaces.
The alert messages show from top to bottom in chronological order for each
category. A new message shows as the first message of the group (warning,
caution, advisory). When new warning, caution, and advisory messages are
received, their status is unacknowledged (flashing in inverse video). After the
acknowledgment, the new message remains in steady normal video.The
warning and caution messages continue to change from inverse video to reg-
ular video until manual flight crew acknowledgment via master warning / mas-
CAS MESSAGE ANNOUNCEMENT
C
WARNING CAUTION ADVISORY MSG
WARNING
MESSAGES
(RED)
CAUTION
MESSAGES
(YELLOW)
ADVISORY
MESSAGES
(WHITE)
STATUS
MESSAGES
(WHITE)
CAS
GIA 2 FAIL
LG LEVER DISAG
CONFIG MDL FAIL
HYD LO PRES
FLAP FAIL
BRK FAIL
AURAL WRN FAIL
OXY LO PRES
D-I WINGSTB FAIL
RAM AIR FAIL
GEA 3 FAIL
GEA 2 FAIL
GEA 1 FAIL
GSD FAIL
WARNING MESSAGES
CAUTION MESSAGES
ADVISORY MESSAGES
CAS WINDOW
B
1 2
CAS WINDOW
AFD WINDOW
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
MENU
PROC
ENT CLR
FPL
D
RANGE
PAN
PUSH
+
BARO
COM
FMS
PUSH
STD
PUSH
1 2
VOL
PUSH
SQ
EMERG
PUSH
1 2
NAV
PUSH
ID
VOL
DFLT MAP
PUSH CRSR
1253 ALT LCL XPDR1 17:12:20
IDENT MSG NRST TMR/REF XPDR CDI OBS SENSOR INSET
N
33
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M.411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
S
2
1
2
4
0 C C +15 R
2000
CAS
CAS
GIA 2 FAIL
LG LEVER DISAG
CONFIG MDL FAIL
HYD LO PRES
FLAP FAIL
BRK FAIL
AURAL WRN FAIL
OXY LO PRES
D-I WINGSTB FAIL
RAMAIR FAIL
GEA 3 FAIL
GEA 2 FAIL
GEA 1 FAIL
GSD FAIL
SIMULATOR - Sim mode is active.
Do not use for navigation.
XPDR1 CONFIG - XPDR1 con- g
error. Con- g service reqd.
XTALK ERROR - A ight display
crosstalk error has occurred.
MESSAGES
B
STATUS MESSAGES
C
CAS SOFTKEY
(SCROLLING)
TAT SAT
PFD DME
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
KIXD KCEA
DIS 114 NM BRG 234

sds2432315300p153r
Phenom 100 22-77
CAS Message Types
Operation
CAS Message Window
The CAS message window can show up to 14 lines of text, with a maximum
of 16 characters per line. The warning messages show on the top of the mes-
sage window, followed by caution messages, and advisory messages. The
message lines that are not used are shown as blank spaces.
The alert messages show from top to bottom in chronological order for each
category. A new message shows as the first message of the group (warning,
caution, advisory). When new warning, caution, and advisory messages are
received, their status is unacknowledged (flashing in inverse video). After the
acknowledgment, the new message remains in steady normal video.The
warning and caution messages continue to change from inverse video to reg-
ular video until manual flight crew acknowledgment via master warning / mas-
CAS MESSAGE ANNOUNCEMENT
C
WARNING CAUTION ADVISORY MSG
WARNING
MESSAGES
(RED)
CAUTION
MESSAGES
(YELLOW)
ADVISORY
MESSAGES
(WHITE)
STATUS
MESSAGES
(WHITE)
CAS
GIA 2 FAIL
LG LEVER DISAG
CONFIG MDL FAIL
HYD LO PRES
FLAP FAIL
BRK FAIL
AURAL WRN FAIL
OXY LO PRES
D-I WINGSTB FAIL
RAM AIR FAIL
GEA 3 FAIL
GEA 2 FAIL
GEA 1 FAIL
GSD FAIL
WARNING MESSAGES
CAUTION MESSAGES
ADVISORY MESSAGES
CAS WINDOW
B
1 2
CAS WINDOW
AFD WINDOW
3
20 20
10 10
10 10
HDG CRS
IN
4
2
2
4
MENU
PROC
ENT CLR
FPL
D
RANGE
PAN
PUSH
+
BARO
COM
FMS
PUSH
STD
PUSH
1 2
VOL
PUSH
SQ
EMERG
PUSH
1 2
NAV
PUSH
ID
VOL
DFLT MAP
PUSH CRSR
1253 ALT LCL XPDR1 17:12:20
IDENT MSG NRST TMR/REF XPDR CDI OBS SENSOR INSET
N
33
30
W
1 5
E
6
GPS TERM
035
307
300
190
200
210
220
230
M.411 30.04
14900
15000
151
20
00
15300
15200
15400
15200
S
2
1
2
4
0 C C +15 R
2000
CAS
CAS
GIA 2 FAIL
LG LEVER DISAG
CONFIG MDL FAIL
HYD LO PRES
FLAP FAIL
BRK FAIL
AURAL WRN FAIL
OXY LO PRES
D-I WINGSTB FAIL
RAMAIR FAIL
GEA 3 FAIL
GEA 2 FAIL
GEA 1 FAIL
GSD FAIL
SIMULATOR - Sim mode is active.
Do not use for navigation.
XPDR1 CONFIG - XPDR1 con- g
error. Con- g service reqd.
XTALK ERROR - A ight display
crosstalk error has occurred.
MESSAGES
B
STATUS MESSAGES
C
CAS SOFTKEY
(SCROLLING)
TAT SAT
PFD DME
NAV1
NAV2
108.00
108.00
117.95
117.95
COM1
COM2
136.975
136.975
118.000
118.000
KIXD KCEA
DIS 114 NM BRG 234

sds2432315300p153r
22-78 Phenom 100
ter caution softkey. Advisory messages automatically change from inverse
video to regular video after five seconds.
The CAS messages cannot be canceled, but remain active as long as the
activation condition exists.
Golden CAS Messages
Some CAS messages are called golden CAS messages. They indicate the
root causes of other failures and their procedures must be accomplished first
by the flight crew. They are identified as a steady inverse video after acknowl-
edgement.
CAS Display
CAS Message Scrolling
Except for the warning messages, all acknowledged messages may be
scrolled out of view. Scrolling up causes the displayed caution/advisory mes-
sage to move up in relation to their current position, thus removing the most
recent message in the caution/advisory message queue. If messages are
scrolled out of view and a new message is activated, that respective group
may be automatically brought into view to show the new message.
For example, if all caution messages are scrolled out of view, so that only
warning and advisory messages are displayed, and a new caution message
is activated, the CAS window will display the new caution message followed
by the other acknowledged messages (caution and advisory).
Scrolling of the warning, caution and advisory messages is accomplished
through the PFD 1 and the PFD 2 by using the softkeys CAS then CAS or
CAS . Scrolling status messages is accomplished by using the inner knob
of the dual FMS knob.
GOLDEN CAS MESSAGE
EXAMPLE
CAS MESSAGE WINDOW
22-78 Phenom 100
ter caution softkey. Advisory messages automatically change from inverse
video to regular video after five seconds.
The CAS messages cannot be canceled, but remain active as long as the
activation condition exists.
Golden CAS Messages
Some CAS messages are called golden CAS messages. They indicate the
root causes of other failures and their procedures must be accomplished first
by the flight crew. They are identified as a steady inverse video after acknowl-
edgement.
CAS Display
CAS Message Scrolling
Except for the warning messages, all acknowledged messages may be
scrolled out of view. Scrolling up causes the displayed caution/advisory mes-
sage to move up in relation to their current position, thus removing the most
recent message in the caution/advisory message queue. If messages are
scrolled out of view and a new message is activated, that respective group
may be automatically brought into view to show the new message.
For example, if all caution messages are scrolled out of view, so that only
warning and advisory messages are displayed, and a new caution message
is activated, the CAS window will display the new caution message followed
by the other acknowledged messages (caution and advisory).
Scrolling of the warning, caution and advisory messages is accomplished
through the PFD 1 and the PFD 2 by using the softkeys CAS then CAS or
CAS . Scrolling status messages is accomplished by using the inner knob
of the dual FMS knob.
GOLDEN CAS MESSAGE
EXAMPLE
CAS MESSAGE WINDOW
Phenom 100 22-79
CAS Message Flight Phase Inhibition
The main goal of a flight phase inhibition for CAS messages is to avoid dis-
tracting the flight crew's attention for a condition that is not relevant for that
flight phase, mainly during critical flight phases, such as takeoff and landing.
Then, if a CAS message is defined to be inhibited during a certain flight
phase, the message will not appear when this flight phase is active. However,
if the message is already displayed prior to that certain flight phase (where it
should normally be inhibited) and its logic is no longer satisfied during that
flight phase, the message will not be removed from the CAS message win-
dow.
Flight Phases for CAS Message Inhibition
Aural Warning System
The aural warning alerts are used to warn the flight crew of a possible danger-
ous aircraft condition, without having them look at a visual display or indicator.
In this situation, the aural warning function immediately supplies the pilots with
aural alerts over the cockpit loudspeakers, so they are able to initiate the appro-
priate procedure. The aural alerts can be tones or voice messages.
The aural warning function plays recorded voice and tone messages and pro-
vides clear, uninterrupted and easily distinguishable aural alerts. The aural
warning function allows some alerts to play repeatedly, until the condition
ceases or crew takes the appropriate action for canceling the alert, if applicable.
The aural warning function determines the prioritization, sequencing, and
inhibiting of individual alerts, based on each aural alert priority level. The
aural warning function sequences the active aural alerts, starting with alerts
that have the highest priority.
Each aural alert is aurally distinct from all other warnings. The voices are
clear and use full words i.e., they do not use abbreviations used in any
related visual message. There is a silent interval between consecutive aural
AFTER BEFORE DESCRIPTION
Electrical Power ON 1st Engine Started Aircraft Parked
1st Engine Started
TLA (Thrust Lever
Angle) > TO (Takeoff)
Power
Aircraft Taxiing
TLA > TO Power 60 kts (Knots) Takeoff Roll
60 kts 400 ft (takeoff) Takeoff
400 ft (takeoff) 400 ft (landing) Climb, Cruise, Approach
400 ft (landing)
30 s (Seconds) after
touchdown or IAS < 30
kts
Landing
Phenom 100 22-79
CAS Message Flight Phase Inhibition
The main goal of a flight phase inhibition for CAS messages is to avoid dis-
tracting the flight crew's attention for a condition that is not relevant for that
flight phase, mainly during critical flight phases, such as takeoff and landing.
Then, if a CAS message is defined to be inhibited during a certain flight
phase, the message will not appear when this flight phase is active. However,
if the message is already displayed prior to that certain flight phase (where it
should normally be inhibited) and its logic is no longer satisfied during that
flight phase, the message will not be removed from the CAS message win-
dow.
Flight Phases for CAS Message Inhibition
Aural Warning System
The aural warning alerts are used to warn the flight crew of a possible danger-
ous aircraft condition, without having them look at a visual display or indicator.
In this situation, the aural warning function immediately supplies the pilots with
aural alerts over the cockpit loudspeakers, so they are able to initiate the appro-
priate procedure. The aural alerts can be tones or voice messages.
The aural warning function plays recorded voice and tone messages and pro-
vides clear, uninterrupted and easily distinguishable aural alerts. The aural
warning function allows some alerts to play repeatedly, until the condition
ceases or crew takes the appropriate action for canceling the alert, if applicable.
The aural warning function determines the prioritization, sequencing, and
inhibiting of individual alerts, based on each aural alert priority level. The
aural warning function sequences the active aural alerts, starting with alerts
that have the highest priority.
Each aural alert is aurally distinct from all other warnings. The voices are
clear and use full words i.e., they do not use abbreviations used in any
related visual message. There is a silent interval between consecutive aural
AFTER BEFORE DESCRIPTION
Electrical Power ON 1st Engine Started Aircraft Parked
1st Engine Started
TLA (Thrust Lever
Angle) > TO (Takeoff)
Power
Aircraft Taxiing
TLA > TO Power 60 kts (Knots) Takeoff Roll
60 kts 400 ft (takeoff) Takeoff
400 ft (takeoff) 400 ft (landing) Climb, Cruise, Approach
400 ft (landing)
30 s (Seconds) after
touchdown or IAS < 30
kts
Landing
22-80 Phenom 100
warning alerts. When only one aural warning alert is active, a silent interval
follows the repeated single warning to make sure the repeated audio warning
alert does not distract the pilots.
The aural warning alerts are heard in a monotone female or male voice. The
default voice messages set is female, however, on the ground, it is possible
to select between female or male message sets.
The aural warning alerts are listed in the following table:
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
STALL
Aircraft in stall
condition
Stall, Stall 5 Warning Continuous No
DESCENT
RATE WRN
Excessive
descent rate
towards terrain
Pull up 10 Warning Continuous No
OBSTACLE
CLEAR-
ANCE WRN
Reduced
required obsta-
cle clearance
Obstacle,
Obstacle.
Pull up,
Pull up
10 Warning Continuous No
OBSTACLE
IMPACT
WRN
Imminent
obstacle
impact
Obstacle,
Obstacle.
Pull up,
Pull up
TERRAIN
CLEAR-
ANCE WRN
Reduced
required ter-
rain clearance
Terrain,
Terrain;
Pull up,
Pull up
TERRAIN
IMPACT
WRN
Imminent
terrain impact
Terrain,
Terrain;
Pull up,
Pull up
AUTOPILOT
ABNORMAL
DISEN-
GAGE
Autopilot
disengaged
due to failure
"Autopilot" 20 Warning Continuous
Yes
(AP/TRIM
DISC
Pushbutton)
AUTOPILOT
NORMAL
DISEN-
GAGE
Autopilot
intentionally
disengaged
"Autopilot" 20 Warning
Single
Alarm
-
CABIN
ALTITUDE
Cabin Altitude
Above 10000 ft
"Cabin" 20 Warning Continuous
Yes
(Master Warning
Softkey)
ENGINE
FIRE
Engine
Fire Detected
Fire, Fire 20 Warning Continuous
Yes
(Master Warning
Softkey)
22-80 Phenom 100
warning alerts. When only one aural warning alert is active, a silent interval
follows the repeated single warning to make sure the repeated audio warning
alert does not distract the pilots.
The aural warning alerts are heard in a monotone female or male voice. The
default voice messages set is female, however, on the ground, it is possible
to select between female or male message sets.
The aural warning alerts are listed in the following table:
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
STALL
Aircraft in stall
condition
Stall, Stall 5 Warning Continuous No
DESCENT
RATE WRN
Excessive
descent rate
towards terrain
Pull up 10 Warning Continuous No
OBSTACLE
CLEAR-
ANCE WRN
Reduced
required obsta-
cle clearance
Obstacle,
Obstacle.
Pull up,
Pull up
OBSTACLE
IMPACT
WRN
Imminent
obstacle
impact
Obstacle,
Obstacle.
Pull up,
Pull up
TERRAIN
CLEAR-
ANCE WRN
Reduced
required ter-
rain clearance
Terrain,
Terrain;
Pull up,
Pull up
TERRAIN
IMPACT
WRN
Imminent
terrain impact
Terrain,
Terrain;
Pull up,
Pull up
AUTOPILOT
ABNORMAL
DISEN-
GAGE
Autopilot
disengaged
due to failure
"Autopilot" 20 Warning Continuous
Yes
(AP/TRIM
DISC
Pushbutton)
AUTOPILOT
NORMAL
DISEN-
GAGE
Autopilot
intentionally
disengaged
"Autopilot" 20 Warning
Single
Alarm
-
CABIN
ALTITUDE
Cabin Altitude
Above 10000 ft
"Cabin" 20 Warning Continuous
Yes
(Master Warning
Softkey)
ENGINE
FIRE
Engine
Fire Detected
Fire, Fire 20 Warning Continuous
Yes
(Master Warning
Softkey)
Phenom 100 22-81
LANDING
GEAR
Gear up in
landing
condition
"Landing
Gear"
20 Warning Continuous
Yes (WRN
INHIB on the
LDG control
panel)
MASTER
WARNING
New Warning
CAS
Message(s)
Triple
Chime
Yes
(Master
Warning
Softkey)
NO TAKE-
OFF:
BRAKE
No Takeoff
Configuration
due to brake
status
"No Take-
off:
Brake"
NO TAKE-
OFF:
FLAP
No Takeoff
Configuration
due to flap
status
"No Take-
off:
Flap"
NO TAKE-
OFF:
TRIM
No Takeoff
Configuration
due to trim
status
"No Take-
off:
Trim"
OVER-
SPEED
Overspeed
condition
"High
Speed"
ALTITUDE
CALLOUT
500
500 ft above
nearest land-
ing
field elevation
"Five
Hundred"
30 Caution
Single
Alarm
-
DESCENT
RATE CTN
Excessive
descent rate
towards terrain
"Sink Rate" 30 Caution Continuous No
NEG CLIMB
RATE CTN
Altitude loss
after takeoff
"Don't sink" 30 Caution Continuous No
OBSTACLE
CLEAR-
ANCE CTN
Reduced
obstacle
clearance
"Caution,
obstacle.
Caution,
obstacle"
30 Caution Continuous No
OBSTACLE
IMPACT
CTN
Imminent
obstacle
impact
"Caution,
obstacle.
Caution,
obstacle"
PREMA-
TURE
DESCENT
ALERT
Premature
Descent Alert
"Too low,
terrain"
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
Phenom 100 22-81
LANDING
GEAR
Gear up in
landing
condition
"Landing
Gear"
Yes (WRN
INHIB on the
LDG control
panel)
MASTER
WARNING
New Warning
CAS
Message(s)
Triple
Chime
Yes
(Master
Warning
Softkey)
NO TAKE-
OFF:
BRAKE
No Takeoff
Configuration
due to brake
status
"No Take-
off:
Brake"
NO TAKE-
OFF:
FLAP
No Takeoff
Configuration
due to flap
status
"No Take-
off:
Flap"
NO TAKE-
OFF:
TRIM
No Takeoff
Configuration
due to trim
status
"No Take-
off:
Trim"
OVER-
SPEED
Overspeed
condition
"High
Speed"
ALTITUDE
CALLOUT
500
500 ft above
nearest land-
ing
field elevation
"Five
Hundred"
30 Caution
Single
Alarm
-
DESCENT
RATE CTN
Excessive
descent rate
towards terrain
"Sink Rate" 30 Caution Continuous No
NEG CLIMB
RATE CTN
Altitude loss
after takeoff
"Don't sink" 30 Caution Continuous No
OBSTACLE
CLEAR-
ANCE CTN
Reduced
obstacle
clearance
"Caution,
obstacle.
Caution,
obstacle"
OBSTACLE
IMPACT
CTN
Imminent
obstacle
impact
"Caution,
obstacle.
Caution,
obstacle"
PREMA-
TURE
DESCENT
ALERT
Premature
Descent Alert
"Too low,
terrain"
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
22-82 Phenom 100
TERRAIN
CLEAR-
ANCE CTN
Reduced
required ter-
rain clearance
"Caution,
terrain.
Caution,
terrain"
TERRAIN
IMPACT
CTN
Imminent
terrain impact
"Caution,
terrain.
Caution,
terrain"
MASTER
CAUTION
New Caution
CAS
Message(s)
Single
Chime
40 Caution Continuous
Yes
(Master Caution
Softkey)
TRAFFIC
(TAS)
Traffic "Traffic" 40 Caution Continuous No
TRAFFIC
(TIS)
ALTITUDE
CAPTURE
1000ft to
target altitude
C-chord 50 Advisory
Single
Alarm
-
ALTITUDE
DEPAR-
TURE
200ft deviation
of target
altitude
dual C-
chord+
"Altitude"
50 Advisory
Single
Alarm
-
MINIMUMS
Pilot selectable
MDA or
Decision
Height
"Mini-
mums,
minimums"
50 Advisory
Single
Alarm
-
TRIM
SWITCH
MALFUN-
TION
Pitch trim
switch failure
"Trim, trim,
trim"
50 Advisory
Continuos
(stops after
6s)
No
VERTICAL
TRACK
ALERT
After next way-
point, aircraft
will change
altitude
"Vertical
Track"
50 Advisory
Single
Alarm
-
SELECTIVE
CALLING
Incoming
communica-
tion
from HF radio
"Selcal" 50 Status
Single
Alarm
-
TIMER
EXPIRED
Chronometer
timer expired
"Timer
Expired"
50 Status
Single
Alarm
-
AURAL
WARNING
OK
Aural Warning
power up BIT
ended
successfully
"Aural
Warning
OK"
60 Status
Single
Alarm
-
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
22-82 Phenom 100
TERRAIN
CLEAR-
ANCE CTN
Reduced
required ter-
rain clearance
"Caution,
terrain.
Caution,
terrain"
TERRAIN
IMPACT
CTN
Imminent
terrain impact
"Caution,
terrain.
Caution,
terrain"
MASTER
CAUTION
New Caution
CAS
Message(s)
Single
Chime
40 Caution Continuous
Yes
(Master Caution
Softkey)
TRAFFIC
(TAS)
TRAFFIC
(TIS)
ALTITUDE
CAPTURE
1000ft to
target altitude
C-chord 50 Advisory
Single
Alarm
-
ALTITUDE
DEPAR-
TURE
200ft deviation
of target
altitude
dual C-
chord+
"Altitude"
50 Advisory
Single
Alarm
-
MINIMUMS
Pilot selectable
MDA or
Decision
Height
"Mini-
mums,
minimums"
50 Advisory
Single
Alarm
-
TRIM
SWITCH
MALFUN-
TION
Pitch trim
switch failure
"Trim, trim,
trim"
50 Advisory
Continuos
(stops after
6s)
No
VERTICAL
TRACK
ALERT
After next way-
point, aircraft
will change
altitude
"Vertical
Track"
50 Advisory
Single
Alarm
-
SELECTIVE
CALLING
Incoming
communica-
tion
from HF radio
"Selcal" 50 Status
Single
Alarm
-
TIMER
EXPIRED
Chronometer
timer expired
"Timer
Expired"
50 Status
Single
Alarm
-
AURAL
WARNING
OK
Aural Warning
power up BIT
ended
successfully
"Aural
Warning
OK"
60 Status
Single
Alarm
-
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
Phenom 100 22-83
Aural Warning Test
The aural warning function performs a Power-up Built-In Test (PBIT) for all
components necessary for audio functioning (except the cockpit
loudspeakers).
If PBIT results are OK, a status aural alert AURAL WARNING OK is played.
If PBIT detects failure in one of the aural warning channels, an advisory aural
alert AURAL WARNING ONE CHANNEL is played and an advisory CAS
message AURAL WARN FAULT is displayed. In case of failure in both
channels, an advisory CAS message AURAL WARN FAIL is displayed.
Aural Alerts Inhibition
In some flight phases, especially those that require a high workload from the
flight crew, specific aural alerts are inhibited. As the flight phase changes, the
inhibited aural alerts are played, if their generation conditions are still present.
AURAL
WARNING
ONE
CHANNEL
Aural Warning
power up BIT
detected one
channel failed
"Aural
Warning
One
Channel"
60 Status
Single
Alarm
-
FLIGHT
DIRECTOR
Loss of vertical
and lateral
mode of the
flight director
Flight
Director
60 Status
Single
Alarm
-
TAKEOFF
CONFIG OK
Takeoff
configuration
test ended
successfully
"Takeoff
OK"
60 Status
Single
Alarm
-
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
Phenom 100 22-83
Aural Warning Test
The aural warning function performs a Power-up Built-In Test (PBIT) for all
components necessary for audio functioning (except the cockpit
loudspeakers).
If PBIT results are OK, a status aural alert AURAL WARNING OK is played.
If PBIT detects failure in one of the aural warning channels, an advisory aural
alert AURAL WARNING ONE CHANNEL is played and an advisory CAS
message AURAL WARN FAULT is displayed. In case of failure in both
channels, an advisory CAS message AURAL WARN FAIL is displayed.
Aural Alerts Inhibition
In some flight phases, especially those that require a high workload from the
flight crew, specific aural alerts are inhibited. As the flight phase changes, the
inhibited aural alerts are played, if their generation conditions are still present.
AURAL
WARNING
ONE
CHANNEL
Aural Warning
power up BIT
detected one
channel failed
"Aural
Warning
One
Channel"
60 Status
Single
Alarm
-
FLIGHT
DIRECTOR
Loss of vertical
and lateral
mode of the
flight director
Flight
Director
60 Status
Single
Alarm
-
TAKEOFF
CONFIG OK
Takeoff
configuration
test ended
successfully
"Takeoff
OK"
60 Status
Single
Alarm
-
Aural Name Meaning
Tone/
Voice
Message
Priority
Critical-
ity
Type Cancellable
22-84 Phenom 100
T/O Config Switch Assembly
The T/O CONFIG switch is located on the control stand assembly on the con-
trol pedestal.The takeoff configuration monitor is a function used to verify the
aircraft is configured for takeoff. The flight crew can manually activate the
takeoff configuration monitor by pressing and holding the T/O CONFIG
switch. The takeoff configuration monitor is also activated when at least one
TLA (Thrust Lever Angle) is in TOGA (Take off / Go Around) position.
When the check is completed, the aural message TAKEOFF OKAY is pro-
vided if the aircraft is in the correct takeoff configuration. If the aircraft is in an
improper configuration for takeoff, the takeoff configuration monitor provides
aural warning messages: NO TAKEOFF BRAKE, NO TAKEOFF TRIM and
NO TAKEOFF FLAP to the flight crew and a CAS message NO TAKEOFF
CONFIG is displayed.
T/O Config Switch
22-84 Phenom 100
T/O Config Switch Assembly
The T/O CONFIG switch is located on the control stand assembly on the con-
trol pedestal.The takeoff configuration monitor is a function used to verify the
aircraft is configured for takeoff. The flight crew can manually activate the
takeoff configuration monitor by pressing and holding the T/O CONFIG
switch. The takeoff configuration monitor is also activated when at least one
TLA (Thrust Lever Angle) is in TOGA (Take off / Go Around) position.
When the check is completed, the aural message TAKEOFF OKAY is pro-
vided if the aircraft is in the correct takeoff configuration. If the aircraft is in an
improper configuration for takeoff, the takeoff configuration monitor provides
aural warning messages: NO TAKEOFF BRAKE, NO TAKEOFF TRIM and
NO TAKEOFF FLAP to the flight crew and a CAS message NO TAKEOFF
CONFIG is displayed.
T/O Config Switch
Phenom 100 22-85
Stall Warning and Protection System
General
The SWPS is composed of:
Dual SWPS (Stall Warning and Protection and Protection Computer)
SWPS Panel
Two Angle of Attack (AOA) Sensors
One Stick Pusher Actuator (SPA)
Pusher Cutout Switch
Quick Disconnect Switches
Pre-flight Test Switch

To avoid spurious actuation, the SWPS receives signals from many systems,
thus correcting its set point according to flaps, landing gear position, icing
condition, and Mach number.
Each Stall Warning and Protection Computer (SWPC) channel receives infor-
mation from its associated AOA sensor and sends it to the opposite channel
in order to compensate side slip influence on angle of attack measurements.
If a stall condition is imminent, the stall warning annunciation is preformed as
follows:
Aural warning to inform crew that airplane is approaching stall condition
Airspeed tape visual indication on both PFDs provides low speed aware-
ness to crew
If no corrective action is taken and airplane is on verge of entering stall, the
stick pusher is actuated (connected to the elevator), which pitches the nose
down. When the airplane reaches 0.5g, the stick pusher is inhibited, stopping
its actuation over the control column. A quick disconnect button is provided in
the control wheel to permit pilots to cutoff the system if necessary.
Phenom 100 22-85
General
The SWPS is composed of:
Dual SWPS (Stall Warning and Protection and Protection Computer)
SWPS Panel
Two Angle of Attack (AOA) Sensors
One Stick Pusher Actuator (SPA)
Pre-flight Test Switch

To avoid spurious actuation, the SWPS receives signals from many systems,
thus correcting its set point according to flaps, landing gear position, icing
condition, and Mach number.
Each Stall Warning and Protection Computer (SWPC) channel receives infor-
mation from its associated AOA sensor and sends it to the opposite channel
in order to compensate side slip influence on angle of attack measurements.
If a stall condition is imminent, the stall warning annunciation is preformed as
follows:
Aural warning to inform crew that airplane is approaching stall condition
Airspeed tape visual indication on both PFDs provides low speed aware-
ness to crew
If no corrective action is taken and airplane is on verge of entering stall, the
stick pusher is actuated (connected to the elevator), which pitches the nose
down. When the airplane reaches 0.5g, the stick pusher is inhibited, stopping
its actuation over the control column. A quick disconnect button is provided in
the control wheel to permit pilots to cutoff the system if necessary.
22-86 Phenom 100
22-86 Phenom 100
Phenom 100 22-87
Pusher Cutout Button
The SWPS panel provides one cutout button for both channels to disconnect
the system in case of failure. CAS messages indicate that the system has
failed or is cutout.
Stick Pusher Actuator (SPA)
SPA activation commands control wheel pitch downward with around 150 lbs,
which makes it sure that it cannot be overcome by the pilot.
Power to SWPC channel 1 is provided by aircraft DC (Direct Current) 1 elec-
trical Bus (28 V DC) through an independent and dedicated circuit breaker
located on the LPDU (Left Power Distribution Unit).
Power to SWPC channel 2 is provided by aircraft EMERG Bus (28 V DC)
through an independent and dedicated circuit breaker located on the left side
of the cockpit.
Power to the SPA is provided by aircraft DC 2 electrical Bus (28 V DC)
through an independent and dedicated circuit breaker located on the RPDU
(Right Power Distribution Unit).
Low Speed Awareness Cue
The LSA cue is provided by means of a red and yellow thermometer-type dis-
play located inside the airspeed scale.
The red band of the cue extends from the smaller airspeed displayed on the
tape to the airspeed at which the Stall Warning aural message will be acti-
vated. When the airspeed decreases below the top of the LSA red band, its
readout becomes red in inverse video.
The yellow band of the cue extends from the top of red band to a certain
speed margin. When airspeed is within the yellow band, its readout becomes
yellow.
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
Phenom 100 22-87
Pusher Cutout Button
The SWPS panel provides one cutout button for both channels to disconnect
the system in case of failure. CAS messages indicate that the system has
failed or is cutout.
Stick Pusher Actuator (SPA)
SPA activation commands control wheel pitch downward with around 150 lbs,
which makes it sure that it cannot be overcome by the pilot.
Power to SWPC channel 1 is provided by aircraft DC (Direct Current) 1 elec-
trical Bus (28 V DC) through an independent and dedicated circuit breaker
located on the LPDU (Left Power Distribution Unit).
Power to SWPC channel 2 is provided by aircraft EMERG Bus (28 V DC)
through an independent and dedicated circuit breaker located on the left side
of the cockpit.
Power to the SPA is provided by aircraft DC 2 electrical Bus (28 V DC)
through an independent and dedicated circuit breaker located on the RPDU
(Right Power Distribution Unit).
Low Speed Awareness Cue
The LSA cue is provided by means of a red and yellow thermometer-type dis-
play located inside the airspeed scale.
The red band of the cue extends from the smaller airspeed displayed on the
tape to the airspeed at which the Stall Warning aural message will be acti-
vated. When the airspeed decreases below the top of the LSA red band, its
readout becomes red in inverse video.
The yellow band of the cue extends from the top of red band to a certain
speed margin. When airspeed is within the yellow band, its readout becomes
yellow.
FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
22-88 Phenom 100
LSA is not displayed if the lowest airspeed shown on airspeed tape is higher
than the top of the LSA yellow band.
Aural Warning
A distinctive aural warning message is performed as the primary Stall Warn-
ing indication.
Stall Warning And Protection System Test Expired Monitor
The SWPC monitors whether the SWPS Test has run successfully since the
last power-up. If the test was not started, the SWPS UNTESTED message
is shown on the EICAS (Engine Indication Crew Alert System). After aircraft
transition from in air to on ground for a period higher than the monitor
threshold, the SWPS UNTESTED message is shown on the EICAS. This
threshold was set (average time) in order to show the message after the air-
craft has taxied and parked after landing.
Stick Pusher Actuator
The SPA is a rotary electromechanical actuator.
While not commanded, the actuator permits full elevator control travel by
allowing its output cable to be extended or providing its retraction. There
should be no restriction except for a small tension load imposed on its output
cable by a spring-loaded arrangement internal to the actuator. This tension
load should keep the cable properly tensioned at any point of its stroke.
The SPA is installed in the nose of the aircraft; below the control pedestal and
between the LH and RH rudder pedals.
The pilot and copilot quick-disconnect switches are momentary switches that
disable both clutch and motor command and cut out the 28 V DC control volt-
age to the pusher actuator when depressed.
In the case of an abnormal operation, the pilots should be capable of disen-
gaging the pusher command quickly and positively to prevent unwanted
downward pitching of the airplane by a quick-release (emergency) control.
When either pilot or copilot switch is pressed, the pusher disconnects but the
aural warning is still available. There is not a CAS message associated when
the quick-disconnect switch is used.
During the preflight test, an active quick-disconnect feature will inhibit pusher
operation. If the quick-disconnect feature is active during the test, the com-
puter will remain in the untested mode when the preflight test concludes.
Normal Operation
In normal operation, the SWPS may run in two different modes:
STALL, STALL Warning
Stall Warning activation as AOA is
reached.
22-88 Phenom 100
LSA is not displayed if the lowest airspeed shown on airspeed tape is higher
than the top of the LSA yellow band.
Aural Warning
A distinctive aural warning message is performed as the primary Stall Warn-
ing indication.
Stall Warning And Protection System Test Expired Monitor
The SWPC monitors whether the SWPS Test has run successfully since the
last power-up. If the test was not started, the SWPS UNTESTED message
is shown on the EICAS (Engine Indication Crew Alert System). After aircraft
transition from in air to on ground for a period higher than the monitor
threshold, the SWPS UNTESTED message is shown on the EICAS. This
threshold was set (average time) in order to show the message after the air-
craft has taxied and parked after landing.
Stick Pusher Actuator
The SPA is a rotary electromechanical actuator.
While not commanded, the actuator permits full elevator control travel by
allowing its output cable to be extended or providing its retraction. There
should be no restriction except for a small tension load imposed on its output
cable by a spring-loaded arrangement internal to the actuator. This tension
load should keep the cable properly tensioned at any point of its stroke.
The SPA is installed in the nose of the aircraft; below the control pedestal and
between the LH and RH rudder pedals.
The pilot and copilot quick-disconnect switches are momentary switches that
disable both clutch and motor command and cut out the 28 V DC control volt-
age to the pusher actuator when depressed.
In the case of an abnormal operation, the pilots should be capable of disen-
gaging the pusher command quickly and positively to prevent unwanted
downward pitching of the airplane by a quick-release (emergency) control.
When either pilot or copilot switch is pressed, the pusher disconnects but the
aural warning is still available. There is not a CAS message associated when
the quick-disconnect switch is used.
During the preflight test, an active quick-disconnect feature will inhibit pusher
operation. If the quick-disconnect feature is active during the test, the com-
puter will remain in the untested mode when the preflight test concludes.
Normal Operation
In normal operation, the SWPS may run in two different modes:
STALL, STALL Warning
Stall Warning activation as AOA is
reached.
Phenom 100 22-89
Normal Condition
The SWPS operates in normal condition if all the consolidated inputs are
valid, no AOA sensor monitor has been triggered, and the Wing / Stab De-ice
Switch off. In normal condition, the stall aural warning is activated when the
angle of attack becomes higher than the stall warning activation angle and
continues on until the angle of attack becomes lower than the deactivation
angle.
Icing Condition
The SWPS is considered in icing condition if all the consolidated inputs are
Switch on. When the SWPS is in the icing condition, the angle of attack, Low
Speed Awareness, and Green Circle airspeeds are calculated exactly in the
same way as when in Normal condition. The stall warning activation angle
receives an extra compensation due to ice detection. The advisory CAS
STALL ICE SPEED message is annunciated while the SWPS is operating in
icing condition.
System Inhibition
The stall warning does not actuate in the following conditions:
On the ground (except during test)
Below 0.5g
If the quick disconnect button is pressed
20 seconds after takeoff
If cutout button is pressed (associated with CAS message)
Above 186 KIAS
If at least one channel is inoperative (associated with CAS message)

Phenom 100 22-89
Normal Condition
The SWPS operates in normal condition if all the consolidated inputs are
Switch off. In normal condition, the stall aural warning is activated when the
angle of attack becomes higher than the stall warning activation angle and
continues on until the angle of attack becomes lower than the deactivation
angle.
Icing Condition
The SWPS is considered in icing condition if all the consolidated inputs are
Switch on. When the SWPS is in the icing condition, the angle of attack, Low
Speed Awareness, and Green Circle airspeeds are calculated exactly in the
same way as when in Normal condition. The stall warning activation angle
receives an extra compensation due to ice detection. The advisory CAS
STALL ICE SPEED message is annunciated while the SWPS is operating in
icing condition.
System Inhibition
The stall warning does not actuate in the following conditions:
On the ground (except during test)
Below 0.5g
If the quick disconnect button is pressed
20 seconds after takeoff
If cutout button is pressed (associated with CAS message)
Above 186 KIAS
If at least one channel is inoperative (associated with CAS message)

22-90 Phenom 100
System Test
A test button is provided to test the system on the ground. The system oper-
ates normally if not tested. A CAS message is displayed if the system has not
been tested, after unsuccessful tests, or between two consecutive tests if
parking brake is released. The system can not be tested in flight. This inhibi-
tion is valid while above 50 KIAS or airplane is airborne (no WOW signal).
Terrain Awareness And Warning System
General
The TAWS uses airplane position information, airplane configuration informa-
tion, and terrain database information to provide the flight crew with increased
awareness of the terrain along the projected flight path.
The TAWS uses information provided from the GPS receiver to determine a
horizontal position and altitude. GPS altitude is derived from satellite mea-
surements and is converted into an MSL (Mean Sea Level)-based altitude
(GPS-MSL altitude). Then, it is used to determine the TAWS alerts.
The TAWS utilizes terrain/airport and obstacle databases that are referenced
to MSL. Using the GPS position and GPS-MSL altitude, the TAWS portrays a
2D picture of the surrounding terrain and obstacles relative to the position
and altitude of the aircraft. Furthermore, the GPS position and GPS-MSL alti-
tude are used to calculate and predict the aircrafts flight path in relation to
the surrounding terrain and obstacles. In this manner, the TAWS system can
provide advanced alerts of predicted dangerous terrain conditions.
The database information is contained in SD (Secure Digital) cards inserted
in each PFD/MFD.
Databases are generated based on information provided by government
sources and complies with accuracy requirements.
TEST
ANNUNCIATOR
FIRE
STALL PROT
22-90 Phenom 100
System Test
A test button is provided to test the system on the ground. The system oper-
ates normally if not tested. A CAS message is displayed if the system has not
been tested, after unsuccessful tests, or between two consecutive tests if
parking brake is released. The system can not be tested in flight. This inhibi-
tion is valid while above 50 KIAS or airplane is airborne (no WOW signal).
Terrain Awareness And Warning System
General
The TAWS uses airplane position information, airplane configuration informa-
tion, and terrain database information to provide the flight crew with increased
awareness of the terrain along the projected flight path.
The TAWS uses information provided from the GPS receiver to determine a
horizontal position and altitude. GPS altitude is derived from satellite mea-
surements and is converted into an MSL (Mean Sea Level)-based altitude
(GPS-MSL altitude). Then, it is used to determine the TAWS alerts.
The TAWS utilizes terrain/airport and obstacle databases that are referenced
to MSL. Using the GPS position and GPS-MSL altitude, the TAWS portrays a
2D picture of the surrounding terrain and obstacles relative to the position
and altitude of the aircraft. Furthermore, the GPS position and GPS-MSL alti-
tude are used to calculate and predict the aircrafts flight path in relation to
the surrounding terrain and obstacles. In this manner, the TAWS system can
provide advanced alerts of predicted dangerous terrain conditions.
The database information is contained in SD (Secure Digital) cards inserted
in each PFD/MFD.
Databases are generated based on information provided by government
sources and complies with accuracy requirements.
TEST
ANNUNCIATOR
FIRE
STALL PROT
Phenom 100 22-91
The TAWS is a software hosted in each flight display unit (MFD (Multi-Func-
tion Display) and PFD (Primary Flight Display)s).
Flight Display Unit and SD Card
Normal Operation
The terrain information can be shown on the pages that follow:
On the dedicated page for the TAWS on the MFD, named TAWS page.
Overlaid over the NAVIGATION MAP page, on the MFD.
Overlaid over the inset map, on the PFD.

During MFD power-up, the terrain/obstacle database versions and coverage
area are shown along with a disclaimer to the flight crew. This information
comes from SD cards that contain databases. Flight crew has to push the
ENT key, in order to acknowledge this information.
At the same time, TAWS self-test begins. The TAWS gives the following aural
messages upon test completion:
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
A
SD CARD
LOWER
SD CARD
SLOT
S
D
S
2
4
3
2
_
3
4
4
1
0
0
P
1
1
7
R
A
MFD Power-up Page
Phenom 100 22-91
The TAWS is a software hosted in each flight display unit (MFD (Multi-Func-
tion Display) and PFD (Primary Flight Display)s).
Flight Display Unit and SD Card
Normal Operation
The terrain information can be shown on the pages that follow:
On the dedicated page for the TAWS on the MFD, named TAWS page.
Overlaid over the NAVIGATION MAP page, on the MFD.
Overlaid over the inset map, on the PFD.

During MFD power-up, the terrain/obstacle database versions and coverage
area are shown along with a disclaimer to the flight crew. This information
comes from SD cards that contain databases. Flight crew has to push the
ENT key, in order to acknowledge this information.
At the same time, TAWS self-test begins. The TAWS gives the following aural
messages upon test completion:
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
A
SD CARD
LOWER
SD CARD
SLOT
S
D
S
2
4
3
2
_
3
4
4
1
0
0
P
1
1
7
R
A
MFD Power-up Page
22-92 Phenom 100
"TAWS System Test, OK", if the system passes the test.
"TAWS System Failure", if the system fails the test.

TAWS Page
The TAWS page, on the MFD, is in the MAP group of pages. To show the
TAWS page, select the MAP group then select the TAWS page. The outer
knob of the dual FMS knob is used to select MAP group and the inner FMS
knob is used to select the TAWS page. Terrain information, aircraft ground
track, and GPS-derived MSL altitude are shown on the TAWS page.
On TAWS page, by pushing the MENU key on the bezel of the MFD, you can
access the PAGE MENU. By scrolling through the options (using inner or
outer FMS knob) and pushing ENT key, each option can be selected. To
remove PAGE MENU, push the CLR key or the dual FMS knob.
Note: There is not any specific period to perform airport and terrain data-
base update. They are always operative. Although the obstacle
database is always operative too, it is updated every 56 days and it
can be performed by ordering an SD card or DVD (Digital Versatile
Disk) with new databases.
The TAWS function shows altitudes of the terrain and obstructions
relative to the aircraft's altitude and are advisory in nature only. Ter-
rain information should be used as an aid to visual acquisition - do
not use terrain information to navigate or maneuver to avoid terrain.
Black Terrain
(Terrain
More than
1000 Below
the Aircraft
Altitude)
Terrain Legend
Map Range Rings
Yellow Terrain
(Caution
- Terrain
Between
100 and
1000 Below
the Aircraft
Altitude)
Red Terrain
(Warning - Terrain
Above or Within
100 Below the
Aircraft Altitude)
22-92 Phenom 100
"TAWS System Test, OK", if the system passes the test.
"TAWS System Failure", if the system fails the test.

TAWS Page
The TAWS page, on the MFD, is in the MAP group of pages. To show the
TAWS page, select the MAP group then select the TAWS page. The outer
knob of the dual FMS knob is used to select MAP group and the inner FMS
knob is used to select the TAWS page. Terrain information, aircraft ground
track, and GPS-derived MSL altitude are shown on the TAWS page.
On TAWS page, by pushing the MENU key on the bezel of the MFD, you can
access the PAGE MENU. By scrolling through the options (using inner or
outer FMS knob) and pushing ENT key, each option can be selected. To
remove PAGE MENU, push the CLR key or the dual FMS knob.
Note: There is not any specific period to perform airport and terrain data-
base update. They are always operative. Although the obstacle
database is always operative too, it is updated every 56 days and it
can be performed by ordering an SD card or DVD (Digital Versatile
Disk) with new databases.
The TAWS function shows altitudes of the terrain and obstructions
relative to the aircraft's altitude and are advisory in nature only. Ter-
rain information should be used as an aid to visual acquisition - do
not use terrain information to navigate or maneuver to avoid terrain.
Black Terrain
(Terrain
More than
1000 Below
the Aircraft
Altitude)
Terrain Legend
Map Range Rings
Yellow Terrain
(Caution
- Terrain
Between
100 and
1000 Below
the Aircraft
Altitude)
Red Terrain
(Warning - Terrain
Above or Within
100 Below the
Aircraft Altitude)
Phenom 100 22-93
Dedicated TAWS Page
The options available on PAGE MENU are:
Inhibit TAWS
This mode is designed to deactivate Premature Descent Alert (PDA)/For-
warrd looking Terrain Avoidance (FLTA) aural and visual alerts when they
are deemed unnecessary by the flight crew. Flying VFR (Visual Flight
Rules) into an area where unique terrain exists could cause the system to
annunciate a nuisance alert. If this option is enabled, menu option
becomes Enable TAWS.
Test TAWS
Provides a manual test capability which verifies a properly functioning sys-
tem. This test is inhibited during flight but is available on ground.
Show Aviation Data

Enables the depiction of aviation data such as airports, VOR (VHF Omnidirec-
tional Range), NDB (Non-Directional Beacon) and other navaids. If this option
is enabled, menu option becomes Hide Aviation Data.
View Arc
By selecting this option, TAWS view reverts to a 120-degree view, showing
terrain ahead of and 60 degrees to either side of the aircraft flight path. If
this option is enabled, menu option becomes View 360.
The map view can also be selected by pushing the VIEW softkey, on TAWS
page, and then pushing the softkey related to desired view. To change the
display range, on the TAWS page, press up or down on the joystick to select
the desired range.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
Test Taws
230 KT 236 236 03:11
WPT AUX NRST
OPTIONS
PAGE MENU
Inhibit TAWS
View Arc
Show Aviation Data
MAP - TAWS GS DTK TRK ETE
1
MAP
TERRAIN
-100 FT
-1000
o o
Press the FMS CRSR knob to
return to base page
FT
N
SOFTKEYS (REF.)
TAWS PAGE
PAGE MENU
MENU KEY
CLR KEY
ENT KEY
DUAL FMS
KNOB
JOYSTICK
Phenom 100 22-93
Dedicated TAWS Page
The options available on PAGE MENU are:
Inhibit TAWS
This mode is designed to deactivate Premature Descent Alert (PDA)/For-
warrd looking Terrain Avoidance (FLTA) aural and visual alerts when they
are deemed unnecessary by the flight crew. Flying VFR (Visual Flight
Rules) into an area where unique terrain exists could cause the system to
annunciate a nuisance alert. If this option is enabled, menu option
becomes Enable TAWS.
Test TAWS
Provides a manual test capability which verifies a properly functioning sys-
tem. This test is inhibited during flight but is available on ground.
Show Aviation Data

Enables the depiction of aviation data such as airports, VOR (VHF Omnidirec-
tional Range), NDB (Non-Directional Beacon) and other navaids. If this option
is enabled, menu option becomes Hide Aviation Data.
View Arc
By selecting this option, TAWS view reverts to a 120-degree view, showing
terrain ahead of and 60 degrees to either side of the aircraft flight path. If
this option is enabled, menu option becomes View 360.
The map view can also be selected by pushing the VIEW softkey, on TAWS
page, and then pushing the softkey related to desired view. To change the
display range, on the TAWS page, press up or down on the joystick to select
the desired range.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
Test Taws
230 KT 236 236 03:11
WPT AUX NRST
OPTIONS
PAGE MENU
Inhibit TAWS
View Arc
Show Aviation Data
MAP - TAWS GS DTK TRK ETE
1
MAP
TERRAIN
-100 FT
-1000
o o
Press the FMS CRSR knob to
return to base page
FT
N
SOFTKEYS (REF.)
TAWS PAGE
PAGE MENU
MENU KEY
CLR KEY
ENT KEY
DUAL FMS
KNOB
JOYSTICK
22-94 Phenom 100
Navigation Map Page
In order to overlay TAWS information on NAVIGATION MAP page, it is neces-
sary to push the MAP softkey and then push the TERRAIN softkey, on the
MFD.
To change the display range, on the NAVIGATION MAP page, press up or
down on the joystick to select the desired range.
Popup terrain alerts can also appear on the MFD during an alert on any page
except in the dedicated TAWS page. The following actions can be performed:
Push ENT key, to acknowledge the popup alert and quickly access the
dedicated TAWS Page.
Push CLR key, to acknowledge the popup alert and remain on the current
page.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
P32
WILLIAMS
DUKIW
CHOYA PEVYU
TERRAIN ALERT
CAUTION - TERRAIN
Press "ENT" - TERRAIN PAGE
Press "CLR" - PREVIOUS PAGE
G1
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
MAP DCLTR-1
108.00 NAV1
NAV2
GS
108.00
117.95
117.95
0 KT T DTK ___ TRK 357 ETE __:__ 136.975
136.975
118.000
118.000
COM1
COM2 MAP - NAVIGATION MAP
NORTH UP
TFR
NO DATA
SYSTEM
SOFTKEYS (REF.)
JOYSTICK
ENT KEY
CLR KEY
NAVIGATION
MAP PAGE
POPUP
ALERT
SDS2432_344100P125R
22-94 Phenom 100
Navigation Map Page
In order to overlay TAWS information on NAVIGATION MAP page, it is neces-
sary to push the MAP softkey and then push the TERRAIN softkey, on the
MFD.
To change the display range, on the NAVIGATION MAP page, press up or
down on the joystick to select the desired range.
Popup terrain alerts can also appear on the MFD during an alert on any page
except in the dedicated TAWS page. The following actions can be performed:
Push ENT key, to acknowledge the popup alert and quickly access the
dedicated TAWS Page.
Push CLR key, to acknowledge the popup alert and remain on the current
page.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
P32
WILLIAMS
DUKIW
CHOYA PEVYU
TERRAIN ALERT
CAUTION - TERRAIN
Press "ENT" - TERRAIN PAGE
Press "CLR" - PREVIOUS PAGE
G1
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
MAP DCLTR-1
108.00 NAV1
NAV2
GS
108.00
117.95
117.95
0 KT T DTK ___ TRK 357 ETE __:__ 136.975
136.975
118.000
118.000
COM1
COM2 MAP - NAVIGATION MAP
NORTH UP
TFR
NO DATA
SYSTEM
SOFTKEYS (REF.)
JOYSTICK
ENT KEY
CLR KEY
NAVIGATION
MAP PAGE
POPUP
ALERT
SDS2432_344100P125R
Phenom 100 22-95
Inset Map
Similarly to TAWS overlaid on MFD, in order to show the TAWS information
on the inset map, it is necessary to push the INSET softkey and then the
TERRAIN softkey, on the PFD.
To change the display range, on the inset map, press up or down on the joy-
stick to select the desired range
Insert Map TAWS Annunciations.
Phenom 100 22-95
Inset Map
Similarly to TAWS overlaid on MFD, in order to show the TAWS information
on the inset map, it is necessary to push the INSET softkey and then the
TERRAIN softkey, on the PFD.
To change the display range, on the inset map, press up or down on the joy-
stick to select the desired range
Insert Map TAWS Annunciations.
22-96 Phenom 100
TAWS Indications
TAWS uses black, yellow, and red colors to depict terrain information relative
to aircraft altitude. Each color is associated with an alert severity level and a
suggested course of action. Color assignments are used by terrain graphics,
obstacle symbols, and visual annunciation.
Terrain Avoidance Colors And Symbols
Color
Terrain/Obstacle
Location
Alert Level
Suggested Pilot
Response
Red
Terrain/Obstacle at or
within 100 ft below current
aircraft altitude.
Warning
Initiate climb and/or turn
away from terrain/obstacle.
Yellow
Terrain/Obstacle between
100 ft and 1000 ft below
current aircraft altitude.
Caution
Be aware of surroundings.
Be prepared to take action.
Black
Terrain/Obstacle is more
than 1000 ft below current
aircraft altitude.
No Danger No action required.
Potential Impact Point
Unlighted Obstacle
Projected Flight Path
1000 ft
100 ft Threshold
Terrain Above Aircraft Altitude
Terrain Color Terrain Location
Red (WARNING) Terrain above, or within 100 ft below the aircraft altitude
Yellow (CAUTION) Terrain between 100 ft and 1000 ft below the aircraft altitude
Black
Terrain more than 1000 ft below the aircraft altitude
TAWS Color Chart
TAWS Potential Impact Points
Unlighted Obstacle Lighted Obstacle
Obstacle
Color
Obstacle Location
Height <1000 ft AG >1000 ft AGL <1000 ft AGL >1000 ft AGL
O
b
s
t
a
c
l
e

S
y
m
b
o
l
Red
(WARNING)
Obstacle within 100 ft of
or above aircraft altitude
Yellow
(CAUTION)
aircraft altitude
Gray
Obstacle more than 1000
ft below aircraft altitude
Obstacle Symbols and Colors
22-96 Phenom 100
TAWS Indications
TAWS uses black, yellow, and red colors to depict terrain information relative
to aircraft altitude. Each color is associated with an alert severity level and a
suggested course of action. Color assignments are used by terrain graphics,
obstacle symbols, and visual annunciation.
Terrain Avoidance Colors And Symbols
Color
Terrain/Obstacle
Location
Alert Level
Suggested Pilot
Response
Red
Terrain/Obstacle at or
within 100 ft below current
aircraft altitude.
Warning
Initiate climb and/or turn
away from terrain/obstacle.
Yellow
Terrain/Obstacle between
100 ft and 1000 ft below
current aircraft altitude.
Caution
Be aware of surroundings.
Be prepared to take action.
Black
Terrain/Obstacle is more
than 1000 ft below current
aircraft altitude.
No Danger No action required.
Potential Impact Point
Unlighted Obstacle
Projected Flight Path
1000 ft
100 ft Threshold
Terrain Above Aircraft Altitude
Terrain Color Terrain Location
Red (WARNING) Terrain above, or within 100 ft below the aircraft altitude
Yellow (CAUTION) Terrain between 100 ft and 1000 ft below the aircraft altitude
Black
Terrain more than 1000 ft below the aircraft altitude
TAWS Color Chart
TAWS Potential Impact Points
Unlighted Obstacle Lighted Obstacle
Obstacle
Color
Obstacle Location
Height <1000 ft AG >1000 ft AGL <1000 ft AGL >1000 ft AGL
O
b
s
t
a
c
l
e

S
y
m
b
o
l
Red
(WARNING)
or above aircraft altitude
Yellow
(CAUTION)
aircraft altitude
Gray
Obstacle more than 1000
ft below aircraft altitude
Obstacle Symbols and Colors
Phenom 100 22-97
Alerts on the PFD
Alerts on the MFD
TAWS Alert Annunciations
Alert Annunciation
Pop-up
Alert
Navigation Map Page
(After TAWS Pop-up Alert Acknowledgment)
Alert Annunciation
Terrain Legend
Terrain Display Enabled
Phenom 100 22-97
Alerts on the PFD
Alerts on the MFD
Alert Annunciation
Pop-up
Alert
Navigation Map Page
(After TAWS Pop-up Alert Acknowledgment)
Alert Annunciation
Terrain Legend
Terrain Display Enabled
22-98 Phenom 100
TAWS Alerts
Annunciations appear on the PFD and MFD. Pop-up alerts appear only on
the MFD.
Alert Type
PFD/MFD
e g a P S W A T
Annunciation
MFD Map Page
Pop-Up Alert
Aural Message
Excessive Descent Rate Warning (EDR) Pull Up
Reduced Required Terrain Clearance
Warning (RTC)
*
or
Terrain, Terrain; Pull Up, Pull Up *
or
Terrain Ahead, Pull Up; Terrain Ahead, Pull Up
Imminent Terrain Impact Warning (ITI)
or
*
or
Reduced Required Obstacle Clearance
Warning ( ROC)
*
or
Obstacle, Obstacle; Pull Up, Pull Up *
or
Obstacle Ahead, Pull Up; Obstacle Ahead, Pull Up
Imminent Obstacle Impact Warning
( IOI)
or
*
or
Caution (RTC)
*
or
Caution, Terrain; Caution, Terrain *
or
Terrain Ahead; Terrain Ahead
Imminent Terrain Impact Caution (ITI)
or
*
or
Caution ( ROC)
*
or
Caution, Obstacle; Caution, Obstacle *
or
Obstacle Ahead; Obstacle Ahead
Imminent Obstacle Impact Caution
( IOI)
or
*
or
Premature Descent Alert Caution (PDA) Too Low, Terrain
Altitude Callout 500 NoneNone Five-Hundred
22-98 Phenom 100
TAWS Alerts
Annunciations appear on the PFD and MFD. Pop-up alerts appear only on
the MFD.
Alert Type
PFD/MFD
e g a P S W A T
Annunciation
MFD Map Page
Pop-Up Alert
Aural Message
Excessive Descent Rate Warning (EDR) Pull Up
Warning (RTC)
*
or
or
Imminent Terrain Impact Warning (ITI)
or
*
or
Warning ( ROC)
*
or
or
Imminent Obstacle Impact Warning
( IOI)
or
*
or
Caution (RTC)
*
or
or
Imminent Terrain Impact Caution (ITI)
or
*
or
Caution ( ROC)
*
or
or
Imminent Obstacle Impact Caution
( IOI)
or
*
or
Premature Descent Alert Caution (PDA) Too Low, Terrain
Altitude Callout 500 NoneNone Five-Hundred
Phenom 100 22-99
TAWS Modes
The TAWS provides alerts associated with the following flight conditions:
Forward Looking Terrain Avoidance (FLTA)
The FLTA is composed by two functions:
Reduced required terrain clearance (RTC) avoidance that provides alerts
when the airplane flight path is above terrain, and is projected to come within
minimum clearance values according the Minimum Terrain and Obstacle
Clearance Table.
Imminent terrain impact (ITI) avoidance that provides alerts when the airplane
is below the elevation of a terrain cell in the airplanes projected path. The
alert is given when the projected vertical flight path is calculated to come
within minimum clearance altitudes according the Minimum Terrain and
Obstacle Clearance Table.
Minimum Terrain and Obstacle Clearance
Phase Of Flight Level Of Flight Descending
Enroute 700 ft 500 ft
Terminal 350 ft 300 ft
Approach 150 ft 100 ft
Departure 100 ft 100 ft
"TERRAIN TERRAIN"
"PULL UP"
CAUTION TERRAIN, CAUTION TERRAIN; OR
CAUTION OBSTACLE, CAUTION OBSTACLE
PULL UP; OR
TERRAIN, TERRAIN, PULL UP, PULL UP; OR
OBSTACLE, OBSTACLE, PULL UP, PULL UP
E
M
5
0
0
E
N
A
O
M
1
4
0
0
7
7
B
.
D
G
N
Phenom 100 22-99
TAWS Modes
The TAWS provides alerts associated with the following flight conditions:
Forward Looking Terrain Avoidance (FLTA)
The FLTA is composed by two functions:
Reduced required terrain clearance (RTC) avoidance that provides alerts
when the airplane flight path is above terrain, and is projected to come within
minimum clearance values according the Minimum Terrain and Obstacle
Clearance Table.
Imminent terrain impact (ITI) avoidance that provides alerts when the airplane
is below the elevation of a terrain cell in the airplanes projected path. The
alert is given when the projected vertical flight path is calculated to come
within minimum clearance altitudes according the Minimum Terrain and
Obstacle Clearance Table.
Minimum Terrain and Obstacle Clearance
Phase Of Flight Level Of Flight Descending
Enroute 700 ft 500 ft
Terminal 350 ft 300 ft
Approach 150 ft 100 ft
Departure 100 ft 100 ft
"TERRAIN TERRAIN"
"PULL UP"
CAUTION TERRAIN, CAUTION TERRAIN; OR
CAUTION OBSTACLE, CAUTION OBSTACLE
PULL UP; OR
TERRAIN, TERRAIN, PULL UP, PULL UP; OR
OBSTACLE, OBSTACLE, PULL UP, PULL UP
E
M
5
0
0
E
N
A
O
M
1
4
0
0
7
7
B
.
D
G
N
22-100 Phenom 100
Premature Descent Alert (PDA)
A premature descent alert is issued when the system detects that the air-
plane is significantly below the normal approach path to a runway. The PDA
alert mode functions only during descent to land. PDA alerting begins when
the airplane is within 15 NM of the destination airport and ends when the air-
craft is either 0.5 NM from the runway threshold or is at an altitude of 125 feet
AGL while within 1 NM of the threshold.
Excessive Descent Rate Alert (EDR)
The excessive descent rate alert provides suitable alerts when the airplane is
determined to be closing (descending) upon terrain at an excessive speed.
EDR alerts have two severity levels, caution (SINK RATE) and warning
(PULL-UP).
Negative Climb Rate After Takeoff Alert (NCR)
The negative climb rate after takeoff alert provides suitable alerts to the pilot
when the system determines that the airplane is losing altitude (closing upon
terrain) after takeoff. NCR alerting is only active when departing from an air-
port and when the following conditions are met:
The height above the terrain is less than 700 feet

"TOO LOW
TERRAIN"
RUNWAY
0.5 NM
E
M
5
0
0
E
N
A
O
M
1
4
0
0
7
8
A
.
D
G
N
"TERRAIN"
"SINKRATE, SINKRATE"
"PULL UP"
"PULL UP"
"TERRAIN"
22-100 Phenom 100
Premature Descent Alert (PDA)
A premature descent alert is issued when the system detects that the air-
plane is significantly below the normal approach path to a runway. The PDA
alert mode functions only during descent to land. PDA alerting begins when
the airplane is within 15 NM of the destination airport and ends when the air-
craft is either 0.5 NM from the runway threshold or is at an altitude of 125 feet
AGL while within 1 NM of the threshold.
Excessive Descent Rate Alert (EDR)
The excessive descent rate alert provides suitable alerts when the airplane is
determined to be closing (descending) upon terrain at an excessive speed.
EDR alerts have two severity levels, caution (SINK RATE) and warning
(PULL-UP).
Negative Climb Rate After Takeoff Alert (NCR)
The negative climb rate after takeoff alert provides suitable alerts to the pilot
when the system determines that the airplane is losing altitude (closing upon
terrain) after takeoff. NCR alerting is only active when departing from an air-
port and when the following conditions are met:
The height above the terrain is less than 700 feet

"TOO LOW
TERRAIN"
RUNWAY
0.5 NM
E
M
5
0
0
E
N
A
O
M
1
4
0
0
7
8
A
.
D
G
N
"TERRAIN"
"SINKRATE, SINKRATE"
"PULL UP"
"PULL UP"
"TERRAIN"
Phenom 100 22-101
The distance from the departure airport is 2 NM or less
The heading change from the heading at the time of departure is less than
110 degree.
Five Hundred Aural Alert
The FIVE-HUNDRED aural message provides an advisory alert to the crew
that the airplane is five-hundred feet above terrain.
Abnormal Operation
TAWS system continually monitors several system critical items, such as
database validity and GPS status. Should the system detect a failure, TAWS
FAIL is displayed on PFD and MFD. The system continuously monitors these
items, and cross-checks to ensure that all flight display units have the same
TAWS status, for instance, if any flight display unit detects that TAWS has
failed, the entire TAWS system is considered failed. However, if one flight dis-
play unit fails, TAWS continues active in the remaining flight display units.
"DONT SINK"
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
E
2
4
6
3
1
2
2
1
3
O
W
3 3 N
15 S
20 20
10 10
10 10
110
120
140
150
160
13
2
75
60
80
7300
7400
7500
7700
7800
2
1
1
2
300
PULL UP 0
TAS 69 KT
167
2992 IN
3NH
NORTH LP
GPS ENR
INSET MAP
JOYSTICK
SOFTKEYS (REF.)
SDS2432_344100P127R
Phenom 100 22-101
The distance from the departure airport is 2 NM or less
The heading change from the heading at the time of departure is less than
110 degree.
Five Hundred Aural Alert
The FIVE-HUNDRED aural message provides an advisory alert to the crew
that the airplane is five-hundred feet above terrain.
Abnormal Operation
TAWS system continually monitors several system critical items, such as
database validity and GPS status. Should the system detect a failure, TAWS
FAIL is displayed on PFD and MFD. The system continuously monitors these
items, and cross-checks to ensure that all flight display units have the same
TAWS status, for instance, if any flight display unit detects that TAWS has
failed, the entire TAWS system is considered failed. However, if one flight dis-
play unit fails, TAWS continues active in the remaining flight display units.
"DONT SINK"
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
E
2
4
6
3
1
2
2
1
3
O
W
3 3 N
15 S
20 20
10 10
10 10
110
120
140
150
160
13
2
75
60
80
7300
7400
7500
7700
7800
2
1
1
2
300
PULL UP 0
TAS 69 KT
167
2992 IN
3NH
NORTH LP
GPS ENR
INSET MAP
JOYSTICK
SOFTKEYS (REF.)
SDS2432_344100P127R
22-102 Phenom 100
TAWS System Status Annunciations
The transponder components enable the reception of the FAAs Traffic Infor-
mation Services (TIS) through Mode S datalink, including location, direction,
altitude, and climb/descent information of nearby airplanes.
TIS is a ground-based service providing relative location of all mode A and
Mode C transponder equipped aircraft on a graphic display of traffic advisory
information in the cockpit. TIS is available only within the service area only
107 of ATCs Approach Central radars. The FAA plans to phase out TIS by
the year 2012.
TIS displays up to eight 8 traffic targets within 7.5 nautical miles from 3000
feet below to 3500 feet above the airplane. TIS data is updated approximately
once every five (5) seconds.
Alert Type
PFD/MFD
e g a P S W A T
Annunciation
MFD
Pop-Up Alert
Aural Message
TAWS System Test Fail None TAWS System Failure
TAWS Alerting is disabled None None
No GPS position or excessively
degraded GPS signal
None TAWS Not Available
TAWS Available will be heard when suffcient
GPS signal is re-established.
System Test in progress None None
System Test pass None None TAWS System Test OK
7.5 nmi
3.500 ft
3.000 ft
22-102 Phenom 100
TAWS System Status Annunciations
The transponder components enable the reception of the FAAs Traffic Infor-
mation Services (TIS) through Mode S datalink, including location, direction,
altitude, and climb/descent information of nearby airplanes.
TIS is a ground-based service providing relative location of all mode A and
Mode C transponder equipped aircraft on a graphic display of traffic advisory
information in the cockpit. TIS is available only within the service area only
107 of ATCs Approach Central radars. The FAA plans to phase out TIS by
the year 2012.
TIS displays up to eight 8 traffic targets within 7.5 nautical miles from 3000
feet below to 3500 feet above the airplane. TIS data is updated approximately
once every five (5) seconds.
Alert Type
PFD/MFD
e g a P S W A T
Annunciation
MFD
Pop-Up Alert
Aural Message
TAWS System Test Fail None TAWS System Failure
TAWS Alerting is disabled None None
No GPS position or excessively
degraded GPS signal
None TAWS Not Available
TAWS Available will be heard when suffcient
GPS signal is re-established.
System Test in progress None None
System Test pass None None TAWS System Test OK
7.5 nmi
3.500 ft
3.000 ft
Phenom 100 22-103
The Traffic Information Service (TIS) information can be displayed on MFD on
the navigation map display (traffic overlay) or on the dedicated traffic map
page. It may also be selected for display on the inset map on PFD.
Selection of the dedicated traffic map page is performed through the FMS
knob. The large (outer) FMS knob is used to select the MAP page within the
MAP group.
TIS Annunciations
The Traffic Map Page is the second page in the Map Group and displays the
following information:
Current aircraft location, surrounding Traffic Information System (TIS) traf-

fic, and range marking rings.
The current traffic mode (OPERATE, STANDBY).
A traffic alert message (FAILED, DATA FAILED, NO DATA,
UNAVAILABLE)
Traffic display banner (AGE 00:, TRFC COAST, TA OFF Range, TRFC
RMVD, TRFC FAIL, NO TRFC DATA, TRFC UNAVAIL, TRAFFIC)
Traffic Map Page
Non-Threat
Traffc
Proximity
Advisory
1700 Above,
Descending
Non-Bearing
Traffc
(System Unable to
Determine Bearing)
Distance is 8.0 nm,
, e v o b A 0 0 1 1
Descending
Non-Threat
Traffc
Traffc Advisory
400 Below,
Climbing
Traffc Status
Banner
Traffc Mode Annunciation
TIS Not Available
Voice Alert Status
Range Marking
Rings
Select to
Mute TIS Not
Available Voice
Alert
Phenom 100 22-103
The Traffic Information Service (TIS) information can be displayed on MFD on
the navigation map display (traffic overlay) or on the dedicated traffic map
page. It may also be selected for display on the inset map on PFD.
Selection of the dedicated traffic map page is performed through the FMS
knob. The large (outer) FMS knob is used to select the MAP page within the
MAP group.
TIS Annunciations
The Traffic Map Page is the second page in the Map Group and displays the
following information:
Current aircraft location, surrounding Traffic Information System (TIS) traf-

fic, and range marking rings.
The current traffic mode (OPERATE, STANDBY).
A traffic alert message (FAILED, DATA FAILED, NO DATA,
UNAVAILABLE)
Traffic display banner (AGE 00:, TRFC COAST, TA OFF Range, TRFC
RMVD, TRFC FAIL, NO TRFC DATA, TRFC UNAVAIL, TRAFFIC)
Traffic Map Page
Non-Threat
Traffc
Proximity
Advisory
1700 Above,
Descending
Non-Bearing
Traffc
(System Unable to
Determine Bearing)
Distance is 8.0 nm,
, e v o b A 0 0 1 1
Descending
Non-Threat
Traffc
Traffc Advisory
400 Below,
Climbing
Traffc Status
Banner
TIS Not Available
Voice Alert Status
Range Marking
Rings
Select to
Mute TIS Not
Available Voice
Alert
22-104 Phenom 100
TIS Identification
TIS traffic is displayed on the Traffic Map Page according to the following:
A Proximity Advisory (PA) symbol is displayed as a solid white diamond

and defined as traffic within the 5.0 NM range, within 1200 ft of altitude
separation.
When traffic meets the advisory criteria for the Traffic Advisory (TA) a sym-
bol is displayed as a solid yellow circle (or half circle on the outer range
ring if the traffic is outside the range of the dedicated traffic page). TIS also
provides vector lines showing the direction that the aircraft symbol is mov-
ing (traffic ground track).
All other traffic is displayed as a black diamond with a white outline.
Altitude deviation from the other airplane altitude is displayed above the
target symbol if it is higher or below the target if it is lower.
Altitude trend is displayed as an up arrow (+500 ft/min), down arrow (-500

ft/min), or no symbol if less than 500 ft/min rate in either direction
H
A
Z
A
R
D
A
V
O
I
D
A
N
C
E
TIS Traffc on the Navigation Map Page
Traffc Advisory
Traffc Status
Banner
Traffc Display
Enabled
TIS Symbol Description
Non-Threat Traffc
Proximity Advisory (PA)
Traffc Advisory (TA)
Traffc Advisory Of Scale
TIS Traffc Symbols

22-104 Phenom 100
TIS Identification
TIS traffic is displayed on the Traffic Map Page according to the following:
A Proximity Advisory (PA) symbol is displayed as a solid white diamond

and defined as traffic within the 5.0 NM range, within 1200 ft of altitude
separation.
When traffic meets the advisory criteria for the Traffic Advisory (TA) a sym-
bol is displayed as a solid yellow circle (or half circle on the outer range
ring if the traffic is outside the range of the dedicated traffic page). TIS also
provides vector lines showing the direction that the aircraft symbol is mov-
ing (traffic ground track).
All other traffic is displayed as a black diamond with a white outline.
Altitude deviation from the other airplane altitude is displayed above the
target symbol if it is higher or below the target if it is lower.
Altitude trend is displayed as an up arrow (+500 ft/min), down arrow (-500

ft/min), or no symbol if less than 500 ft/min rate in either direction
H
A
Z
A
R
D
A
V
O
I
D
A
N
C
E
TIS Traffc on the Navigation Map Page
Traffc Advisory
Traffc Status
Banner
Traffc Display
Enabled
TIS Symbol Description
Non-Threat Traffc
Proximity Advisory (PA)
Traffc Advisory (TA)
Traffc Advisory Of Scale
TIS Traffc Symbols

Phenom 100 22-105
Operating Mode
Once the airplane is in flight the system switches from standby mode to oper-
ating mode. Once the airplane is on the ground the system switches from
operating mode to standby mode. These modes are indicated as follows:
OPERATE annunciation located in the upper left corner of the traffic map
page indicates that TIS system is in operational mode and available to dis-
play traffic on the Traffic or Map Page.
STANDBY annunciation in the status box located in the upper left corner of
the traffic map page indicates that TIS system is in standby mode and can-
not display traffic data
The crew can switch between the standby (STBY) and operate (ON) modes
of operation to manually override automatic operation using the page menu
or bezel buttons.
Aural Annunciation
A TIS aural annunciation is generated whenever the number of TAs on the
traffic map page display increases from one scan to the next. For example,
when the first TA is displayed, the pilot is alerted through the TRAFFIC aural
alert. So long as a single TA airplane remains on the TIS display, no further
audio alert is generated. If a second (or more) TA aircraft appear on the dis-
play, a new audio alert is sounded. If the number of TAs on the TIS display
decreases and then increases, a new audio alert is sounded. The TIS audio
alert is also generated whenever TIS service becomes unavailable.
The following TIS aural annunciation are available:
TRAFFIC: TIS traffic alert is received.
TRAFFIC NOT AVAILABLE: TIS service is not available or out of range.

Traffic Banner
The traffic banner/traffic alert messages are displayed in the lower-left hand
portion of the traffic map page, navigation map page or the Inset Map. Infor-
mation about TIS data refreshment and communication between the XPDR
and displays are indicated.
The following information may be presented:
AGE: If traffic data is not refreshed within 6 seconds, an age indicator (i.e.,
AGE 00:06) is displayed in the lower left corner of the display (when dis-
playing traffic). After another 6 seconds, if data is still not received, the
traffic is removed from the display. The quality of displayed traffic is
reduced as the AGE increases.
TRFC COAST: This banner (traffic coasting) located above the AGE timer
indicates that displayed traffic is held even though the data is stale. The
quality of displayed traffic is reduced when the banner is displayed.
Phenom 100 22-105
Operating Mode
Once the airplane is in flight the system switches from standby mode to oper-
ating mode. Once the airplane is on the ground the system switches from
operating mode to standby mode. These modes are indicated as follows:
OPERATE annunciation located in the upper left corner of the traffic map
page indicates that TIS system is in operational mode and available to dis-
play traffic on the Traffic or Map Page.
STANDBY annunciation in the status box located in the upper left corner of
the traffic map page indicates that TIS system is in standby mode and can-
not display traffic data
The crew can switch between the standby (STBY) and operate (ON) modes
of operation to manually override automatic operation using the page menu
or bezel buttons.
Aural Annunciation
A TIS aural annunciation is generated whenever the number of TAs on the
traffic map page display increases from one scan to the next. For example,
when the first TA is displayed, the pilot is alerted through the TRAFFIC aural
alert. So long as a single TA airplane remains on the TIS display, no further
audio alert is generated. If a second (or more) TA aircraft appear on the dis-
play, a new audio alert is sounded. If the number of TAs on the TIS display
decreases and then increases, a new audio alert is sounded. The TIS audio
alert is also generated whenever TIS service becomes unavailable.
The following TIS aural annunciation are available:
TRAFFIC: TIS traffic alert is received.
TRAFFIC NOT AVAILABLE: TIS service is not available or out of range.

Traffic Banner
The traffic banner/traffic alert messages are displayed in the lower-left hand
portion of the traffic map page, navigation map page or the Inset Map. Infor-
mation about TIS data refreshment and communication between the XPDR
and displays are indicated.
The following information may be presented:
AGE: If traffic data is not refreshed within 6 seconds, an age indicator (i.e.,
AGE 00:06) is displayed in the lower left corner of the display (when dis-
playing traffic). After another 6 seconds, if data is still not received, the
traffic is removed from the display. The quality of displayed traffic is
reduced as the AGE increases.
TRFC COAST: This banner (traffic coasting) located above the AGE timer
indicates that displayed traffic is held even though the data is stale. The
quality of displayed traffic is reduced when the banner is displayed.
22-106 Phenom 100
TRFC RMVD: This banner indicates that traffic has been removed from the
display due to the age of the data being too old to coast (for the time
period of 12-60 seconds from the last receipt of a TIS message). Traffic
may be present but not shown.
TA OFF: This TA banner displayed in the lower left corner of the display
indicates that a traffic advisory is outside the selected display range. It is
removed when the traffic advisory is within the selected display range.
TRAFFIC: When a traffic advisory is received, a flashing TRAFFIC alert is

displayed in the upper left-hand portion of the PFD display. The PFD inset
map also automatically displays traffic data.
Traffic Annunciation (PFD)
WARNING
THE TRAFFIC INFORMATION SERVICE (TIS) IS INTENDED FOR ADVISORY
USE ONLY. TIS IS INTENDED TO HELP THE PILOT LOCATE TRAFFIC VISU-
ALLY. IT IS THE RESPONSIBILITY OF THE PILOT TO SEE AND MANEUVER
TO AVOID TRAFFIC.
Note: TIS is available only when the aircraft is within the service volume of a
TIS-capable terminal radar site. Aircraft without an operating transponder are
invisible to both Traffic Advisory Systems (TAS) and TIS. Aircraft without altitude
reporting capability are shown without altitude separation data or climb descent
indication.
Inset Map
Displays When
TA is Detected
22-106 Phenom 100
TRFC RMVD: This banner indicates that traffic has been removed from the
display due to the age of the data being too old to coast (for the time
period of 12-60 seconds from the last receipt of a TIS message). Traffic
may be present but not shown.
TA OFF: This TA banner displayed in the lower left corner of the display
indicates that a traffic advisory is outside the selected display range. It is
removed when the traffic advisory is within the selected display range.
TRAFFIC: When a traffic advisory is received, a flashing TRAFFIC alert is

displayed in the upper left-hand portion of the PFD display. The PFD inset
map also automatically displays traffic data.
Traffic Annunciation (PFD)
WARNING
THE TRAFFIC INFORMATION SERVICE (TIS) IS INTENDED FOR ADVISORY
USE ONLY. TIS IS INTENDED TO HELP THE PILOT LOCATE TRAFFIC VISU-
ALLY. IT IS THE RESPONSIBILITY OF THE PILOT TO SEE AND MANEUVER
TO AVOID TRAFFIC.
Note: TIS is available only when the aircraft is within the service volume of a
TIS-capable terminal radar site. Aircraft without an operating transponder are
invisible to both Traffic Advisory Systems (TAS) and TIS. Aircraft without altitude
reporting capability are shown without altitude separation data or climb descent
indication.
Inset Map
Displays When
TA is Detected
Phenom 100 22-107
Status Page
The Garmin Prodigy performs an automatic test of TIS during power-up. If
TIS passes the test, TIS enters Standby Mode (on the ground) or Operating
Mode (in the air). If TIS fails the power up test, an annunciation is shown in
the center of the Traffic Map Page.
The traffic mode is annunciated in the upper left corner of the Traffic Map
Page. When the aircraft is on the ground, TIS automatically enters Standby
Mode. If traffic is selected for display on another map while Standby Mode is
selected, the traffic display enabled icon is crossed out (also the case when-
ever TIS has failed).
Once the aircraft is airborne, TIS switches to Operating Mode and traffic infor-
mation is displayed. The mode can be changed manually using softkeys or
the page menu.
Traffc Map Page
Annunciation
Description
NO DATA Data is not being received from the transponder*
DATA FAILED
Data is being received from the transponder, but
a failure is detected in the data stream*
FAILED The transponder has failed*
UNAVAILABLE TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action
TIS Failure Annunciations
TIS Power-up Test Failure
Data Not
Received
from
Transponder
System Test has
Failed
Phenom 100 22-107
Status Page
The Garmin Prodigy performs an automatic test of TIS during power-up. If
TIS passes the test, TIS enters Standby Mode (on the ground) or Operating
Mode (in the air). If TIS fails the power up test, an annunciation is shown in
the center of the Traffic Map Page.
The traffic mode is annunciated in the upper left corner of the Traffic Map
Page. When the aircraft is on the ground, TIS automatically enters Standby
Mode. If traffic is selected for display on another map while Standby Mode is
selected, the traffic display enabled icon is crossed out (also the case when-
ever TIS has failed).
Once the aircraft is airborne, TIS switches to Operating Mode and traffic infor-
mation is displayed. The mode can be changed manually using softkeys or
the page menu.
Traffc Map Page
Annunciation
Description
NO DATA Data is not being received from the transponder*
DATA FAILED
Data is being received from the transponder, but
a failure is detected in the data stream*
FAILED The transponder has failed*
UNAVAILABLE TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action
TIS Failure Annunciations
TIS Power-up Test Failure
Data Not
Received
from
Transponder
System Test has
Failed
22-108 Phenom 100
TIS Modes
The annunciations to indicate the status of traffic information appear in a ban-
ner at the lower left corner of maps on which traffic can be displayed
Mode
(Traffc Map Page)
Traffc Display Enabled Icon
(Other Maps)
TIS Operating OPERATING
TIS Standby
STANDBY
(also shown in white in center of page)
TIS Failed* FAIL
* See Trafc Status Annunciations
Traffc Status Banner
Annunciation
Description
TA OFF SCALE
A Traffc Advisory is outside the selected display range*
Annunciation is removed when traffc comes within the selected display range
TA X.X XX
System cannot determine bearing of Traffc Advisory**
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend arrow (climbing/descending)
AGE MM:SS
Appears if traffc data is not refreshed within 6 seconds
If after another 6 seconds data is not received, traffc is removed from the display
The quality of displayed traffc information is reduced as the age increases
TRFC COAST
The displayed data is not current (6 to 12 seconds since last message)
The quality of displayed traffc information is reduced when this message is displayed
TRFC RMVD
Traffc is removed because it is too old for coasting (12 to 60 seconds since last message)
Traffc may exist within the selected display range, but it is not displayed
TRFC FAIL Traffc data has failed
NO TRFC DATA Traffc has not been detected
TRFC UNAVAIL The traffc service is unavailable or out of range
*Shown as symbol on Traffc Map Page
**Shown in center of Traffc Map Page
22-108 Phenom 100
TIS Modes
The annunciations to indicate the status of traffic information appear in a ban-
ner at the lower left corner of maps on which traffic can be displayed
Mode
(Traffc Map Page)
Traffc Display Enabled Icon
(Other Maps)
TIS Operating OPERATING
TIS Standby
STANDBY
(also shown in white in center of page)
TIS Failed* FAIL
* See Trafc Status Annunciations
Traffc Status Banner
Annunciation
Description
TA OFF SCALE
A Traffc Advisory is outside the selected display range*
Annunciation is removed when traffc comes within the selected display range
TA X.X XX
System cannot determine bearing of Traffc Advisory**
Annunciation indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend arrow (climbing/descending)
AGE MM:SS
Appears if traffc data is not refreshed within 6 seconds
If after another 6 seconds data is not received, traffc is removed from the display
The quality of displayed traffc information is reduced as the age increases
TRFC COAST
The displayed data is not current (6 to 12 seconds since last message)
The quality of displayed traffc information is reduced when this message is displayed
TRFC RMVD
Traffc is removed because it is too old for coasting (12 to 60 seconds since last message)
Traffc may exist within the selected display range, but it is not displayed
TRFC FAIL Traffc data has failed
NO TRFC DATA Traffc has not been detected
TRFC UNAVAIL The traffc service is unavailable or out of range
*Shown as symbol on Traffc Map Page
**Shown in center of Traffc Map Page
Phenom 100 22-109
Limitations
Instruments & Warnings

plane.
rain or obstacles.
Phenom 100 22-109
Limitations
Instruments & Warnings

plane.
rain or obstacles.
22-110 Phenom 100




Magnetic
Cut-Out
Regions
Latitude Longitude
North
South
22-110 Phenom 100




Magnetic
Cut-Out
Regions
Latitude Longitude
North
South
Phenom 100 22-111
the FAF.

tion (LRN) sensor.

Limitations




ity.

83 is prohibited.

Approvals Section.
database.
Phenom 100 22-111
the FAF.

tion (LRN) sensor.

Limitations




ity.

83 is prohibited.

Approvals Section.
database.
22-112 Phenom 100
22-112 Phenom 100
Phenom 100 22-113
CAS Messages
Airplane is not in valid takeoff con-
figuration.
Caution
ADS 1 (2) FAIL Associated ADC is off has failed
ADS 1 (2) HTR FAIL Associated heater is off has failed
AHRS 1 (2) FAIL Total loss os AHRS 1 (2)
AURAL WRN FAIL
Both aural warning channels are
failed or off.
PUSHER FAIL Control wheel pusher is inoperative
PUSHER OFF
Pusher is disabled via cutout but-
ton.
SPWS FAIL
Stall warning and protection func-
tions are inoperative.
SPWS FAULT
Stall warning system activation
angles anticipated to conservative
settings.
SPWS HTR FAIL Stall warning sensor heater failed
SPWS UNTESTED
Stall warning system required to be
tested before every flight
STBY HTR FAIL
ASDS-Standby heater is off or has
failed
Advisory
ADS 1 (2) HTR FAULT Any ADS static port failed
ADS-AOA HTR ON ADS/AOA heating system is on.
AHRS 1 (2) FAULT
Failure of AHRS 1(2):
AHRS 1(2) may have lost some

internal redundancy.
AHRS 1 (2) performance may

be degraded.
AHRS 1(2) magnetic heading

may be unavailable.
AURAL WRN FAULT
One aural warning channel failed
or off.
SPWS ICE SPEED
Stall protection and warning sys-
tem activation angles anticipated
due to icing conditions.
Phenom 100 22-113
CAS Messages
Airplane is not in valid takeoff con-
figuration.
Caution
ADS 1 (2) FAIL Associated ADC is off has failed
ADS 1 (2) HTR FAIL Associated heater is off has failed
AHRS 1 (2) FAIL Total loss os AHRS 1 (2)
AURAL WRN FAIL
Both aural warning channels are
failed or off.
PUSHER FAIL Control wheel pusher is inoperative
PUSHER OFF
Pusher is disabled via cutout but-
ton.
SPWS FAIL
Stall warning and protection func-
tions are inoperative.
SPWS FAULT
Stall warning system activation
angles anticipated to conservative
settings.
SPWS HTR FAIL Stall warning sensor heater failed
SPWS UNTESTED
Stall warning system required to be
tested before every flight
STBY HTR FAIL
ASDS-Standby heater is off or has
failed
Advisory
ADS 1 (2) HTR FAULT Any ADS static port failed
ADS-AOA HTR ON ADS/AOA heating system is on.
AHRS 1 (2) FAULT

AHRS 1 (2) performance may

be degraded.
AHRS 1(2) magnetic heading

may be unavailable.
AURAL WRN FAULT
One aural warning channel failed
or off.
SPWS ICE SPEED
Stall protection and warning sys-
tem activation angles anticipated
due to icing conditions.
22-114 Phenom 100
22-114 Phenom 100
Phenom 100 23-1
Landing Gear
Landing Gear
General
The aircraft has a retractable single wheeled tricycle landing gear, with brak-
ing capability on the main landing gear and steering capability on the nose
landing gear.
The landing gear extension/retraction system is hydraulically operated and
electronically monitored.
The extension and retraction subsystem is commanded by the landing gear
control lever which is mechanically linked to the landing gear selector valve
through a push-pull cable.
The Landing Gear includes these subsystems:
Main Gear and Doors
Nose Gear and Doors
Extension and Retraction
Steering
Position and Warning

The main landing gear is of trailing arm type and retracts sideward and
inboard into the wing. It is hinged to the wing structure and has one laterally
opening gear door attached to it.
Each of the main landing gear is equipped with one wheel and tire, one brake
assembly and one wheel speed transducer.
The nose landing gear is of direct type and retracts forward into the nose
wheel-well compartment. The nose landing gear is equipped with one wheel
and tire, which can be steered.The nose landing gear is hinged to the fuse-
lage structure and has two laterally opening gear doors attached to it.
The nose landing gear wheel is steered through the ruder pedals by means of
a mechanical linkage.
The aircraft has an emergency release system to extend the landing gear in
case of normal extension failure. This system is actuated by means of a han-
dle located in the cockpit.
Pulling the free fall handle activates the free fall selector valve releasing all
residual hydraulic pressure in the landing gear lines to the return line via a
cable.
The landing gears are extended by gravity (free-fall).
The aircraft Engine Indication CAS shows the system status and the system
faults to the crew.
Phenom 100 23-1
Landing Gear
Landing Gear
General
The aircraft has a retractable single wheeled tricycle landing gear, with brak-
ing capability on the main landing gear and steering capability on the nose
landing gear.
The landing gear extension/retraction system is hydraulically operated and
electronically monitored.
The extension and retraction subsystem is commanded by the landing gear
control lever which is mechanically linked to the landing gear selector valve
through a push-pull cable.
The Landing Gear includes these subsystems:
Main Gear and Doors
Nose Gear and Doors
Steering
Position and Warning

The main landing gear is of trailing arm type and retracts sideward and
inboard into the wing. It is hinged to the wing structure and has one laterally
opening gear door attached to it.
Each of the main landing gear is equipped with one wheel and tire, one brake
assembly and one wheel speed transducer.
The nose landing gear is of direct type and retracts forward into the nose
wheel-well compartment. The nose landing gear is equipped with one wheel
and tire, which can be steered.The nose landing gear is hinged to the fuse-
lage structure and has two laterally opening gear doors attached to it.
The nose landing gear wheel is steered through the ruder pedals by means of
a mechanical linkage.
The aircraft has an emergency release system to extend the landing gear in
case of normal extension failure. This system is actuated by means of a han-
dle located in the cockpit.
Pulling the free fall handle activates the free fall selector valve releasing all
residual hydraulic pressure in the landing gear lines to the return line via a
cable.
The landing gears are extended by gravity (free-fall).
The aircraft Engine Indication CAS shows the system status and the system
faults to the crew.
23-2 Phenom 100
Landing Gear
Main Gear and Doors
There are two MLG (Main Landing Gear) installed on the aircraft, one in each
wing. Each main landing gear has one door.The MLG doors have the func-
tion of creating an aerodynamic interface between the wing, the fuselage
structure and the MLG bay when the MLGs are retracted, thus decreasing the
drag.
The Main Gear and Doors includes these subsystems:
Main Landing Gear
Main Landing Gear Doors

The main landing gear retracts sideward and inboard into the wing. It is
hinged on the wing structure and has one laterally opening gear door
attached to it.
The door is hinged to a rib of the MLG bay in the wing. One rod attaches the
door to the MLG main fitting. When the MLG extends, the rod pushes the
door to open.When the MLG retracts, the rod pulls the door to close.
- BRAKES
- STEERING
- POSITION AND WARNING
- NOSE LANDING GEAR AND DOORS
- EXTENSION AND RETRACTION
- WHEELS
- POSITION AND WARNING (NOT WOW)
- STEERING
- MAIN LANDING GEAR AND DOORS
- WHEELS AND BRAKES
- BRAKES
23-2 Phenom 100
Landing Gear
Main Gear and Doors
There are two MLG (Main Landing Gear) installed on the aircraft, one in each
wing. Each main landing gear has one door.The MLG doors have the func-
tion of creating an aerodynamic interface between the wing, the fuselage
structure and the MLG bay when the MLGs are retracted, thus decreasing the
drag.
The Main Gear and Doors includes these subsystems:
Main Landing Gear

The main landing gear retracts sideward and inboard into the wing. It is
hinged on the wing structure and has one laterally opening gear door
attached to it.
The door is hinged to a rib of the MLG bay in the wing. One rod attaches the
door to the MLG main fitting. When the MLG extends, the rod pushes the
door to open.When the MLG retracts, the rod pulls the door to close.
- BRAKES
- STEERING
- NOSE LANDING GEAR AND DOORS
- WHEELS
- POSITION AND WARNING (NOT WOW)
- STEERING
- MAIN LANDING GEAR AND DOORS
- WHEELS AND BRAKES
- BRAKES
Phenom 100 23-3
Landing Gear
Main Gear and Doors
The main landing gears are comprised the following elements:
Main Fitting
Shock Absorber
Trailing Arm
One locking actuator to retract and extend each main landing gear. The
actuator operates also as a side brace when down and locked
Downlock device inside the actuator
Wheel Axle
Position Indication Sensors (Weight-on-Wheels, Downlock).
Wheel Speed Transducer

DOOR
MAIN LANDING GEAR
E
M
5
0
0
E
N
S
D
S
3
2
0
0
5
9
A
.
D
G
N
Phenom 100 23-3
Landing Gear
Main Gear and Doors
The main landing gears are comprised the following elements:
Main Fitting
Shock Absorber
Trailing Arm
One locking actuator to retract and extend each main landing gear. The
actuator operates also as a side brace when down and locked
Downlock device inside the actuator
Wheel Axle
Position Indication Sensors (Weight-on-Wheels, Downlock).
Wheel Speed Transducer

DOOR
MAIN LANDING GEAR
E
M
5
0
0
E
N
S
D
S
3
2
0
0
5
9
A
.
D
G
N
23-4 Phenom 100
Main Landing Gear
Main Safety Gear Pin
DOOR
WOW SENSOR
SHOCK STRUT
DOWNLOCK SENSOR
SIDE
BRACE ACTUATOR
DOWNLOCK DEVICE
(INTERNAL)
SHOCK ABSORBER
TRAILING ARM
PARKING BRAKE
WST + WOW
NORMAL BRAKE
WOW HARNESS
WST HARNESS
TYPICAL
EMERGENCY/

23-4 Phenom 100
Main Landing Gear
Main Safety Gear Pin
DOOR
WOW SENSOR
SHOCK STRUT
DOWNLOCK SENSOR
SIDE
BRACE ACTUATOR
DOWNLOCK DEVICE
(INTERNAL)
SHOCK ABSORBER
TRAILING ARM
PARKING BRAKE
WST + WOW
NORMAL BRAKE
WOW HARNESS
WST HARNESS
TYPICAL
EMERGENCY/

Phenom 100 23-5
Landing Gear
Each main landing gear has one door.
The MLG (Main Landing Gear) doors have the function of creating an aerody-
namic interface between the wing, fuselage structure and the MLG bay, when
the MLGs are retracted, decreasing the drag.
The MLG door does not cover the wheel and tire assemblies when the MLG
is fully retracted.
HINGE POINT
HINGE POINT
DOOR
ATTACHMENT
POINT
Phenom 100 23-5
Landing Gear
Each main landing gear has one door.
The MLG (Main Landing Gear) doors have the function of creating an aerody-
namic interface between the wing, fuselage structure and the MLG bay, when
the MLGs are retracted, decreasing the drag.
The MLG door does not cover the wheel and tire assemblies when the MLG
is fully retracted.
HINGE POINT
HINGE POINT
DOOR
ATTACHMENT
POINT
23-6 Phenom 100
Nose Gear and Doors
The nose landing gear supports the airplane forward section and gives direc-
tional control while the airplane is on the ground.
The function of the nose landing gear doors is to reduce the in-flight drag.
The nose landing gear retracts forward into the nose wheel-well compart-
ment.
The nose landing gear is equipped with one wheel and tire, which can be
steered.The nose landing gear is hinged to the fuselage structure and has
two laterally opening gear doors attached to it.
The doors are mechanically linked to the nose landing gear; they are opened
when the landing gear is extended and closed when it is retracted.
Nose Gear and Doors
Nose Landing Gear
The nose landing gear is composed of the following elements:
Nose shock strut, which includes the main fitting, a sliding tube, torque
links, a double acting oleo-pneumatic shock absorber, wheel axle and
steering device
Shimmy damper
Drag brace to resist to drag loads
Locking stay to lock the drag brace
One retraction actuator to retract and extend the nose gear
Downlock actuator

DOOR ROD
DOOR MECHANISM
DOOR
DOOR
F
L
IG
H
T
D
IR
E
C
T
IO
N
23-6 Phenom 100
Nose Gear and Doors
The nose landing gear supports the airplane forward section and gives direc-
tional control while the airplane is on the ground.
The function of the nose landing gear doors is to reduce the in-flight drag.
The nose landing gear retracts forward into the nose wheel-well compart-
ment.
The nose landing gear is equipped with one wheel and tire, which can be
steered.The nose landing gear is hinged to the fuselage structure and has
two laterally opening gear doors attached to it.
The doors are mechanically linked to the nose landing gear; they are opened
when the landing gear is extended and closed when it is retracted.
Nose Gear and Doors
Nose Landing Gear
The nose landing gear is composed of the following elements:
Nose shock strut, which includes the main fitting, a sliding tube, torque
links, a double acting oleo-pneumatic shock absorber, wheel axle and
steering device
Shimmy damper
Drag brace to resist to drag loads
Locking stay to lock the drag brace
One retraction actuator to retract and extend the nose gear
Downlock actuator

DOOR ROD
DOOR MECHANISM
DOOR
DOOR
F
L
IG
H
T
D
IR
E
C
T
IO
N
Phenom 100 23-7
Landing Gear
The nose landing gear retracts forward inside its compartment on the aircraft
fuselage nose section, and it is installed with an inclination of 4 degrees for-
ward.
The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to stop
the NLG wheel rotation when the wheel enters in the bay during the gear
retraction.
Nose Landing Gear
NLG Shock Strut
The shock strut supports the aircraft while it is on the ground. Some of the
components of the shock strut are:
Main Fitting
The main fitting is the primary structural element of the NLG. It is machined
from an aluminum alloy die-forging. It has attachment lugs for the drag-brace,
locking stay, retraction-actuator, NLG doors and upper torque-link. It has the
steering device and the pintle pins for attaching the NLG to the aircraft struc-
ture.The upper stop contact is via the towing point and the landing gear stays
in up position via hydraulic pressure.

RETRACTION ACTUATOR
LOCKING STAY
STEERING INTERFACE
CENTERING DEVICE
CHARGE VALVE (OIL)
DOOR LUG
MAIN FITTING
TORQUE LINKS
CHARGE VALVE (N2)
WHEEL
TOWING POINT
SLIDING TUBE
SHIMMY DAMPER
DRAG BRACE
DOWNLOCK
ACTUATOR
NLG BAY
ATTACHMENT
POINT
DOWN LOCK
PROXIMITY
SWITCH
DOWN LOCK
SPRING
DOWN LOCK
ACTUATOR
DRAG BRACE
ATTACHMENTS
NLG LOCKING STAY
UPPER PART
NLG LOCKING STAY
LOWER PART
SAFETY PIN
Phenom 100 23-7
Landing Gear
The nose landing gear retracts forward inside its compartment on the aircraft
fuselage nose section, and it is installed with an inclination of 4 degrees for-
ward.
The NLG (Nose Landing Gear) bay has a nose wheel spin brake pad to stop
the NLG wheel rotation when the wheel enters in the bay during the gear
retraction.
Nose Landing Gear
NLG Shock Strut
The shock strut supports the aircraft while it is on the ground. Some of the
components of the shock strut are:
Main Fitting
The main fitting is the primary structural element of the NLG. It is machined
from an aluminum alloy die-forging. It has attachment lugs for the drag-brace,
locking stay, retraction-actuator, NLG doors and upper torque-link. It has the
steering device and the pintle pins for attaching the NLG to the aircraft struc-
ture.The upper stop contact is via the towing point and the landing gear stays
in up position via hydraulic pressure.

RETRACTION ACTUATOR
LOCKING STAY
STEERING INTERFACE
CENTERING DEVICE
CHARGE VALVE (OIL)
DOOR LUG
MAIN FITTING
TORQUE LINKS
CHARGE VALVE (N2)
WHEEL
TOWING POINT
SLIDING TUBE
SHIMMY DAMPER
DRAG BRACE
DOWNLOCK
ACTUATOR
NLG BAY
ATTACHMENT
POINT
DOWN LOCK
PROXIMITY
SWITCH
DOWN LOCK
SPRING
DOWN LOCK
ACTUATOR
DRAG BRACE
ATTACHMENTS
NLG LOCKING STAY
UPPER PART
NLG LOCKING STAY
LOWER PART
SAFETY PIN
23-8 Phenom 100
Sliding-Tube and Wheel Axle
The sliding tube has a wheel axle and attachment lugs for the lower torque
link.The towing adapter is used to connect the towing bar on the NLG.
Steering Device
The steering device is installed on the upper end of the main fitting.
Torque Links
The torque links connect the lower part of sliding-tube and the main fitting,
thus preventing the sliding tube from rotating (in relation to the main fitting)
during steering of the wheel.
NLG Shock Absorber
The shock absorber function is to absorb the kinetic energy during landing
and taxiing in such a way that accelerations imposed upon the airframe are
reduced to a tolerable level.
NLG Shimmy Damper
The shimmy damper reduces the possible vibration between sliding tube and
main fitting (rotation movement), which may be induced during rolling on the
ground.
NLG Drag Brace
The drag-brace is a two-piece hinged strut. It keeps the nose landing gear in
the fully extended position.The upper part is attached to the NLG bay struc-
ture with pintle pins.The lower part is attached to the shock strut through
another hinge pin.
NLG Locking Stay
The locking stay is a two-piece hinged strut. It locks the drag-brace in the
extended position, and folds it during retraction.
The upper and lower locking stay parts are designed to have a limited relative
rotation having an over-center stop position.
The locking stay has one proximity sensor.This sensor transmits a signal to
the system when the NLG is locked in the fully extended position.
There is one downlock spring connected to the locking stay to ensure that the
locking stay goes to the over-centered (locked) position when the NLG is fully
extended and hold it in the over-center position.
NLG Actuator
The NLG actuator has these functions:
Extend and retract the gear
Keep the gear in up position (by action of hydraulic pressure)

23-8 Phenom 100
Sliding-Tube and Wheel Axle
The sliding tube has a wheel axle and attachment lugs for the lower torque
link.The towing adapter is used to connect the towing bar on the NLG.
Steering Device
The steering device is installed on the upper end of the main fitting.
Torque Links
The torque links connect the lower part of sliding-tube and the main fitting,
thus preventing the sliding tube from rotating (in relation to the main fitting)
during steering of the wheel.
NLG Shock Absorber
The shock absorber function is to absorb the kinetic energy during landing
and taxiing in such a way that accelerations imposed upon the airframe are
reduced to a tolerable level.
NLG Shimmy Damper
The shimmy damper reduces the possible vibration between sliding tube and
main fitting (rotation movement), which may be induced during rolling on the
ground.
NLG Drag Brace
The drag-brace is a two-piece hinged strut. It keeps the nose landing gear in
the fully extended position.The upper part is attached to the NLG bay struc-
ture with pintle pins.The lower part is attached to the shock strut through
another hinge pin.
NLG Locking Stay
The locking stay is a two-piece hinged strut. It locks the drag-brace in the
extended position, and folds it during retraction.
The upper and lower locking stay parts are designed to have a limited relative
rotation having an over-center stop position.
The locking stay has one proximity sensor.This sensor transmits a signal to
There is one downlock spring connected to the locking stay to ensure that the
locking stay goes to the over-centered (locked) position when the NLG is fully
extended and hold it in the over-center position.
NLG Actuator
The NLG actuator has these functions:
Extend and retract the gear
Keep the gear in up position (by action of hydraulic pressure)

Phenom 100 23-9
Landing Gear
NLG Downlock Actuator
The NLG downlock actuator uses hydraulic pressure to overcome the down-
lock spring force, moving the locking stay from the over centered position,
and allowing the nose landing gear retraction.
Nose Landing Gear Doors
The nose landing gear is hinged on the fuselage structure and has two later-
ally opening doors attached to it. The function of the nose landing gear doors
is to reduce the in-flight drag.
Both doors open when the landing gear is extended and close when it is
retracted.
The doors are hinged to the aircraft fuselage.
There is a proximity switch installed in the NLG bay. This proximity switch has
its target on the door mechanism, when the door is fully retracted.
When the free-fall handle is pulled, the landing gear doors open mechani-
cally.
Phenom 100 23-9
Landing Gear
NLG Downlock Actuator
The NLG downlock actuator uses hydraulic pressure to overcome the down-
lock spring force, moving the locking stay from the over centered position,
and allowing the nose landing gear retraction.
Nose Landing Gear Doors
The nose landing gear is hinged on the fuselage structure and has two later-
ally opening doors attached to it. The function of the nose landing gear doors
is to reduce the in-flight drag.
Both doors open when the landing gear is extended and close when it is
retracted.
The doors are hinged to the aircraft fuselage.
There is a proximity switch installed in the NLG bay. This proximity switch has
its target on the door mechanism, when the door is fully retracted.
When the free-fall handle is pulled, the landing gear doors open mechani-
cally.
23-10 Phenom 100
The extension / retraction system comprises a mechanical control circuit and
an hydraulic circuit.The extension and retraction are commanded by the pilot
or copilot by means of the landing gear control lever which commands an
hydraulic circuit. The hydraulic circuit operates the main and nose landing
gear actuator which drives the MLG (Main Landing Gear) and the NLG (Nose
Landing Gear), respectively, to retract and extend.
The system is capable of retracting and extending the landing gears up to a
speed of 180 kts (Knots) in normal conditions.
The emergency extension system allows the cockpit crew to extend the land-
ing gear manually. A free fall handle is located in the cockpit center pedes-
tal.When the free fall handle is actuated all landing gear hydraulic circuits are
connected to the return line, the landing gears are released from the up posi-
tion and, by the action of the gravity force, the landing gear is extended.
Hydraulic System
The hydraulic circuit contains valves, which control the hydraulic flow to per-
form the operations required by the control circuit. It is also comprises retrac-
tion actuators, and a downlock actuator in the NLG (Nose Landing Gear).
The hydraulic system power pack supplies hydraulic power for the landing
gear extension and retraction subsystem.
FREE FALL
HANDLE
PRESSURE
RETURN
CHECK
VALVE
FREE FALL
VALVE
DOWN LOCK
ACT
LDG SELECTOR
VAVLE
UP LINE UP
DOWN LINE DOWN
CONTROL
LEVER
MAIN LDG
MAIN LDG
M
A
I
N

L
D
G

A
C
T
M
A
I
N

L
D
G

A
C
T
U
P
D
O
W
N
U
P
D
O
W
N
NOSE LDG ACT
NOSE LDG
RETURN
23-10 Phenom 100
The extension / retraction system comprises a mechanical control circuit and
an hydraulic circuit.The extension and retraction are commanded by the pilot
or copilot by means of the landing gear control lever which commands an
hydraulic circuit. The hydraulic circuit operates the main and nose landing
gear actuator which drives the MLG (Main Landing Gear) and the NLG (Nose
Landing Gear), respectively, to retract and extend.
The system is capable of retracting and extending the landing gears up to a
speed of 180 kts (Knots) in normal conditions.
The emergency extension system allows the cockpit crew to extend the land-
ing gear manually. A free fall handle is located in the cockpit center pedes-
tal.When the free fall handle is actuated all landing gear hydraulic circuits are
connected to the return line, the landing gears are released from the up posi-
tion and, by the action of the gravity force, the landing gear is extended.
Hydraulic System
The hydraulic circuit contains valves, which control the hydraulic flow to per-
form the operations required by the control circuit. It is also comprises retrac-
tion actuators, and a downlock actuator in the NLG (Nose Landing Gear).
The hydraulic system power pack supplies hydraulic power for the landing
gear extension and retraction subsystem.
FREE FALL
HANDLE
PRESSURE
RETURN
CHECK
VALVE
FREE FALL
VALVE
DOWN LOCK
ACT
LDG SELECTOR
VAVLE
UP LINE UP
DOWN LINE DOWN
CONTROL
LEVER
MAIN LDG
MAIN LDG
M
A
I
N

L
D
G

A
C
T
M
A
I
N

L
D
G

A
C
T
U
P
D
O
W
N
U
P
D
O
W
N
NOSE LDG ACT
NOSE LDG
RETURN
Phenom 100 23-11
Landing Gear
Extension Cycle
The extension cycle starts when the pilot or copilot selects the landing gear
control lever to down (DN) position.
Pressure comes from the hydraulic system and first passes through the free
fall valve.The free fall valve position is the same for normal extension and
retraction. It works as a free passage for the pressure line. So the fluid goes
directly to the landing gear selector valve. For landing gear extension the
selector valve connects the pressure line with the extension circuit (DOWN)
and the return line with the hydraulic circuit identified as UP (in the figure).
The hydraulic pressure goes to the main and nose landing gears actuators,
that drive the main and nose landing gears to extend.
In the down position the MLG (Main Landing Gear) is locked down by a
mechanical locking system installed inside the MLG locking actuator.
There is one proximity sensor installed in each MLG locking actuator.This
sensor transmits a signal to the system when the MLG is locked in the fully
extended position.
In down position the NLG is locked down by the locking stay.
The locking stay has one proximity switch.This sensor transmits a signal to
Retraction Cycle
The retraction cycle starts when the pilot or copilot selects the landing gear
control lever to the up (UP) position.
fall selector valve.The free fall valve works as a free passage for the pressure
line. So the fluid goes directly to the landing gear selector valve. For landing
gear retraction the selector valve connects the pressure line with the retrac-
tion circuit (UP) and the return line with the hydraulic circuit DOWN.
The hydraulic pressure goes to the main and nose landing gear actuators,
that drive the main and nose landing gear to retract. During the retracting
movement of the NLG the centering roller is moved by the steering centering,
thus aligning the nose wheel to the centered position.
The MLG and NLG are held in the retracted position by the action of the
hydraulic pressure.
There is one proximity sensor installed in each MLG and in the NLG bay
area.
These sensors transmit a signal to the system when the MLG and NLG are in
the fully retracted position and with the door closed.
Phenom 100 23-11
Landing Gear
Extension Cycle
The extension cycle starts when the pilot or copilot selects the landing gear
control lever to down (DN) position.
fall valve.The free fall valve position is the same for normal extension and
retraction. It works as a free passage for the pressure line. So the fluid goes
directly to the landing gear selector valve. For landing gear extension the
selector valve connects the pressure line with the extension circuit (DOWN)
and the return line with the hydraulic circuit identified as UP (in the figure).
The hydraulic pressure goes to the main and nose landing gears actuators,
that drive the main and nose landing gears to extend.
In the down position the MLG (Main Landing Gear) is locked down by a
mechanical locking system installed inside the MLG locking actuator.
There is one proximity sensor installed in each MLG locking actuator.This
sensor transmits a signal to the system when the MLG is locked in the fully
extended position.
In down position the NLG is locked down by the locking stay.
The locking stay has one proximity switch.This sensor transmits a signal to
Retraction Cycle
The retraction cycle starts when the pilot or copilot selects the landing gear
control lever to the up (UP) position.
fall selector valve.The free fall valve works as a free passage for the pressure
line. So the fluid goes directly to the landing gear selector valve. For landing
gear retraction the selector valve connects the pressure line with the retrac-
tion circuit (UP) and the return line with the hydraulic circuit DOWN.
The hydraulic pressure goes to the main and nose landing gear actuators,
that drive the main and nose landing gear to retract. During the retracting
movement of the NLG the centering roller is moved by the steering centering,
thus aligning the nose wheel to the centered position.
The MLG and NLG are held in the retracted position by the action of the
hydraulic pressure.
There is one proximity sensor installed in each MLG and in the NLG bay
area.
These sensors transmit a signal to the system when the MLG and NLG are in
the fully retracted position and with the door closed.
23-12 Phenom 100
Landing Gear Control Lever
The landing gear control lever is located on the cockpit central instrument
panel and is used by flight crew to select the landing gear positioning.
The lever position is sensed by microswitches whose electrical signals are
provided to EDCU (Engine Data Collector Unit) and BCU (Brake Control
Unit).
Landing Gear Manifold
The landing gear manifold is installed in the right side of the forward fuselage.
The body of the landing gear manifold incorporates the landing gear selector
valve for the extension and retraction of the landing gear (up part) and free
fall selector valve (down part).
Emergency-Extension System
The emergency-extension system (free fall), used when the normal extension
system is not available, allows the crew to extend the landing gear manually
in case of normal extension system failure.
The landing gear emergency handle is located at the cockpit center pedestal.
The extension is performed by pulling the free fall handle. The handle move-
ment is transmitted by a steel cable to the free-fall valve, which connects the
hydraulic lines to the return line, thus allowing the landing gears to extend by
gravity.
The mechanical emergency release system has the following components:
Free Fall T-Handle
The free fall T-handle is located at the cockpit center pedestal.
23-12 Phenom 100
The landing gear control lever is located on the cockpit central instrument
panel and is used by flight crew to select the landing gear positioning.
The lever position is sensed by microswitches whose electrical signals are
provided to EDCU (Engine Data Collector Unit) and BCU (Brake Control
Unit).
Landing Gear Manifold
The landing gear manifold is installed in the right side of the forward fuselage.
The body of the landing gear manifold incorporates the landing gear selector
valve for the extension and retraction of the landing gear (up part) and free
fall selector valve (down part).
Emergency-Extension System
The emergency-extension system (free fall), used when the normal extension
system is not available, allows the crew to extend the landing gear manually
in case of normal extension system failure.
The landing gear emergency handle is located at the cockpit center pedestal.
The extension is performed by pulling the free fall handle. The handle move-
ment is transmitted by a steel cable to the free-fall valve, which connects the
hydraulic lines to the return line, thus allowing the landing gears to extend by
gravity.
The mechanical emergency release system has the following components:
Free Fall T-Handle
The free fall T-handle is located at the cockpit center pedestal.
Phenom 100 23-13
Landing Gear
Free Fall Cable
The free fall cable is a steel cable that transmits the movement from the T-
handle to the landing gear manifold.
Phenom 100 23-13
Landing Gear
Free Fall Cable
The free fall cable is a steel cable that transmits the movement from the T-
handle to the landing gear manifold.
23-14 Phenom 100
Emergency Extension System
M
A
I
N

L
D
G

MAIN LDG ACT
C
O
N
T
R
O
L

L
E
V
E
R
DOWN
UP
N
O
S
E

L
D
G

A
C
T

L
D
G

S
E
L
E
C
T
O
R

V
A
L
V
E

U
P
U
P

L
I
N
E

U
P
D
O
W
N

D
O
W
N

L
I
N
E

N
O
S
E

L
D
G

F
R
E
E

F
A
L
L

V
A
L
V
E

D
O
W
N

P
R
E
S
S
U
R
E

D
O
W
N

L
O
C
K

A
C
T

R
E
T
U
R
N

UP
DOWN
C
H
E
C
K
V
A
L
V
E

R
E
T
U
R
N

MAIN LDG ACT
F
R
E
E

F
A
L
L

H
A
N
D
L
E
M
A
I
N

L
D
G

23-14 Phenom 100
M
A
I
N

L
D
G

MAIN LDG ACT
C
O
N
T
R
O
L

L
E
V
E
R
DOWN
UP
N
O
S
E

L
D
G

A
C
T

L
D
G

S
E
L
E
C
T
O
R

V
A
L
V
E

U
P
U
P

L
I
N
E

U
P
D
O
W
N

D
O
W
N

L
I
N
E

N
O
S
E

L
D
G

F
R
E
E

F
A
L
L

V
A
L
V
E

D
O
W
N

P
R
E
S
S
U
R
E

D
O
W
N

L
O
C
K

A
C
T

R
E
T
U
R
N

UP
DOWN
C
H
E
C
K
V
A
L
V
E

R
E
T
U
R
N

MAIN LDG ACT
F
R
E
E

F
A
L
L

H
A
N
D
L
E
M
A
I
N

L
D
G

Phenom 100 23-15
Landing Gear
Steering
The steering system has the function of steering the nose wheel when the
nose landing gear is extended so the pilot can taxi the aircraft on the ground.
The steering system has also the function of turning the nose wheel to its
centered position when the NLG (Nose Landing Gear) is retracting.
F
R
E
E

F
A
L
L

C
A
B
L
E
L
A
N
D
I
N
G

G
E
A
R

M
A
N
I
F
O
L
D
S S G
F
R
E
E

F
A
L
L

C
O
M
P
A
R
T
M
E
N
T

F
R
E
E

F
A
L
L

H
A
N
D
L
E
Phenom 100 23-15
Landing Gear
Steering
The steering system has the function of steering the nose wheel when the
nose landing gear is extended so the pilot can taxi the aircraft on the ground.
The steering system has also the function of turning the nose wheel to its
centered position when the NLG (Nose Landing Gear) is retracting.
F
R
E
E

F
A
L
L

C
A
B
L
E
L
A
N
D
I
N
G

G
E
A
R

M
A
N
I
F
O
L
D
S S G
F
R
E
E

F
A
L
L

C
O
M
P
A
R
T
M
E
N
T

F
R
E
E

F
A
L
L

H
A
N
D
L
E
23-16 Phenom 100
The steering angle commanded via pedals operates over a range of 18.3
degrees. Additional 16.7 degrees can be commanded via differential brak-
ing, thus totalling 35 degrees.
For aircraft towing the torque links must be disconnected. With torque link
disconnected the NLG wheel can rotate 360 degrees.
The commands to actuate the steering mechanism are operated by the pilot
and copilots by the rudder pedals. Both left and right pedals are mechanically
linked through connecting rods connected to the forward rudder torque tube.
There is a connection that transmits the rotational movements from the rud-
der center right torque tube (pilot) to linear movement of the pedal steering
mechanism. The linear movement is transmitted to rotational movement of
the NLG (Nose Landing Gear) device.
The Pedal Steering mechanism contains a spring that, by action of a possible
resistance force (that occurs when differential brake is applied) to steer the
23-16 Phenom 100
The steering angle commanded via pedals operates over a range of 18.3
degrees. Additional 16.7 degrees can be commanded via differential brak-
ing, thus totalling 35 degrees.
For aircraft towing the torque links must be disconnected. With torque link
disconnected the NLG wheel can rotate 360 degrees.
The commands to actuate the steering mechanism are operated by the pilot
and copilots by the rudder pedals. Both left and right pedals are mechanically
linked through connecting rods connected to the forward rudder torque tube.
There is a connection that transmits the rotational movements from the rud-
der center right torque tube (pilot) to linear movement of the pedal steering
mechanism. The linear movement is transmitted to rotational movement of
the NLG (Nose Landing Gear) device.
The Pedal Steering mechanism contains a spring that, by action of a possible
resistance force (that occurs when differential brake is applied) to steer the
Phenom 100 23-17
Landing Gear
nose wheel, extends (wheel turning right) or retracts (wheel turning left), thus
providing an increase of the linear movement of the steering mechanism and,
consequently, an increase of 15 degrees in the maximum steering angle.
The interface between the pedal steering mechanism and the NLG steering
device is made by direct mechanical contact. This contact is possible only
when the NLG is in its extended position. When the NLG is retracting or
retracted the mechanical contact is lost.
During the retracting movement of the NLG the center roller is moved by the
steering centering, thus aligning the nose wheel to its centered position.
Turning Assisted by Brake radius (Steering 18.3 + 16.7)
STEERING
ANGLE
35
NOSE
R1
9.04 m 29 ft 7.9 in
NOSE GEAR
R2
8.16 m 26 ft 9.2 in 4.75 m 15 ft 7 in
OUTBD GEAR
R3
35
STEERING
ANGLE
INBD GEAR
R4
8.46 m 27 ft 9.1 in 12.75 m
RIGHT WING TIP
R5
41 ft 10 in 11.36 m 37 ft 3.2 in
RIGHT TAIL TIP
R6
R4
R1
R2
25.50 m
(83 ft 7.93 in)
WALL TO WALL
35
R6
R5
R3
16.92 m
(55 ft 6.12 in)
CURB TO CURB
Phenom 100 23-17
Landing Gear
nose wheel, extends (wheel turning right) or retracts (wheel turning left), thus
providing an increase of the linear movement of the steering mechanism and,
consequently, an increase of 15 degrees in the maximum steering angle.
The interface between the pedal steering mechanism and the NLG steering
device is made by direct mechanical contact. This contact is possible only
when the NLG is in its extended position. When the NLG is retracting or
retracted the mechanical contact is lost.
During the retracting movement of the NLG the center roller is moved by the
steering centering, thus aligning the nose wheel to its centered position.
Turning Assisted by Brake radius (Steering 18.3 + 16.7)
STEERING
ANGLE
35
NOSE
R1
9.04 m 29 ft 7.9 in
NOSE GEAR
R2
8.16 m 26 ft 9.2 in 4.75 m 15 ft 7 in
OUTBD GEAR
R3
35
STEERING
ANGLE
INBD GEAR
R4
8.46 m 27 ft 9.1 in 12.75 m
RIGHT WING TIP
R5
41 ft 10 in 11.36 m 37 ft 3.2 in
RIGHT TAIL TIP
R6
R4
R1
R2
25.50 m
(83 ft 7.93 in)
WALL TO WALL
35
R6
R5
R3
16.92 m
(55 ft 6.12 in)
CURB TO CURB
23-18 Phenom 100
Landing Gear Indicating System
The landing gear indicating system processes the signals generated by the
landing gear proximity switches and landing gear control lever microswitches
to provide the CAS (Crew Alerting System) with indications of the landing
gear position.
The CAS indication of the landing gear position consists of three colored
symbols, enclosing text or graphical information. From left to right, each box
represents the position of the left, nose and right landing gear, respectively.
For the landing gear in transition, the presentation shall be an amber cross
hatch.
For the landing gear locked down, the presentation shall be a green circle
enclosing a green word "DN".
For the landing gear up, the presentation shall be a white square enclosing a
white word "UP".
A disagreement between the control lever position and any landing gear leg
position for more than 20 seconds will activate the warning message LG
LEVER DISAG and the position in disagreement will change its previous
color to red.
GEAR DOWN LOCK
SENSORS AND LANDING
GEAR UP POSITION
SENSORS OF THE NLG
CAS AND LG CONTROL LEVER
GEAR DOWN LOCK
SENSORS AND LANDING
GEAR UP POSITION
SENSORS OF THE MLG
23-18 Phenom 100
The landing gear indicating system processes the signals generated by the
landing gear proximity switches and landing gear control lever microswitches
to provide the CAS (Crew Alerting System) with indications of the landing
gear position.
The CAS indication of the landing gear position consists of three colored
symbols, enclosing text or graphical information. From left to right, each box
represents the position of the left, nose and right landing gear, respectively.
For the landing gear in transition, the presentation shall be an amber cross
hatch.
For the landing gear locked down, the presentation shall be a green circle
enclosing a green word "DN".
For the landing gear up, the presentation shall be a white square enclosing a
white word "UP".
A disagreement between the control lever position and any landing gear leg
position for more than 20 seconds will activate the warning message LG
LEVER DISAG and the position in disagreement will change its previous
color to red.
GEAR DOWN LOCK
SENSORS AND LANDING
GEAR UP POSITION
SENSORS OF THE NLG
CAS AND LG CONTROL LEVER
GEAR DOWN LOCK
SENSORS AND LANDING
GEAR UP POSITION
SENSORS OF THE MLG
Phenom 100 23-19
Landing Gear
Landing Gear Position Indication
UP
LG normal
LG Abnormal + CAS MSG "LG LEVER DISAG"
Up
LG
UP
LG LG
Down Transition
Up
LG LG
Transition
UP
LG
Down
SDS2432326100P149
Landing Gear Down
Landing Gear Up
Landing Gear
Transitioning (Normal)
Landing Gear
Locked Down
Landing Gear
Locked Up
Landing Gear
Transitioning (Abnormal)
Phenom 100 23-19
Landing Gear
UP
LG normal
LG Abnormal + CAS MSG "LG LEVER DISAG"
Up
LG
UP
LG LG
Down Transition
Up
LG LG
Transition
UP
LG
Down
SDS2432326100P149
Landing Gear Down
Landing Gear Up
Landing Gear
Transitioning (Normal)
Landing Gear
Locked Down
Landing Gear
Locked Up
Landing Gear
Transitioning (Abnormal)
23-20 Phenom 100
There are six proximity switches in the system, three landing gear down lock
switches and three landing gear up position switches. Each landing gear leg
of the aircraft contains one landing gear down lock switch and one landing
gear up position switch.
Down Lock Switches of the MLG (Main Landing Gear)
The gear down lock switches of the MLG are installed on the MLG locking
actuator. There is a mechanism to lock the hydraulic actuator, the proximity
switch is in front of its target when this mechanism is activated.
Down Lock Switch of the NLG (Nose Landing Gear)
The gear down lock switch of the NLG is installed on the NLG locking stay.
The locking stay is a two-hinged piece strut, the proximity switch is installed
on the upper part and its target is installed on the lower part.The PS (Proxim-
ity Switch) is in front of its target when the locking stay is in an over-centered
(locked) position.
Up Position Switches of the MLG
The landing gear up position switches of the MLG are installed on the Main
Landing Gear bay area and have their target installed on the MLG door
mechanism.The proximity switches are in front of their targets when the MLG
is fully retracted.
Up Position Switch of the NLG
The landing gear up position switch of the NLG is installed on the Nose Land-
ing Gear bay area and has its target installed on the left side of the NLG door
mechanism. The proximity switches are in front of their targets when the NLG
is fully retracted and the door is closed.
23-20 Phenom 100
There are six proximity switches in the system, three landing gear down lock
switches and three landing gear up position switches. Each landing gear leg
of the aircraft contains one landing gear down lock switch and one landing
gear up position switch.
Down Lock Switches of the MLG (Main Landing Gear)
The gear down lock switches of the MLG are installed on the MLG locking
actuator. There is a mechanism to lock the hydraulic actuator, the proximity
switch is in front of its target when this mechanism is activated.
Down Lock Switch of the NLG (Nose Landing Gear)
The gear down lock switch of the NLG is installed on the NLG locking stay.
The locking stay is a two-hinged piece strut, the proximity switch is installed
on the upper part and its target is installed on the lower part.The PS (Proxim-
ity Switch) is in front of its target when the locking stay is in an over-centered
(locked) position.
Up Position Switches of the MLG
The landing gear up position switches of the MLG are installed on the Main
Landing Gear bay area and have their target installed on the MLG door
mechanism.The proximity switches are in front of their targets when the MLG
is fully retracted.
Up Position Switch of the NLG
The landing gear up position switch of the NLG is installed on the Nose Land-
ing Gear bay area and has its target installed on the left side of the NLG door
mechanism. The proximity switches are in front of their targets when the NLG
is fully retracted and the door is closed.
Phenom 100 23-21
Landing Gear
Landing Gear Proximity Switches
PROXIMITY SWITCH
MAIN GEAR
PROXIMITY SWITCH
TARGET
SDS2432326100P151R
NOSE GEAR
Phenom 100 23-21
Landing Gear
Landing Gear Proximity Switches
PROXIMITY SWITCH
MAIN GEAR
PROXIMITY SWITCH
TARGET
SDS2432326100P151R
NOSE GEAR
23-22 Phenom 100
Landing Gear Aural Warning
A landing gear aural warning alerts the crew whenever any landing gear is
not down and locked. The aural warning LANDING GEAR is announced in
the following situations:
Flap lever at 0 or 1 position
Difference between pressure altitude and LFE is lower than 700 ft AGL,
and
Airspeed below 160 KIAS;
Either thrust lever is set below 23 with the opposite thrust lever below 35
for two operative engines, or
Thrust lever of operative engine is set below 35 for a one engine inopera-
tive condition.
Flap lever at 2 position
tive condition.
Landing gear aural warning cannot be silenced by pushing the landing

gear warning inhibition button.
Flap lever at 3 or FULL position
Regardless of thrust lever position, airspeed and altitude, the landing gear
aural warning cannot be silenced by pushing the landing gear warning
inhibition button.
Air / Ground System
The Air / Ground system operates with information provided by the WOW
(Weight-on-Wheels) proximity switch, located on the main landing gear shock
strut, that determines when the aircraft is on ground or in flight.
There are two weight-on-wheel sensors, each installed on the right and left
main landing gear shock struts. The target of the WOW sensor is located on
the trailing arm.
With the aircraft in flight, the shock absorber extends and a steel target is
positioned in front of the sensor. When the aircraft is on ground, the shock
absorber compresses, and the target moves forward of the sensor.
The WOW signals are used by the following aircraft systems:
Brake Control System
FADEC (Full Authority Digital Engine Control)
Electrical System
23-22 Phenom 100
Landing Gear Aural Warning
A landing gear aural warning alerts the crew whenever any landing gear is
not down and locked. The aural warning LANDING GEAR is announced in
the following situations:
Flap lever at 0 or 1 position
Difference between pressure altitude and LFE is lower than 700 ft AGL,
and
Airspeed below 160 KIAS;
tive condition.
Flap lever at 2 position
tive condition.
Landing gear aural warning cannot be silenced by pushing the landing

gear warning inhibition button.
Flap lever at 3 or FULL position
Regardless of thrust lever position, airspeed and altitude, the landing gear
aural warning cannot be silenced by pushing the landing gear warning
inhibition button.
Air / Ground System
The Air / Ground system operates with information provided by the WOW
(Weight-on-Wheels) proximity switch, located on the main landing gear shock
strut, that determines when the aircraft is on ground or in flight.
There are two weight-on-wheel sensors, each installed on the right and left
main landing gear shock struts. The target of the WOW sensor is located on
the trailing arm.
With the aircraft in flight, the shock absorber extends and a steel target is
positioned in front of the sensor. When the aircraft is on ground, the shock
absorber compresses, and the target moves forward of the sensor.
The WOW signals are used by the following aircraft systems:
Brake Control System
FADEC (Full Authority Digital Engine Control)
Electrical System
Phenom 100 23-23
Landing Gear
Lights (Baggage Compartment)
Air Conditioning and Pressurization
Fuel System (Fuel Indication)
Flight Controls (Flaps)
Avionics (Data Concentrator Unit and GEA (Garmin Engine Airframe unit)
A disagreement of signal from right and left WOW sensors for more than 3
seconds will activate the caution message "LG WOW SYS FAIL". The electri-
cal power is provided by the emergency bus.
Air/Ground System
B
MAIN LANDING GEAR
B
PROXIMITY
SWITCH
TARGET
SDS2432326300P159r
Phenom 100 23-23
Landing Gear
Lights (Baggage Compartment)
Air Conditioning and Pressurization
Fuel System (Fuel Indication)
Flight Controls (Flaps)
Avionics (Data Concentrator Unit and GEA (Garmin Engine Airframe unit)
A disagreement of signal from right and left WOW sensors for more than 3
seconds will activate the caution message "LG WOW SYS FAIL". The electri-
cal power is provided by the emergency bus.
Air/Ground System
B
MAIN LANDING GEAR
B
PROXIMITY
SWITCH
TARGET
SDS2432326300P159r
23-24 Phenom 100
Limitations
Airspeeds
LO
AND V
LE
)
V
LO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
V
LO
V
LE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS
V
LE
CAS Messages
personnel.
Signal from LG position indication
proximity switches and LG control
lever are in disagreement for more
than 20sec
Caution
LG WOW SYS
FAIL
Signal from RH and LH wow proximity
switches are in disagreement for more
than 3sec
23-24 Phenom 100
Limitations
Airspeeds
LO
AND V
LE
)
V
LO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
V
LO
V
LE
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 KIAS
V
LE
CAS Messages
personnel.
Signal from LG position indication
proximity switches and LG control
lever are in disagreement for more
than 20sec
Caution
LG WOW SYS
FAIL
Signal from RH and LH wow proximity
switches are in disagreement for more
than 3sec
Phenom 100 24-1
Lighting
Lighting
General
The lighting system provides lighting for the interior and exterior of the aircraft
under normal and emergency conditions.
The internal lighting system provides cockpit lighting and cabin lighting to
include warning sign illumination.
The external lighting system uses high intensity lights. These lights are used
for taxiing, takeoff and landing proccedures. They are also used for in-flight
orientation and identification of aircraft position
Cockpit
The cockpit lighting system provides illumination for the work area, panels,
and instruments. The switch that controls the lights of the cockpit is installed
on a control panel, located in the cockpit, below the reading light shroud
assembly.
Cockpit Lights
The Cockpit Lighting System is composed of the following:
Dome Light
Reading Lights
Instrument and Panel Lights
Flood / Storm Lights (Optional)
Annunciator Test
Cockpit Panel Rotary Knob

Phenom 100 24-1
Lighting
Lighting
General
The lighting system provides lighting for the interior and exterior of the aircraft
under normal and emergency conditions.
The internal lighting system provides cockpit lighting and cabin lighting to
include warning sign illumination.
The external lighting system uses high intensity lights. These lights are used
for taxiing, takeoff and landing proccedures. They are also used for in-flight
orientation and identification of aircraft position
Cockpit
The cockpit lighting system provides illumination for the work area, panels,
and instruments. The switch that controls the lights of the cockpit is installed
on a control panel, located in the cockpit, below the reading light shroud
assembly.
Cockpit Lights
The Cockpit Lighting System is composed of the following:
Dome Light
Reading Lights
Instrument and Panel Lights
Flood / Storm Lights (Optional)
Annunciator Test
Cockpit Panel Rotary Knob

24-2 Phenom 100
Dome Light
There is one dome light located on the cockpit ceiling panel designed to pro-
vide general lighting for the cockpit area during flight and/or ground opera-
tions as required by the flight crew. The dome light is turned on/off by a
pushbutton located on the light bezel. The electrical power is supplied
through the EMERGENCY BUS to allow cockpit lighting in electrical emer-
gency condition.
Cockpit Reading Lights
There are two cockpit reading lights installed on the cockpit ceiling panel, one
for the pilot and the other for the copilot. The light intensity can be adjusted
from off to dim and from dim to full bright, by touching the outer bezel of the
unit. The third touch turns the light off. Light beam orientation up to 35
degrees from unit vertical axis provides a total of 70 degrees of movement in
any direction and it is adjustable by moving the unit inner bezel. The reading
lights are powered by the DC BUS 2.
Instruments and Panel Lights
The instrument and control panel lights system provides lighting for instru-
ments, panels, and pushbuttons, improving crewmembers vision during flight
procedures.
24-2 Phenom 100
Dome Light
There is one dome light located on the cockpit ceiling panel designed to pro-
vide general lighting for the cockpit area during flight and/or ground opera-
tions as required by the flight crew. The dome light is turned on/off by a
pushbutton located on the light bezel. The electrical power is supplied
through the EMERGENCY BUS to allow cockpit lighting in electrical emer-
gency condition.
Cockpit Reading Lights
There are two cockpit reading lights installed on the cockpit ceiling panel, one
for the pilot and the other for the copilot. The light intensity can be adjusted
from off to dim and from dim to full bright, by touching the outer bezel of the
unit. The third touch turns the light off. Light beam orientation up to 35
degrees from unit vertical axis provides a total of 70 degrees of movement in
any direction and it is adjustable by moving the unit inner bezel. The reading
lights are powered by the DC BUS 2.
Instruments and Panel Lights
The instrument and control panel lights system provides lighting for instru-
ments, panels, and pushbuttons, improving crewmembers vision during flight
procedures.
Phenom 100 24-3
Lighting
The instruments and panels are divided into four zones, and they are located
on the overhead panel, main panel, control pedestal, and side consoles.
Cockpit Panel Rotatory Switch
The CKPT PANEL rotatory switch is located on the LIGHTS control panel and
controls the brightness of the instrument and panel lights. The dimmer output
is controlled by means of the single-turn rotary knob. Under normal operation,
the dimmer controls the brightness of the instruments and panel lights LED.
When the rotary switch is set to the OFF position, the dimer and instrument
and panel lights go off. The cockpit dimmer is powered from DC BUS 2.
Flood / Storm Lights (optional)
The flood / storm lights consist of three thunderstorm light assemblies located
under the glareshield; one on the pilots side, one in the center, and another
on the copilots side.
The three-position switch provides two brightness settings and the off
condition.
The electrical power supply comes from DC BUS 2.
FLOOD / STORM LIGHTS
Phenom 100 24-3
Lighting
The instruments and panels are divided into four zones, and they are located
on the overhead panel, main panel, control pedestal, and side consoles.
Cockpit Panel Rotatory Switch
The CKPT PANEL rotatory switch is located on the LIGHTS control panel and
controls the brightness of the instrument and panel lights. The dimmer output
is controlled by means of the single-turn rotary knob. Under normal operation,
the dimmer controls the brightness of the instruments and panel lights LED.
When the rotary switch is set to the OFF position, the dimer and instrument
and panel lights go off. The cockpit dimmer is powered from DC BUS 2.
Flood / Storm Lights (optional)
The flood / storm lights consist of three thunderstorm light assemblies located
under the glareshield; one on the pilots side, one in the center, and another
on the copilots side.
The three-position switch provides two brightness settings and the off
condition.
The electrical power supply comes from DC BUS 2.
FLOOD / STORM LIGHTS
24-4 Phenom 100
Annunciator Test
The ANNUNCIATOR pushbutton performs the lighting test of the LED (Light-
Emitting Diodes of the striped bar and caption indication of the pushbuttons.
This test is applicable to the following lights on the main instrument panel,
control pedestal, and lateral consoles:
Dump Switch
Fuel Transfer Switch
Parking Brake Light
Electrical Emergency Switch
CVDR Switches

Illumination of the annunciator is available during electrical emergency condi-
tion since these units are powered by the EMERGENCY BUS.
TEST
ANNUNCIATOR
FIRE
STALL PROT
24-4 Phenom 100
Annunciator Test
The ANNUNCIATOR pushbutton performs the lighting test of the LED (Light-
Emitting Diodes of the striped bar and caption indication of the pushbuttons.
This test is applicable to the following lights on the main instrument panel,
control pedestal, and lateral consoles:
Dump Switch
Fuel Transfer Switch
Parking Brake Light
Electrical Emergency Switch
CVDR Switches

Illumination of the annunciator is available during electrical emergency condi-
tion since these units are powered by the EMERGENCY BUS.
TEST
ANNUNCIATOR
FIRE
STALL PROT
Phenom 100 24-5
Lighting
Passenger Cabin
The function of the passenger cabin lighting is to supply light for the comfort
and use of the passengers and crew.
Cabin Lights
Passenger Upwash Lights
Effect Lights
Passenger Warning Signs
Passenger Reading Lights /Table Lights

Phenom 100 24-5
Lighting
Passenger Cabin
The function of the passenger cabin lighting is to supply light for the comfort
and use of the passengers and crew.
Cabin Lights
Passenger Upwash Lights
Effect Lights
Passenger Reading Lights /Table Lights

24-6 Phenom 100
Passenger Up Wash Lights
The passenger up wash lights use LED (Light-Emitting Diode) technology, and
provides ambient illumination for passenger comfort. The passenger up wash
light is a flexible printed circuit board with white LEDs to provide light to the
monument, installed on the LH (Left Hand) and RH (Right Hand) sidewall.
LED cabin up wash lights, located on the LH and RH sidewall, are controlled by
a potentiometer switch, located on the LIGHTS control panel. Turning the UP
WASH knob fully clockwise causes the lights to have a normal brightness. If the
knob is fully turned counterclockwise, the UP WASH lights are dimmed and
OFF in the fullcounterclockwise position.

UPWASH LIGHTS
24-6 Phenom 100
Passenger Up Wash Lights
The passenger up wash lights use LED (Light-Emitting Diode) technology, and
provides ambient illumination for passenger comfort. The passenger up wash
light is a flexible printed circuit board with white LEDs to provide light to the
monument, installed on the LH (Left Hand) and RH (Right Hand) sidewall.
LED cabin up wash lights, located on the LH and RH sidewall, are controlled by
a potentiometer switch, located on the LIGHTS control panel. Turning the UP
WASH knob fully clockwise causes the lights to have a normal brightness. If the
knob is fully turned counterclockwise, the UP WASH lights are dimmed and
OFF in the fullcounterclockwise position.

UPWASH LIGHTS
Phenom 100 24-7
Lighting
Effect Lights
The LED (Light-Emitting Diode) effect lights are installed in the right and left
side of the passenger cabin. The effect lights are composed of the LED fold-
able table light.
The LED effect lights are controlled by the EFFECT switch installed on the
LIGHTS control panel with three operation positions: OFF, DIM or BRT. The
electrical power supply comes from SHED BUS.
The warning signs give the passengers visual signs and announcements
about TURN OFF ELECTRONIC DEVICES, FASTEN-SEAT-BELTS. The
passenger warning signs are illuminated signs that will be clearly visible
under normal daylight lighting conditions.
They are activated by a switch in the cockpit or by the automatic oxygen indi-
cation relay that is activated during an aircraft depressurization. Passenger
EFFECT LIGHT
A
A
SDS2432332200P033R
Phenom 100 24-7
Lighting
Effect Lights
The LED (Light-Emitting Diode) effect lights are installed in the right and left
side of the passenger cabin. The effect lights are composed of the LED fold-
able table light.
The LED effect lights are controlled by the EFFECT switch installed on the
LIGHTS control panel with three operation positions: OFF, DIM or BRT. The
electrical power supply comes from SHED BUS.
The warning signs give the passengers visual signs and announcements
about TURN OFF ELECTRONIC DEVICES, FASTEN-SEAT-BELTS. The
passenger warning signs are illuminated signs that will be clearly visible
under normal daylight lighting conditions.
They are activated by a switch in the cockpit or by the automatic oxygen indi-
cation relay that is activated during an aircraft depressurization. Passenger
EFFECT LIGHT
A
A
SDS2432332200P033R
24-8 Phenom 100
advisory signs, are controlled by a three-position switch, located on the PAX
SIGNS control panel, on the cockpit main panel. The system is powered from
DC BUS 1.
Pax Signs Switch
PED-BELTS/OFF - Turn off electronic deviced illuminated and fasten

seat belts illuminated
BELTS/ON - Fasten seat belts illuminated.
OFF/ON - No sign illuminated

FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
PASSENGER WARNING SIGN
2
3
0
0
P
0
3
7
R
24-8 Phenom 100
advisory signs, are controlled by a three-position switch, located on the PAX
SIGNS control panel, on the cockpit main panel. The system is powered from
DC BUS 1.
Pax Signs Switch
PED-BELTS/OFF - Turn off electronic deviced illuminated and fasten

seat belts illuminated
BELTS/ON - Fasten seat belts illuminated.
OFF/ON - No sign illuminated

FUEL PUSHER
PUMP 1 PUMP 2
XFR
ON
AUTO
OFF
ON
AUTO
OFF
CUTOUT
PAX SIGNS ELT
HYD PUMP
PED-BELTS/OFF
OFF/ON
BELTS/ON
ON
TEST/RESET
ARMED
ON OFF
AUTO
PASSENGER WARNING SIGN
2
3
0
0
P
0
3
7
R
Phenom 100 24-9
Lighting
Passenger Reading Lights / Table Lights
The passenger reading lights consists of a light source installed on the
sidewall, and controlled individually through a switch installed on the PCU
(Passenger Control Unit) in a way to allow personal illumination control.The
electrical power supply comes from DC BUS 2.
The table lights are installed on the LH and RH sidewall, above the foldable
table. The table lights are controlled through a switch installed on the PCU and
used to provide personal illumination control in ON / OFF mode operation. The
PASSENGER READING LIGHT
TABLE LIGHT
B
B
C
C
B
PCU
SIDELEDGE (REF.)
Phenom 100 24-9
Lighting
Passenger Reading Lights / Table Lights
The passenger reading lights consists of a light source installed on the
sidewall, and controlled individually through a switch installed on the PCU
(Passenger Control Unit) in a way to allow personal illumination control.The
The table lights are installed on the LH and RH sidewall, above the foldable
table. The table lights are controlled through a switch installed on the PCU and
used to provide personal illumination control in ON / OFF mode operation. The
PASSENGER READING LIGHT
TABLE LIGHT
B
B
C
C
B
PCU
SIDELEDGE (REF.)
24-10 Phenom 100
PCU - Passenger Control Unit
Courtesy Lights
24-10 Phenom 100
PCU - Passenger Control Unit
Courtesy Lights
Phenom 100 24-11
Lighting
Courtesy Lights
The courtesy lighting system provides illumination for safe boarding of the
crew members and passengers.
The courtesy lighting system has the following components:
Main Door Dome Light
Cockpit Step Light
Airstairs Step Lights

The main door dome courtesy light, is a white LED light, installed on the ceil-
ing panel to provide minimum lighting level for boarding
Cockpit Step Light
The cockpit step courtesy light is a red light composed of only one assembly
with a string of LEDs installed on the step between the passenger cabin and
the cockpit area. The major purpose of this light is to indicate a change in the
floor level, thus preventing the flight crew from being injured. The cockpit step
courtesy light is part of the courtesy lighting system.
Airstairs Step Light
The airstairs step courtesy lights illuminate all the airstairs steps, and the
ground. This set of light is composed of LEDs assemblies; two for the first
step, one for each other step. The major purpose of these lights is to permit
safe boarding/unboarding and help the passengers/crew in case of an emer-
gency evacuation. The airstairs courtesy lights go on every time the airstairs
is deployed. The airstairs courtesy lights are part of the courtesy lighting sys-
tem.
Operations
The lights are turned on by two independent three-way switches; one located
inside the cockpit on the left hand console and the other near the main door
right side. This system is powered by the HOT BATT BUS 1. With the aircraft
parked, it is possible to turn on the courtesy lights for a maximum of 5 minutes.
The lights are turned off via a timer
Phenom 100 24-11
Lighting
Courtesy Lights
The courtesy lighting system provides illumination for safe boarding of the
crew members and passengers.
The courtesy lighting system has the following components:
Cockpit Step Light
Airstairs Step Lights

The main door dome courtesy light, is a white LED light, installed on the ceil-
ing panel to provide minimum lighting level for boarding
Cockpit Step Light
The cockpit step courtesy light is a red light composed of only one assembly
with a string of LEDs installed on the step between the passenger cabin and
the cockpit area. The major purpose of this light is to indicate a change in the
floor level, thus preventing the flight crew from being injured. The cockpit step
courtesy light is part of the courtesy lighting system.
Airstairs Step Light
The airstairs step courtesy lights illuminate all the airstairs steps, and the
ground. This set of light is composed of LEDs assemblies; two for the first
step, one for each other step. The major purpose of these lights is to permit
safe boarding/unboarding and help the passengers/crew in case of an emer-
gency evacuation. The airstairs courtesy lights go on every time the airstairs
is deployed. The airstairs courtesy lights are part of the courtesy lighting sys-
tem.
Operations
The lights are turned on by two independent three-way switches; one located
inside the cockpit on the left hand console and the other near the main door
right side. This system is powered by the HOT BATT BUS 1. With the aircraft
parked, it is possible to turn on the courtesy lights for a maximum of 5 minutes.
The lights are turned off via a timer
24-12 Phenom 100
Courtesy / Airstairs / Cockpit Step Lights
A
D
D
C
B
A
ZONE
211
ZONE
315
316
B
C
TYPICAL
BAGGAGE
COMPARTMENT LIGHT
D
A
D
TYPICAL
BAGGAGE COMPARTMENT
LIGHT SWITCH
C
24-12 Phenom 100
Courtesy / Airstairs / Cockpit Step Lights
A
D
D
C
B
A
ZONE
211
ZONE
315
316
B
C
TYPICAL
BAGGAGE
COMPARTMENT LIGHT
D
A
D
TYPICAL
BAGGAGE COMPARTMENT
LIGHT SWITCH
C
Phenom 100 24-13
Lighting
A
A
B
LH LATERAL
CONSOLE (REF.)
D
ZONE
813
C
B
C
D
D
E
F
E
C
COURTESY/STEP LIGHT
COURTESY/STAIR
LTS SWITCH
E
F
MAIN DOOR
COURTESY LIGHT
EM500ENSDS330048A
Phenom 100 24-13
Lighting
A
A
B
LH LATERAL
CONSOLE (REF.)
D
ZONE
813
C
B
C
D
D
E
F
E
C
COURTESY/STEP LIGHT
COURTESY/STAIR
LTS SWITCH
E
F
MAIN DOOR
COURTESY LIGHT
EM500ENSDS330048A
24-14 Phenom 100
Baggage and Service Compartments
The lights of the cargo and service compartments illuminate these compart-
ments and make their operation and inspection easier when the aircraft is on
the ground.
Baggage Compartment Lights
The baggage compartment lighting system provides lighting for the compart-
ment during loading or unloading of baggage. The system also provides light-
ing when it is necessary to perform maintenance services inside the baggage
compartment.
There is one light in the forward baggage compartment and two lights in the
aft baggage compartment. These are LED (Light-Emitting Diode) dome lights
and are installed inside the baggage compartment bay, on the baggage ceil-
ing panel. Lights for the baggage compartments are powered thru the HOT
BATT BUS 1.
Manual Switch
There is one manual switch in each baggage compartment. This switch con-
trols the baggage compartment lights regardless of the door position.
When the manual switch is pressed, the baggage compartment lights come
on and stay on for 5 minutes.
Service Compartment Lights
The service lights system provides lighting to the service compartments, for
quick inspection and accomplishment of simple maintenance tasks while the
aircraft is on the ground. The service lights system provides lighting to the
center and aft compartments, for quick inspection and accomplishment of
simple maintenance tasks while the aircraft is on the ground. It is designed to
provide adequate lighting to each of the two service areas. One LED (Light-
Emitting Diode) light assembly unit is installed in each service area.
This light is used to illuminate LRU (Line Replaceable Unit)s located in the
center and aft compartments.
24-14 Phenom 100
Baggage and Service Compartments
The lights of the cargo and service compartments illuminate these compart-
ments and make their operation and inspection easier when the aircraft is on
the ground.
Baggage Compartment Lights
The baggage compartment lighting system provides lighting for the compart-
ment during loading or unloading of baggage. The system also provides light-
ing when it is necessary to perform maintenance services inside the baggage
compartment.
There is one light in the forward baggage compartment and two lights in the
aft baggage compartment. These are LED (Light-Emitting Diode) dome lights
and are installed inside the baggage compartment bay, on the baggage ceil-
ing panel. Lights for the baggage compartments are powered thru the HOT
BATT BUS 1.
Manual Switch
There is one manual switch in each baggage compartment. This switch con-
trols the baggage compartment lights regardless of the door position.
When the manual switch is pressed, the baggage compartment lights come
on and stay on for 5 minutes.
Service Compartment Lights
The service lights system provides lighting to the service compartments, for
quick inspection and accomplishment of simple maintenance tasks while the
aircraft is on the ground. The service lights system provides lighting to the
center and aft compartments, for quick inspection and accomplishment of
simple maintenance tasks while the aircraft is on the ground. It is designed to
provide adequate lighting to each of the two service areas. One LED (Light-
Emitting Diode) light assembly unit is installed in each service area.
This light is used to illuminate LRU (Line Replaceable Unit)s located in the
center and aft compartments.
Phenom 100 24-15
Lighting
Central Switches
There is an internal switch located on the center and aft service compart-
ments. The switch controls the internal light manually.
Each service compartments light are controlled by a dedicated manual
switch. The electrical power supply comes from SHED BUS.
External Lights
The exterior lighting system uses high intensity lights. These lights are used
for taxing, takeoff and landing procedures. They are also used for in-flight ori-
entation and identification of aircraft position.
Landing / Taxiing Lights
Navigation / Strobe Lights
Red beacon Light
Logo Type Lights
Inspection Light
Phenom 100 24-15
Lighting
Central Switches
There is an internal switch located on the center and aft service compart-
ments. The switch controls the internal light manually.
Each service compartments light are controlled by a dedicated manual
switch. The electrical power supply comes from SHED BUS.
External Lights
The exterior lighting system uses high intensity lights. These lights are used
for taxing, takeoff and landing procedures. They are also used for in-flight ori-
entation and identification of aircraft position.
Landing / Taxiing Lights
Red beacon Light
Logo Type Lights
Inspection Light
24-16 Phenom 100
Landing/Taxi Lights
The landing light system gives visual ground reference during taxi, takeoff,
final approach and landing. There are two landing light assemblies installed
on the wing leading edges close to the fuselage.
The lights are commanded by means of the LDG/TAXI switch on the LIGHTS
control panel. The switch commands both wing root landing/taxi lights. The
system has two dimmable ballasts that supply 50 Watt power in high mode for
landing and 35 Wat power in low mode for taxi. The LH (Left Hand) landing /
taxi light is powered from DC BUS 1, and the RH (Right Hand) landing / taxi
light is powered from DC BUS 2.
The navigation / strobe lights system gives visual position configuration while
the aircraft is flying during the night. There are two navigation light assem-
blies installed in the aircraft. Each assembly is installed on the wing tip and
has two different colors of lights.
There is one navigation/strobe light LED (Light-Emitting Diode) assembly
installed on each wing tip. The navigation light and the strobe light are in the
same enclosure.
The Navigation lights are switched to ON or OFF by the NAV switch installed
on the LIGHTS control panel. When activated, this switch turns on the red,
green, and white navigation lights located on the wing tips.
LANDING LIGHTS
24-16 Phenom 100
Landing/Taxi Lights
The landing light system gives visual ground reference during taxi, takeoff,
final approach and landing. There are two landing light assemblies installed
on the wing leading edges close to the fuselage.
The lights are commanded by means of the LDG/TAXI switch on the LIGHTS
control panel. The switch commands both wing root landing/taxi lights. The
system has two dimmable ballasts that supply 50 Watt power in high mode for
landing and 35 Wat power in low mode for taxi. The LH (Left Hand) landing /
taxi light is powered from DC BUS 1, and the RH (Right Hand) landing / taxi
light is powered from DC BUS 2.
The navigation / strobe lights system gives visual position configuration while
the aircraft is flying during the night. There are two navigation light assem-
blies installed in the aircraft. Each assembly is installed on the wing tip and
has two different colors of lights.
There is one navigation/strobe light LED (Light-Emitting Diode) assembly
installed on each wing tip. The navigation light and the strobe light are in the
same enclosure.
The Navigation lights are switched to ON or OFF by the NAV switch installed
on the LIGHTS control panel. When activated, this switch turns on the red,
green, and white navigation lights located on the wing tips.
LANDING LIGHTS
Phenom 100 24-17
Lighting
The White Strobe Lights are switched to ON or OFF by the STROBE switch
installed on the LIGHTS control panel. When activated, this switch turns on
the white strobe lights located on the wing tips.
Components Zone/Access
Green Navigaion Light RH (Right Hand) Wing Tip
Red Navigation Light LH (Left Hand) Wing Tip
White Navigation Light One on LH and One on RH Wing Tip
Navigation Light Switches Lights Control Panel
NAVIGATION / STROBE LIGHTS
Phenom 100 24-17
Lighting
The White Strobe Lights are switched to ON or OFF by the STROBE switch
installed on the LIGHTS control panel. When activated, this switch turns on
the white strobe lights located on the wing tips.
Components Zone/Access
Green Navigaion Light RH (Right Hand) Wing Tip
Red Navigation Light LH (Left Hand) Wing Tip
White Navigation Light One on LH and One on RH Wing Tip
Navigation Light Switches Lights Control Panel
24-18 Phenom 100
Red Beacon Light
The red beacon light/beacon system is a supplemental anti collision light sys-
tem with high (red) luminous intensity. The system, located on the upper fuse-
lage, provides illumination for visual recognition and collision avoidance. It is
used as a visual indication of engine operation without causing glare to other
pilots or ground personnel.
The red beacon light is controlled through the ENG START/STOP 1 or 2
switches, located on the ENG START/STOP control panel. The red beacon
light is commanded on when either ENG START/STOP 1 or 2 switches are
set to RUN. The red beacon light is commanded off when both ENG START/
STOP switches are set to STOP. The red beacon light is powered by DC Bus
2
RED BEACON
LIGHT
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
24-18 Phenom 100
Red Beacon Light
The red beacon light/beacon system is a supplemental anti collision light sys-
tem with high (red) luminous intensity. The system, located on the upper fuse-
lage, provides illumination for visual recognition and collision avoidance. It is
used as a visual indication of engine operation without causing glare to other
pilots or ground personnel.
The red beacon light is controlled through the ENG START/STOP 1 or 2
switches, located on the ENG START/STOP control panel. The red beacon
light is commanded on when either ENG START/STOP 1 or 2 switches are
set to RUN. The red beacon light is commanded off when both ENG START/
STOP switches are set to STOP. The red beacon light is powered by DC Bus
2
RED BEACON
LIGHT
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
Phenom 100 24-19
Lighting
Logotype Lights
The logotype light system provides lighting for the logotype of the operator
displayed on the vertical stabilizer.
There are two logotype lights with 40W (watt) halogen lamps. They are installed
on top of each engine pylon with the light beam aimed at the vertical stabilzer.
Logotype Light Switch
There is a LOGO LT switch that controls the logotype lights. It is installed on the
LOGO LT control panel, located in the cockpit LH lateral console.
RH
LOGOTYPE
LIGHT
LH
LOGOTYPE
LIGHT
A
Phenom 100 24-19
Lighting
Logotype Lights
The logotype light system provides lighting for the logotype of the operator
displayed on the vertical stabilizer.
There are two logotype lights with 40W (watt) halogen lamps. They are installed
on top of each engine pylon with the light beam aimed at the vertical stabilzer.
Logotype Light Switch
There is a LOGO LT switch that controls the logotype lights. It is installed on the
LOGO LT control panel, located in the cockpit LH lateral console.
RH
LOGOTYPE
LIGHT
LH
LOGOTYPE
LIGHT
A
24-20 Phenom 100
Inspection Light
The inspection light system provides illumination of the left wing for visual
inspection of the wing while the aircraft is flying at night. There is one lamp
installed in the fuselage, on the LH (Left-Hand) side of the aircraft. The light
beams are directed to the wing leading edge.
The INSP LIGHT switch is located on the ICE PROTECTION/HEATING con-
trol panel, located on the main instrument panel. This switch is used to set the
wing inspection light to ON or OFF. The wing inspection light is powered from
DC BUS 1.
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
24-20 Phenom 100
Inspection Light
The inspection light system provides illumination of the left wing for visual
inspection of the wing while the aircraft is flying at night. There is one lamp
installed in the fuselage, on the LH (Left-Hand) side of the aircraft. The light
beams are directed to the wing leading edge.
The INSP LIGHT switch is located on the ICE PROTECTION/HEATING con-
trol panel, located on the main instrument panel. This switch is used to set the
wing inspection light to ON or OFF. The wing inspection light is powered from
DC BUS 1.
HEATING
WSHLD 1 WSHLD 2
AUTO
ADS/AOA
ON OFF
ICE PROTECTION
ENG 1 ENG 2
WINGSTAB INSP LIGHT
OFF
ON
OFF
ON
OFF
ON
Phenom 100 24-21
Lighting
Limitations
None
CAS Messages
None
Phenom 100 24-21
Lighting
Limitations
None
CAS Messages
None
24-22 Phenom 100
24-22 Phenom 100
Phenom 100 25-1
Navigation
Navigation
General
Navigation systems of the Phenom 100 consists of the Horizontal Situation
Indicator, Standby Compass, Integrated Electronic Standby Instrument Unit
(IESI), VHF NAV System, Distance Measuring Equipment (DME), Marker
Beacon Equipment (MB), Global Positioning System (GPS), Transponder,
Weather Radar System, and Flight Management System.
Horizontal Situation Indicator (HSI)
The horizontal situation indicator displays a rotating compass card in a head-
ing-up orientation. Letters indicating the cardinal points and numeric labels
occur every 30 degrees. Major tick marks are at 10 degree intervals and
minor tick marks at 5 degree intervals. The HSI presents heading, turn rate,
course deviation, bearing, and navigation source information in either a 360
degree compass-rose format or an arc mode.)
11
8
7
6
4
3
9
1
13
12
10
2
5
15 16 14
1 Turn Rate Indicator
2 Selected Heading
4 Lateral Deviation Scale
5 Navigation Source
6 Aircraft Symbol
7 Course Deviation Indicator
(CDI)
8 Rotating Compass Rose
9 To/From Indicator
10 Course Pointer
11 Heading Bug
12 Flight Phase
13 Selected Course
14 Turn Rate/Heading
Trend Vector
15 Current Heading
16 Lubber Line
Phenom 100 25-1
Navigation
Navigation
General
Navigation systems of the Phenom 100 consists of the Horizontal Situation
Indicator, Standby Compass, Integrated Electronic Standby Instrument Unit
(IESI), VHF NAV System, Distance Measuring Equipment (DME), Marker
Beacon Equipment (MB), Global Positioning System (GPS), Transponder,
Weather Radar System, and Flight Management System.
Horizontal Situation Indicator (HSI)
The horizontal situation indicator displays a rotating compass card in a head-
ing-up orientation. Letters indicating the cardinal points and numeric labels
occur every 30 degrees. Major tick marks are at 10 degree intervals and
minor tick marks at 5 degree intervals. The HSI presents heading, turn rate,
course deviation, bearing, and navigation source information in either a 360
degree compass-rose format or an arc mode.)
11
8
7
6
4
3
9
1
13
12
10
2
5
15 16 14
1 Turn Rate Indicator
2 Selected Heading
4 Lateral Deviation Scale
5 Navigation Source
6 Aircraft Symbol
7 Course Deviation Indicator
(CDI)
8 Rotating Compass Rose
9 To/From Indicator
10 Course Pointer
11 Heading Bug
12 Flight Phase
13 Selected Course
14 Turn Rate/Heading
Trend Vector
15 Current Heading
16 Lubber Line
25-2 Phenom 100
A digital reading of the current magnetic heading appears on top of the HSI.
The heading displayed on the HSI is always magnetic, even if the NAV
ANGLE is set to TRUE on the system setup page, of the AUX page group.
The current track is represented on the HSI by a magenta diamond bug.
The selected heading is shown in light blue at the upper left corner of the HSI
and is set with the HDG SEL knob, on the guidance panel (changes selected
heading on both PFDs). The light blue bug on the compass rose corresponds
to the selected heading. The bug and current heading can be synchronized
by pressing the HDG SEL knob, moving the bug to the current heading.
The selected course is shown on the upper right corner of the HSI and is
adjusted for each PFD independently with the corresponding CRS knob (CRS1
knob or CRS2 knob) on the guidance panel. Pressing the corresponding CRS
knob re-centers the CDI (Course Deviation Indicator) and returns the course
pointer to the bearing of the active waypoint or navigation station. The color of the
selected course corresponds to the selected navigation source: magenta for
GPS or green for NAV (VOR (VHF,LOC).
Course Deviation
and To/From
Indicator
Navigation
Source
Lateral
Deviation
Scale
Course Pointer
Flight Phase Annunciation
Selected
Heading
Selected
Course
Heading
Bug
Current Heading Current Track Indicator
25-2 Phenom 100
A digital reading of the current magnetic heading appears on top of the HSI.
The heading displayed on the HSI is always magnetic, even if the NAV
ANGLE is set to TRUE on the system setup page, of the AUX page group.
The current track is represented on the HSI by a magenta diamond bug.
The selected heading is shown in light blue at the upper left corner of the HSI
and is set with the HDG SEL knob, on the guidance panel (changes selected
heading on both PFDs). The light blue bug on the compass rose corresponds
to the selected heading. The bug and current heading can be synchronized
by pressing the HDG SEL knob, moving the bug to the current heading.
The selected course is shown on the upper right corner of the HSI and is
adjusted for each PFD independently with the corresponding CRS knob (CRS1
knob or CRS2 knob) on the guidance panel. Pressing the corresponding CRS
knob re-centers the CDI (Course Deviation Indicator) and returns the course
pointer to the bearing of the active waypoint or navigation station. The color of the
selected course corresponds to the selected navigation source: magenta for
GPS or green for NAV (VOR (VHF,LOC).
Course Deviation
and To/From
Indicator
Navigation
Source
Lateral
Deviation
Scale
Course Pointer
Flight Phase Annunciation
Selected
Heading
Selected
Course
Heading
Bug
Current Heading Current Track Indicator
Phenom 100 25-3
Navigation
Turn Rate Indicator
The turn rate indicator is located directly above the rotating compass card.
Tick marks to the left and right of the lubber line denote half-standard and
standard turn rates. A magenta turn rate trend vector shows the current turn
rate. The end of the trend vector gives the heading to be reached in 6 sec-
onds, based on the present turn rate. At rates greater than 4 degrees per sec-
ond, an arrowhead appears at the end of the magenta trend vector and the
prediction is no longer valid.
A standard-rate turn (3 degrees per second) is shown on the indicator by the
trend vector stopping at the standard turn rate tick mark, corresponding to a
predicted heading of 18 degrees from the current heading.
Navigation Source
The HSI can display two sources of navigation: GPS or NAV (VOR, LOC, and
GS). The CDI softkey cycles through the navigation sources. Color indicates
the current navigation source: magenta (for GPS) or green (for VOR and
LOC); the selected course readout also follows these color indications.
LOI (Loss of Integrity GPS integrity is insufficient for the current phase of
flight) or WARN (Warning GPS position error) annunciations may appear
in yellow on the HSI to indicate abnormal GPS conditions.
Standard
Turn Rate
Half-standard
Turn Rate
Arrow Shown
for Turn Rate
> 4 deg/sec
Navigation
Source
Selected on
Both PFDs
Phenom 100 25-3
Navigation
Turn Rate Indicator
The turn rate indicator is located directly above the rotating compass card.
Tick marks to the left and right of the lubber line denote half-standard and
standard turn rates. A magenta turn rate trend vector shows the current turn
rate. The end of the trend vector gives the heading to be reached in 6 sec-
onds, based on the present turn rate. At rates greater than 4 degrees per sec-
ond, an arrowhead appears at the end of the magenta trend vector and the
prediction is no longer valid.
A standard-rate turn (3 degrees per second) is shown on the indicator by the
trend vector stopping at the standard turn rate tick mark, corresponding to a
predicted heading of 18 degrees from the current heading.
Navigation Source
The HSI can display two sources of navigation: GPS or NAV (VOR, LOC, and
GS). The CDI softkey cycles through the navigation sources. Color indicates
the current navigation source: magenta (for GPS) or green (for VOR and
LOC); the selected course readout also follows these color indications.
LOI (Loss of Integrity GPS integrity is insufficient for the current phase of
flight) or WARN (Warning GPS position error) annunciations may appear
in yellow on the HSI to indicate abnormal GPS conditions.
Standard
Turn Rate
Half-standard
Turn Rate
Arrow Shown
for Turn Rate
> 4 deg/sec
Navigation
Source
Selected on
Both PFDs
25-4 Phenom 100
The CDI moves left or right from the course pointer along a lateral deviation
scale to display aircraft position relative to the course. The CDI has the same
angular limits as a mechanical CDI when coupled to a VOR or LOC. When cou-
pled to GPS, the full scale limits for the CDI are defined by a GPS-derived dis-
tance. If the CDI exceeds the maximum deviation on the scale (two dots) while
coupled to GPS, the crosstrack error is displayed below the aircraft symbol.
Bearing Pointers
Two bearing pointers and associated information can be displayed on the HSI
by pressing the PFD softkey, followed by one of the BRG softkeys (BRG1 or
BRG2). Use the BRG softkey to cycle through bearing sources (NAV, GPS).
The pointers are light blue and are single-lined (BRG1) or double-lined
(BRG2). An icon is shown in the respective information window to indicate the
pointer type. The bearing pointers never override the CDI and are visually
separated from the CDI by a white ring (shown when bearing pointers are
selected but not necessarily visible due to data unavailability).
When a bearing pointer is displayed, its associated information window is
also displayed. The bearing information windows are displayed to the lower
sides of the HSI and show bearing source (NAV, GPS) pointer icon (single
line for BRG1, double line for BRG2), frequency (NAV), station/waypoint iden-
tifier (NAV, GPS), and GPS-derived great circle distance to bearing source.
If the NAV radio is the bearing source and is tuned to an ILS frequency, the
bearing pointer is removed from the HSI and the frequency is replaced with
ILS. If the NAV radio is not receiving the tuned VOR station, the bearing
pointer is removed from the HSI and the frequency displayed in the informa-
tion window is replaced with NO DATA. When NAV1 or NAV2 is the selected
bearing source, the frequency is replaced by the station identifier when the
station is within range.
If GPS is the bearing source, the active waypoint identifier is displayed in lieu
of a frequency. If an active waypoint is not selected, the bearing pointer is
removed from the HSI and NO DATA is displayed in the information window.
Crosstrack
Error
CDI
Navigation
Source
CDI
Scale
Flight
Phase
Arc HSI
Navigation
Source
Scale
CDI
360 HSI
Flight
Phase
25-4 Phenom 100
The CDI moves left or right from the course pointer along a lateral deviation
scale to display aircraft position relative to the course. The CDI has the same
angular limits as a mechanical CDI when coupled to a VOR or LOC. When cou-
pled to GPS, the full scale limits for the CDI are defined by a GPS-derived dis-
tance. If the CDI exceeds the maximum deviation on the scale (two dots) while
coupled to GPS, the crosstrack error is displayed below the aircraft symbol.
Bearing Pointers
Two bearing pointers and associated information can be displayed on the HSI
by pressing the PFD softkey, followed by one of the BRG softkeys (BRG1 or
BRG2). Use the BRG softkey to cycle through bearing sources (NAV, GPS).
The pointers are light blue and are single-lined (BRG1) or double-lined
(BRG2). An icon is shown in the respective information window to indicate the
pointer type. The bearing pointers never override the CDI and are visually
separated from the CDI by a white ring (shown when bearing pointers are
selected but not necessarily visible due to data unavailability).
When a bearing pointer is displayed, its associated information window is
also displayed. The bearing information windows are displayed to the lower
sides of the HSI and show bearing source (NAV, GPS) pointer icon (single
line for BRG1, double line for BRG2), frequency (NAV), station/waypoint iden-
tifier (NAV, GPS), and GPS-derived great circle distance to bearing source.
If the NAV radio is the bearing source and is tuned to an ILS frequency, the
bearing pointer is removed from the HSI and the frequency is replaced with
ILS. If the NAV radio is not receiving the tuned VOR station, the bearing
pointer is removed from the HSI and the frequency displayed in the informa-
tion window is replaced with NO DATA. When NAV1 or NAV2 is the selected
bearing source, the frequency is replaced by the station identifier when the
station is within range.
If GPS is the bearing source, the active waypoint identifier is displayed in lieu
of a frequency. If an active waypoint is not selected, the bearing pointer is
removed from the HSI and NO DATA is displayed in the information window.
Crosstrack
Error
CDI
Navigation
Source
CDI
Scale
Flight
Phase
Arc HSI
Navigation
Source
Scale
CDI
360 HSI
Flight
Phase
Phenom 100 25-5
Navigation
DME Window
The DME information window may be enabled/disabled by pressing the DME
softkey (a second-level PFD softkey). The DME information window is dis-
played above the BRG1 information window and shows the DME label, tuning
mode (NAV1, NAV2, or HOLD), frequency, and distance. When a signal is
invalid, the distance is replaced by . NM.
PFD (Bearing Pointers and DME)
Wind Data
Wind direction and speed can be displayed in a box on the upper left corner
of the HSI. The box can be displayed by pressing the PFD softkey, followed
by the WIND softkey. The following display options are then available:
Longitudinal and Lateral Components (OPTN1)
Total Direction and Speed (OPTN2)
Total Direction with Head and Crosswind Speed Components (OPTN3)
Box Not Displayed (OFF).

Bearing 2 Information Window
No
Waypoint
Selected
Pointer
Icon
Bearing
Source
Pointer
Icon
Distance to
Bearing Source
Bearing
Source
Bearing 2
Pointer
Bearing 1
Pointer
Frequency
Tuning Mode
Distance
Station
Identier
DME1 Information Window
Frequency
Tuning Mode
No Signal
Phenom 100 25-5
Navigation
DME Window
The DME information window may be enabled/disabled by pressing the DME
softkey (a second-level PFD softkey). The DME information window is dis-
played above the BRG1 information window and shows the DME label, tuning
mode (NAV1, NAV2, or HOLD), frequency, and distance. When a signal is
invalid, the distance is replaced by . NM.
PFD (Bearing Pointers and DME)
Wind Data
Wind direction and speed can be displayed in a box on the upper left corner
of the HSI. The box can be displayed by pressing the PFD softkey, followed
by the WIND softkey. The following display options are then available:
Longitudinal and Lateral Components (OPTN1)
Total Direction and Speed (OPTN2)
Total Direction with Head and Crosswind Speed Components (OPTN3)
Box Not Displayed (OFF).

No
Waypoint
Selected
Pointer
Icon
Bearing
Source
Pointer
Icon
Distance to
Bearing Source
Bearing
Source
Bearing 2
Pointer
Bearing 1
Pointer
Frequency
Tuning Mode
Distance
Station
Identier
Frequency
Tuning Mode
No Signal
25-6 Phenom 100
When the box is selected for display, but wind information is invalid or
unavailable, the box shows NO WIND DATA.
The TAT (Total Air Temperature) and SAT (Static Air Temperature) are dis-
played in the lower left portion of the PFD under normal mode, or underneath
the airspeed indicator in PFD reversionary mode. Both are displayed in C
(Degrees Celsius) by default.
p y p y y
Option 2 Option 1
Option 3 No Data
Normal
Display
Reversionary
Mode
25-6 Phenom 100
When the box is selected for display, but wind information is invalid or
unavailable, the box shows NO WIND DATA.
The TAT (Total Air Temperature) and SAT (Static Air Temperature) are dis-
played in the lower left portion of the PFD under normal mode, or underneath
the airspeed indicator in PFD reversionary mode. Both are displayed in C
(Degrees Celsius) by default.
p y p y y
Option 2 Option 1
Option 3 No Data
Normal
Display
Reversionary
Mode
Phenom 100 25-7
Navigation
Distance Measuring Equipment
The DME system calculates the time delay of radio pulses transmitted to and
immediately received from a ground station. It uses the time data to calculate
the distance from the ground station, ground speed, and time-to-station. The
DME system also supplies the Morse code identification data.
The DME system computes ranges up to 389 nmi (Nautical Mile) (at line-of-
sight altitude), groundspeeds up to 999 kts (Knots) and time to the ground
station up to 99 minutes.
The DME frequency is paired with a VHF (Very High Frequency) NAV (Navi-
gation) frequency. Frequency pairing is automatic and only the VHFNAV fre-
quency is shown on the flight display units.
On Acft With DME1 Only
The DME unit communicates with the integrated avionics through GIA
(Garmin Integrated Avionics unit) 1, which sends commands to the DME 1
unit (radio tuning, paired with the VHFNAV radios) and receives DME calcu-
lated data (slant range, ground speed and time to station).
DME 1 unit interfaces with the audio panels (it sends audio signals to both
audio panels) and the suppression line connection.
The DC BUS 1 supplies the DME system through a protective circuit breaker.
DC BUS 1 supplies DME 1 system through a protective circuit breaker.
On ACFT with DME1 and DME2:
The two DME systems installed in the aircraft are identical and independent
and they are identified as DME 1 and DME 2.
Each DME unit communicates with the integrated avionics through the on
side GIA, which sends commands to the respective DME unit (radio tuning,
paired with the VHFNAV radios) and receives DME calculated data (slant
range, ground speed and time to station).
GROUND STATION
REPLY
(960-1213) MHz
DME
INTERROGATION
(1025-1150) MHz
DELAY
50 s
Phenom 100 25-7
Navigation
Distance Measuring Equipment
The DME system calculates the time delay of radio pulses transmitted to and
immediately received from a ground station. It uses the time data to calculate
the distance from the ground station, ground speed, and time-to-station. The
DME system also supplies the Morse code identification data.
The DME system computes ranges up to 389 nmi (Nautical Mile) (at line-of-
sight altitude), groundspeeds up to 999 kts (Knots) and time to the ground
station up to 99 minutes.
The DME frequency is paired with a VHF (Very High Frequency) NAV (Navi-
gation) frequency. Frequency pairing is automatic and only the VHFNAV fre-
quency is shown on the flight display units.
On Acft With DME1 Only
The DME unit communicates with the integrated avionics through GIA
(Garmin Integrated Avionics unit) 1, which sends commands to the DME 1
unit (radio tuning, paired with the VHFNAV radios) and receives DME calcu-
lated data (slant range, ground speed and time to station).
DME 1 unit interfaces with the audio panels (it sends audio signals to both
audio panels) and the suppression line connection.
The DC BUS 1 supplies the DME system through a protective circuit breaker.
DC BUS 1 supplies DME 1 system through a protective circuit breaker.
On ACFT with DME1 and DME2:
The two DME systems installed in the aircraft are identical and independent
and they are identified as DME 1 and DME 2.
Each DME unit communicates with the integrated avionics through the on
side GIA, which sends commands to the respective DME unit (radio tuning,
paired with the VHFNAV radios) and receives DME calculated data (slant
range, ground speed and time to station).
GROUND STATION
REPLY
(960-1213) MHz
DME
INTERROGATION
(1025-1150) MHz
DELAY
50 s
25-8 Phenom 100
DME units interface with the audio panels (each DME unit sends audio sig-
nals to both audio panels) and the suppression line connection.
DC BUS 1 supplies DME 1 system while DC BUS 2 supplies DME 2 system.
The two systems have each a protective circuit breaker.
DME Controls
The DME controls are located in the bezels of the PFD (Primary Flight Dis-
play). The ADF/DME softkey, on the PFD bezel, controls the DME TUNING
window, which toggles the DME TUNING window ON and OFF.
The DME radio is tuned by selecting the associated NAV system or HOLD in
the DME TUNING window. This selection is done through the dual FMS knob
and the ENT and CLR keys. Pushing the FMS knob activates/deactivates the
cursor in the DME TUNING window. When the cursor is active, the inner FMS
knob is used to select the following tuning modes:
NAV1 Tunes the DME frequency from the selected NAV 1 frequency.
HOLD When in the HOLD position, the DME frequency remains tuned to
the last selected NAV frequency.
The ENT key is used to complete the selection. Pushing the CLR key while in
the process of DME tuning cancels the data entry and reverts back to the pre-
viously selected DME tuning state.
25-8 Phenom 100
DME units interface with the audio panels (each DME unit sends audio sig-
nals to both audio panels) and the suppression line connection.
DC BUS 1 supplies DME 1 system while DC BUS 2 supplies DME 2 system.
The two systems have each a protective circuit breaker.
DME Controls
The DME controls are located in the bezels of the PFD (Primary Flight Dis-
play). The ADF/DME softkey, on the PFD bezel, controls the DME TUNING
window, which toggles the DME TUNING window ON and OFF.
The DME radio is tuned by selecting the associated NAV system or HOLD in
the DME TUNING window. This selection is done through the dual FMS knob
and the ENT and CLR keys. Pushing the FMS knob activates/deactivates the
cursor in the DME TUNING window. When the cursor is active, the inner FMS
knob is used to select the following tuning modes:
HOLD When in the HOLD position, the DME frequency remains tuned to
the last selected NAV frequency.
The ENT key is used to complete the selection. Pushing the CLR key while in
the process of DME tuning cancels the data entry and reverts back to the pre-
viously selected DME tuning state.
Phenom 100 25-9
Navigation
Controls and Indications
Note: DME failure is evident to the flight crew. When the GIA loses com-
munication with the DME receiver or it stops sending DME data to
the flight display units a red "X" is placed in the DME window.
When the signal from the DME station is not being received the
DME range is replaced by dashes in the DME window.
DME Audio
Phenom 100 25-9
Navigation
Controls and Indications
Note: DME failure is evident to the flight crew. When the GIA loses com-
munication with the DME receiver or it stops sending DME data to
the flight display units a red "X" is placed in the DME window.
When the signal from the DME station is not being received the
DME range is replaced by dashes in the DME window.
DME Audio
25-10 Phenom 100
Standby Compass System
The standby compass unit is a magnetic compass, self contained unit which
provides a constant indication of aircraft heading and requires electrical
power only for illumination.
The compass card is marked with white legend on a black background. Each
30-degree line (except the cardinals) is identified by numerals representing
degrees. The last digit is omitted in each case (e.g. 3 denotes 30 degrees,
24 denotes 240 degrees, etc).The cardinal points are appropriately marked
N, S, E and W. Headings are read against a vertical lubber line
engraved and filled white on the inside surface of the bowl, the arrangement
being such as to minimize reading errors due to parallax effect.
The standby compass unit receives 28 V DC power from the EMERGENCY
BUS through a dedicated circuit breaker (trip-free type), which provides
appropriate circuit protection.
Illumination of the compass is achieved by using a LED (Light-Emitting
Diode), mounted beneath the compass body but enclosed within the instru-
ment.The illumination is turned on by the CKPT PANEL potentiometer on the
LIGHTS control panel. The illumination has no brightness adjustment.
The standby compass sub-subsystem includes these components:
Standby Compass Unit
Compass Calibration Placard

The magnetic compass bowl is filled with silicone fluid to provide damping for
movement of the compass card. Metal bellows, hermetically sealed to the
rear of the compass bowl, allow for expansion and contraction of the fluid due
to changes in temperature. The standby compass unit is installed in the cock-
pit compass shroud.
There is one placard that contains the corrections for normal operation condi-
tions (ENGINES, ELECTRICAL GEN AND RADIOS ON table) and for emer-
gency conditions (ELECTRICAL EMERGENGY table).
The COMPASS CALIBRATION placard is installed on the reading light
shroud assembly, in the cockpit.
The standby compass unit is compensated for aircraft magnetic interference
and a COMPASS CALIBRATION placard informs the deviations.
For operation, there are two types of readings:
Normal Reading
Under a normal operation condition, the values contained in the ENGINES,
ELECTRICAL GEN AND RADIOS ON table (normal flight condition) of the
25-10 Phenom 100
Standby Compass System
The standby compass unit is a magnetic compass, self contained unit which
provides a constant indication of aircraft heading and requires electrical
power only for illumination.
The compass card is marked with white legend on a black background. Each
30-degree line (except the cardinals) is identified by numerals representing
degrees. The last digit is omitted in each case (e.g. 3 denotes 30 degrees,
24 denotes 240 degrees, etc).The cardinal points are appropriately marked
N, S, E and W. Headings are read against a vertical lubber line
engraved and filled white on the inside surface of the bowl, the arrangement
being such as to minimize reading errors due to parallax effect.
The standby compass unit receives 28 V DC power from the EMERGENCY
BUS through a dedicated circuit breaker (trip-free type), which provides
appropriate circuit protection.
Illumination of the compass is achieved by using a LED (Light-Emitting
Diode), mounted beneath the compass body but enclosed within the instru-
ment.The illumination is turned on by the CKPT PANEL potentiometer on the
LIGHTS control panel. The illumination has no brightness adjustment.
The standby compass sub-subsystem includes these components:

The magnetic compass bowl is filled with silicone fluid to provide damping for
movement of the compass card. Metal bellows, hermetically sealed to the
rear of the compass bowl, allow for expansion and contraction of the fluid due
to changes in temperature. The standby compass unit is installed in the cock-
pit compass shroud.
There is one placard that contains the corrections for normal operation condi-
tions (ENGINES, ELECTRICAL GEN AND RADIOS ON table) and for emer-
gency conditions (ELECTRICAL EMERGENGY table).
The COMPASS CALIBRATION placard is installed on the reading light
shroud assembly, in the cockpit.
The standby compass unit is compensated for aircraft magnetic interference
and a COMPASS CALIBRATION placard informs the deviations.
For operation, there are two types of readings:
Normal Reading
Under a normal operation condition, the values contained in the ENGINES,
ELECTRICAL GEN AND RADIOS ON table (normal flight condition) of the
Phenom 100 25-11
Navigation
COMPASS CALIBRATION placard shall be used for correcting the compass
residual deviations (due to the characteristic aircraft generated magnetic
field).
Emergency Reading
In case of an aircraft electrical power emergency condition, the standby com-
pass unit continues to operate normally. However, the values contained in the
ELECTRICAL EMERGENGY table of the COMPASS CALIBRATION placard
shall be used for correcting the presented deviations under this condition.
COMPASS CALIBRATION
ENGINES,
ELECTRICAL
GEN AND
RADIOS ON
ELECTRICAL
EMERGENCY
STEER STEER
AIRCRAFT
DATE
FOR
030
060
120
150
210
240
300
330
COMPASS
CALIBRATION
PLACARD

EXTERNAL
LIGHTS
CKPT CABIN
LDG
TAXI
OFF
ON
OFF
OFF OFF
BRT
DIM
OFF
BRT BRT
Phenom 100 25-11
Navigation
COMPASS CALIBRATION placard shall be used for correcting the compass
residual deviations (due to the characteristic aircraft generated magnetic
field).
Emergency Reading
In case of an aircraft electrical power emergency condition, the standby com-
pass unit continues to operate normally. However, the values contained in the
ELECTRICAL EMERGENGY table of the COMPASS CALIBRATION placard
shall be used for correcting the presented deviations under this condition.
COMPASS CALIBRATION
ENGINES,
ELECTRICAL
GEN AND
RADIOS ON
ELECTRICAL
EMERGENCY
STEER STEER
AIRCRAFT
DATE
FOR
030
060
120
150
210
240
300
330
COMPASS
CALIBRATION
PLACARD

EXTERNAL
LIGHTS
CKPT CABIN
LDG
TAXI
OFF
ON
OFF
OFF OFF
BRT
DIM
OFF
BRT BRT
25-12 Phenom 100
Integrated Electronic Standby Instrument
The IESI (Integrated Electronic Standby Instrument) system is a backup navi-
gation source. It is a backup source of flight data such as attitude, altitude,
and airspeed information on a single AMLCD (Active Matrix Liquid Crystal
Display) flat panel screen. It also displays the aircraft magnetic heading and
ILS (Instrument Landing System) information received from external
sources.It is located on the upper instrument control panel next to the con-
trols.
The IESI unit receives static pressure and total pressure from a pitot-static
probe through pneumatic plumbing. The pressure information is computed so
that the air data related functions are performed.The IESI unit has internal
gyros and accelerometers to perform inertial data functions.
During normal operation, the IESI computes and displays attitude, slip/skid
indication, altitude (baro-corrected), airspeed, vertical speed, Mach number,
and VMO/MMO. In addition, the IESI receives and displays magnetic heading
information from AHRS 1.
The units of all the indications provided on the IESI display are in accordance
with the corresponding indications provided on the primary displays. If, by
selection, they are different, the units are clearly stated.
25-12 Phenom 100
Integrated Electronic Standby Instrument
The IESI (Integrated Electronic Standby Instrument) system is a backup navi-
gation source. It is a backup source of flight data such as attitude, altitude,
and airspeed information on a single AMLCD (Active Matrix Liquid Crystal
Display) flat panel screen. It also displays the aircraft magnetic heading and
ILS (Instrument Landing System) information received from external
sources.It is located on the upper instrument control panel next to the con-
trols.
The IESI unit receives static pressure and total pressure from a pitot-static
probe through pneumatic plumbing. The pressure information is computed so
that the air data related functions are performed.The IESI unit has internal
gyros and accelerometers to perform inertial data functions.
During normal operation, the IESI computes and displays attitude, slip/skid
indication, altitude (baro-corrected), airspeed, vertical speed, Mach number,
and VMO/MMO. In addition, the IESI receives and displays magnetic heading
information from AHRS 1.
The units of all the indications provided on the IESI display are in accordance
with the corresponding indications provided on the primary displays. If, by
selection, they are different, the units are clearly stated.
Phenom 100 25-13
Navigation
IESI Pitot - Static Tube
IESI Interfaces
In normal operation, the IESI is fed through the EMERGENCY BUS, which is
the IESI primary input power source. In the event of a failure of the EMER-
GENCY BUS, the IESI power supply is automatically switched through a
relay from EMERGENCY BUS to DC BUS 1. Each IESI unit power supply
has a dedicated circuit breaker (trip-free type), which provides appropriate
circuit protection.
The IESI unit receives the inputs that follow:
ILS Information from GIA (Garmin Integrated Avionics unit)
Flap Angle Information from GIA 1
Heading Information from AHRS (Attitude and Heading Reference System)
Discrete from GEA (Garmin Engine/Airframe unit) 1 for enabling / disabling

the altitude in meters indication on the IESI display.
0 to 28 V DC (Volt Direct Current) from the cockpit dimmer for the IESI
bezel light dimming control.
Static pressure and total pressure from the pitot-static probe through pneu-
matic plumbing.
The IESI unit provides the outputs that follow:
Attitude information is provided for the data concentrator unit
Air data information is provided for the data concentrator unit

Phenom 100 25-13
Navigation
IESI Pitot - Static Tube
IESI Interfaces
In normal operation, the IESI is fed through the EMERGENCY BUS, which is
the IESI primary input power source. In the event of a failure of the EMER-
GENCY BUS, the IESI power supply is automatically switched through a
relay from EMERGENCY BUS to DC BUS 1. Each IESI unit power supply
has a dedicated circuit breaker (trip-free type), which provides appropriate
circuit protection.
The IESI unit receives the inputs that follow:
ILS Information from GIA (Garmin Integrated Avionics unit)
Flap Angle Information from GIA 1
Heading Information from AHRS (Attitude and Heading Reference System)
Discrete from GEA (Garmin Engine/Airframe unit) 1 for enabling / disabling

the altitude in meters indication on the IESI display.
0 to 28 V DC (Volt Direct Current) from the cockpit dimmer for the IESI
bezel light dimming control.
Static pressure and total pressure from the pitot-static probe through pneu-
matic plumbing.
The IESI unit provides the outputs that follow:
Attitude information is provided for the data concentrator unit
Air data information is provided for the data concentrator unit

25-14 Phenom 100
Integrated Electronic Standby Instrument Block Diagram
IESI Controls and Indications
The IESI controls are located in the IESI bezel, which provides easy access
when the pilots are seated and without any significant interference with air-
craft structure or other controls.
The brightness of the IESI bezel is controlled by the CKPT PANEL potentiom-
eter, located on the LIGHTS control panel.
Integrated Electronic Standby Instrument - IESI Controls
Ref Description Function
1 ILS Key
Shows the glideslope and localizer indications on
the IESI display.
3 STD Key
Sets the baro correction value to the standard baro-
correction (1013 hPa / 29.92 inHg).
6 Photocell Adjusts the IESI display brightness automatically.
IESI
PWR 1
IESI
PWR 2
INTEGRATED
ELETRONIC
STANDBY
INSTRUMENT
UNIT

(IESI UNIT)
EMERGENCY BUS
DATA
CONCENTRATOR
UNIT
STBY PWR SUPPLY
ENABLE RELAY
DC BUS 1
SATELLITE
WEATHER/RADIO
RECEIVER
MFD
HSDB
H
S
D
B
INTEGRATED
AVIONICS
UNIT 1
(GIA 1)
AHRS 1
UNIT
COCKPIT
DIMMER
R
S
-
4
8
5
PFD 1 PFD 2
ENGINE/AIRFRAME
UNIT 1
(GEA 1)
SDS2432_341100P013
25-14 Phenom 100
Integrated Electronic Standby Instrument Block Diagram
IESI Controls and Indications
The IESI controls are located in the IESI bezel, which provides easy access
when the pilots are seated and without any significant interference with air-
craft structure or other controls.
The brightness of the IESI bezel is controlled by the CKPT PANEL potentiom-
eter, located on the LIGHTS control panel.
Integrated Electronic Standby Instrument - IESI Controls
1 ILS Key
Shows the glideslope and localizer indications on
the IESI display.
3 STD Key
Sets the baro correction value to the standard baro-
correction (1013 hPa / 29.92 inHg).
6 Photocell Adjusts the IESI display brightness automatically.
IESI
PWR 1
IESI
PWR 2
INTEGRATED
ELETRONIC
STANDBY
INSTRUMENT
UNIT

(IESI UNIT)
EMERGENCY BUS
DATA
CONCENTRATOR
UNIT
STBY PWR SUPPLY
ENABLE RELAY
DC BUS 1
SATELLITE
WEATHER/RADIO
RECEIVER
MFD
HSDB
H
S
D
B
INTEGRATED
AVIONICS
UNIT 1
(GIA 1)
AHRS 1
UNIT
COCKPIT
DIMMER
R
S
-
4
8
5
PFD 1 PFD 2
ENGINE/AIRFRAME
UNIT 1
(GEA 1)
SDS2432_341100P013
Phenom 100 25-15
Navigation
IESI Indications
9 BARO Knob
Baro-correction setting can be adjusted by rotating
the BARO knob. Rotation clockwise increases the
baro-corrected setting value. Rotation counter-
clockwise decreases the baro-correction value.
When the selected baro-correction is out of range,
displayed indication remains locked and action on
the rotary knob is not taken into account.
12 CAGE Key
When the CAGE key is maintained depressed for
more than 1 second, the horizon function is reset to
zero. In addition, a CAGE warning flag appears and
is maintained during 10 seconds after release of the
CAGE key. The CAGE function should only be used
under stabilized flight conditions.
10
10
20
2
O
BARO
ILS STD
+
-
CAGE
1013 M
32 34
10
10
hPA 3880
220
20 127
40
20
13000
12500 180
20
M. 47 HDG1
3700
.
.
ILS1
ROLL SCALE
AIRCCRAFT SYMBOL
ROLL POINTER
SLIP/SKID INDICATOR
PITCH SCALE
HORIZON LINE
ROLL SCALE ZERO
240
AIRCRAFT SYMBOL
SDS2432_341100P023R
4
3
8
7
11
17
15
2
1
6
5
10
9
14
13
12
A
16
Phenom 100 25-15
Navigation
IESI Indications
9 BARO Knob
Baro-correction setting can be adjusted by rotating
the BARO knob. Rotation clockwise increases the
baro-corrected setting value. Rotation counter-
clockwise decreases the baro-correction value.
When the selected baro-correction is out of range,
displayed indication remains locked and action on
the rotary knob is not taken into account.
12 CAGE Key
When the CAGE key is maintained depressed for
more than 1 second, the horizon function is reset to
zero. In addition, a CAGE warning flag appears and
is maintained during 10 seconds after release of the
CAGE key. The CAGE function should only be used
under stabilized flight conditions.
10
10
20
2
O
BARO
ILS STD
+
-
CAGE
1013 M
32 34
10
10
hPA 3880
220
20 127
40
20
13000
12500 180
20
M. 47 HDG1
3700
.
.
ILS1
ROLL SCALE
AIRCCRAFT SYMBOL
ROLL POINTER
SLIP/SKID INDICATOR
PITCH SCALE
HORIZON LINE
ROLL SCALE ZERO
240
AIRCRAFT SYMBOL
SDS2432_341100P023R
4
3
8
7
11
17
15
2
1
6
5
10
9
14
13
12
A
16
25-16 Phenom 100
Attitude and Slip/Skid
Attitude and slip/skid indication is displayed at the central part of the IESI dis-
play. The attitude is shown in degrees. Slip/skid represents the aircraft
sensed lateral acceleration. It is indicated by a movable trapezoid presented
below the roll pointer.
2 - Baro-correction Setting
Baro-correction setting is displayed at the central part of the top of the IESI
display. The unit is inHg or hPa, depending on the strap configuration, and it
is indicated by an InHG or hPa, respectively, on the right side of the baro-
correction setting value.
4 - Altitude in Meters
The altitude in meters box is shown above the altitude tape, whenever
selected by a softkey on the PFD (Primary Flight Display) 1 menu. The unit
(meters) is indicated by an M at the right side of the altitude value.
7 - Altitude Tape
The altitude tape is located on the right side of the IESI display. It shows the
current baro corrected altitude (in feet) at a digital readout box, at the center
of the moving tape.
8 - Vertical Speed
The vertical speed (in feet/minute) is displayed in a box below the altitude
tape. An arrow, located at the left side of the box, indicates if the aircraft is
climbing or descending.
10 - Heading Annunciator
The heading annunciator which is located on the right side of the magnetic
heading tape, indicates the source that is being currently used for obtaining
magnetic heading information. For example, HDG1 means that AHRS 1 is the
current source.
16 - VMO/MMO and VFE (Maximum Flaps Extended Speed)
The VMO/MMO and VFE are indicated by a red barber pole placed at the
high end of the airspeed tape.
11 - Magnetic Heading Tape
The magnetic heading tape is located at the central part of the bottom of the
IESI display. It shows the current magnetic heading information (in degrees).
13 - Mach Number
The Mach indication shows at the bottom left corner, below the airspeed tape.
The Mach number starts to be shown above Mach 0.45 and it is removed
below Mach 0.40.
25-16 Phenom 100
Attitude and Slip/Skid
Attitude and slip/skid indication is displayed at the central part of the IESI dis-
play. The attitude is shown in degrees. Slip/skid represents the aircraft
sensed lateral acceleration. It is indicated by a movable trapezoid presented
below the roll pointer.
2 - Baro-correction Setting
Baro-correction setting is displayed at the central part of the top of the IESI
display. The unit is inHg or hPa, depending on the strap configuration, and it
is indicated by an InHG or hPa, respectively, on the right side of the baro-
correction setting value.
4 - Altitude in Meters
The altitude in meters box is shown above the altitude tape, whenever
selected by a softkey on the PFD (Primary Flight Display) 1 menu. The unit
(meters) is indicated by an M at the right side of the altitude value.
7 - Altitude Tape
The altitude tape is located on the right side of the IESI display. It shows the
current baro corrected altitude (in feet) at a digital readout box, at the center
of the moving tape.
8 - Vertical Speed
The vertical speed (in feet/minute) is displayed in a box below the altitude
tape. An arrow, located at the left side of the box, indicates if the aircraft is
climbing or descending.
10 - Heading Annunciator
The heading annunciator which is located on the right side of the magnetic
heading tape, indicates the source that is being currently used for obtaining
magnetic heading information. For example, HDG1 means that AHRS 1 is the
current source.
16 - VMO/MMO and VFE (Maximum Flaps Extended Speed)
The VMO/MMO and VFE are indicated by a red barber pole placed at the
high end of the airspeed tape.
11 - Magnetic Heading Tape
The magnetic heading tape is located at the central part of the bottom of the
IESI display. It shows the current magnetic heading information (in degrees).
13 - Mach Number
The Mach indication shows at the bottom left corner, below the airspeed tape.
The Mach number starts to be shown above Mach 0.45 and it is removed
below Mach 0.40.
Phenom 100 25-17
Navigation
14 - ILS Indication
The ILS indication consists of a vertical scale (glide slope) and a horizontal
scale (localizer).
15 - Airspeed Tape
The airspeed tape is located on the left side of the IESI display. It shows the
current indicated airspeed (in knots) at a digital readout box, at the center of
the moving tape.
17 - ILS Annunciator
The ILS annunciator is located at the right upper corner of the IESI display. It
indicates the source that is being currently used for obtaining the ILS informa-
tion. For example, ILS1 (from GIA 1) is the current source.
IESI Abnormal Operation
In case of electrical power emergency, the IESI remains operational since it is
fed by the electrical EMERGENCY BUS. In case of internal failure detection
with a loss of information integrity, the IESI enters the fail state and an OUT
OF ORDER page is displayed.
In case of failure of the attitude function detected by the internal monitoring,
the display elements of the attitude (brown and blue background, pitch scale,
roll scale, roll pointer, and skyline) should be removed and replaced by an
attitude failure flag.
In case of no availability of the magnetic heading information coming from the
AHRS, the IESI does not display the magnetic heading indication, which is
replaced by a red cross. All the other functions remain preserved.
In case of failure of the airspeed function detected by the internal monitoring,
the airspeed tape and the readout should be removed and an airspeed failure
flag be displayed. Similarly, in case of failure of the altitude function detected
by the internal monitoring, the altitude tape and the readout should be
removed and an altitude failure flag be displayed.
In addition, the following failure flags are also implemented on the IESI unit:
VMO/MMO/VFE
In case of lack of relevant parameters for VMO/MMO and VFE calculation,
the barber pole is not displayed and the VMO warning flag is displayed at the
top of airspeed scale.
ILS
In case of failure, the ILS pointer and scale are removed and replaced by a
red cross.
SSEC (Static Source Error Correction)
In case of loss of SSEC correction, an SSEC warning flag is displayed in
place of the Mach number indication at the bottom of the airspeed tape.
Phenom 100 25-17
Navigation
14 - ILS Indication
The ILS indication consists of a vertical scale (glide slope) and a horizontal
scale (localizer).
15 - Airspeed Tape
The airspeed tape is located on the left side of the IESI display. It shows the
current indicated airspeed (in knots) at a digital readout box, at the center of
the moving tape.
17 - ILS Annunciator
The ILS annunciator is located at the right upper corner of the IESI display. It
indicates the source that is being currently used for obtaining the ILS informa-
tion. For example, ILS1 (from GIA 1) is the current source.
IESI Abnormal Operation
In case of electrical power emergency, the IESI remains operational since it is
fed by the electrical EMERGENCY BUS. In case of internal failure detection
with a loss of information integrity, the IESI enters the fail state and an OUT
OF ORDER page is displayed.
In case of failure of the attitude function detected by the internal monitoring,
the display elements of the attitude (brown and blue background, pitch scale,
roll scale, roll pointer, and skyline) should be removed and replaced by an
attitude failure flag.
In case of no availability of the magnetic heading information coming from the
AHRS, the IESI does not display the magnetic heading indication, which is
replaced by a red cross. All the other functions remain preserved.
In case of failure of the airspeed function detected by the internal monitoring,
the airspeed tape and the readout should be removed and an airspeed failure
flag be displayed. Similarly, in case of failure of the altitude function detected
by the internal monitoring, the altitude tape and the readout should be
removed and an altitude failure flag be displayed.
In addition, the following failure flags are also implemented on the IESI unit:
VMO/MMO/VFE
In case of lack of relevant parameters for VMO/MMO and VFE calculation,
the barber pole is not displayed and the VMO warning flag is displayed at the
top of airspeed scale.
ILS
In case of failure, the ILS pointer and scale are removed and replaced by a
red cross.
SSEC (Static Source Error Correction)
In case of loss of SSEC correction, an SSEC warning flag is displayed in
place of the Mach number indication at the bottom of the airspeed tape.
25-18 Phenom 100
VHF NAV System
The navigation radio system consists of dual navigation VOR/LOC/GS receiv-
ers installed in the aircraft. The VOR/LOC/GS 1 receiver and VOR/LOC/GS 2
receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 and GIA 2,
respectively. Dual marker beacon (MB) receivers also compliment the naviga-
tion system.
The VOR/LOC receiver provides tuning from 108.00 to 117.95 MHz (Mega-
hertz) in 50 kHz (Kilohertz) increments.The GS receiver provides tuning from
328.6 to 335.4 MHz as paired with the frequency tuned on the VOR/LOC
receiver.
VOR/LOC/GS Interfaces
GIA 1 and GIA 2 communicate with the flight display units through the HSDB
(High Speed Data Bus). All VOR/LOC/GS data is sent to the flight display
units and other consumers through this bus.
Each VOR/LOC/GS receiver sends audio data to the on-side and to the
cross-side audio panels, through a digital audio interface.
GIA 1 (VOR/LOC/GS 1) is connected to the aircraft EMERGENCY BUS and
GIA 2 (VOR/LOC/GS 2) is connected to DC BUS 2. Each GIA is connected to
its electrical bus through a dedicated protective circuit breaker.
In normal conditions, the EMERGENCY BUS and DC BUS 2 are fed by two
independent generators (one per engine). The EMERGENCY BUS switches
automatically to the aircraft battery in case its corresponding generator fails,
keeping VOR/LOC/GS 1 still available.
25-18 Phenom 100
VHF NAV System
The navigation radio system consists of dual navigation VOR/LOC/GS receiv-
ers installed in the aircraft. The VOR/LOC/GS 1 receiver and VOR/LOC/GS 2
receiver are integrated in GIA (Garmin Integrated Avionics unit) 1 and GIA 2,
respectively. Dual marker beacon (MB) receivers also compliment the naviga-
tion system.
The VOR/LOC receiver provides tuning from 108.00 to 117.95 MHz (Mega-
hertz) in 50 kHz (Kilohertz) increments.The GS receiver provides tuning from
328.6 to 335.4 MHz as paired with the frequency tuned on the VOR/LOC
receiver.
VOR/LOC/GS Interfaces
GIA 1 and GIA 2 communicate with the flight display units through the HSDB
(High Speed Data Bus). All VOR/LOC/GS data is sent to the flight display
units and other consumers through this bus.
Each VOR/LOC/GS receiver sends audio data to the on-side and to the
cross-side audio panels, through a digital audio interface.
GIA 1 (VOR/LOC/GS 1) is connected to the aircraft EMERGENCY BUS and
GIA 2 (VOR/LOC/GS 2) is connected to DC BUS 2. Each GIA is connected to
its electrical bus through a dedicated protective circuit breaker.
In normal conditions, the EMERGENCY BUS and DC BUS 2 are fed by two
independent generators (one per engine). The EMERGENCY BUS switches
automatically to the aircraft battery in case its corresponding generator fails,
keeping VOR/LOC/GS 1 still available.
Phenom 100 25-19
Navigation
VHF Nav System - VOR/LOC/GS Block Diagram
G
U
I
D
A
N
C
E

P
A
N
E
L
V
O
R
/
L
O
C
/
G
S
A
N
T
E
N
N
A
S
P
L
I
T
T
E
R
V
O
R
/
L
O
C
/
G
S

A
N
T
E
N
N
A
P
F
D

1
P
F
D

2
E
M
E
R
G
E
N
C
Y

B
U
S
D
C

B
U
S

2
M
F
D
G
I
A

1
G
I
A

2
HSDB
V
O
R
/
L
O
C
/
G
S
A
N
T
E
N
N
A
P
H
A
S
E

C
O
U
P
L
E
R
H
S
D
B
N
O
R
M
/
R
E
V
S
W
I
T
C
H
N
A
V

1
D
I
G
.

A
U
D
I
O
V
O
R
/
L
O
C
S
I
G
N
A
L

#
1
2

#

L
A
N
G
I
S

S
G
1

#

L
A
N
G
I
S

S
G
V
O
R
/
L
O
C
S
I
G
N
A
L

#
2
N
A
V

2
D
I
G
.

A
U
D
I
O
R
E
V
.
M
O
D
E
R
E
V
.
M
O
D
E
R
E
V
.
M
O
D
E
R
E
V
.
M
O
D
E
M
A
I
N
T
E
N
A
N
C
E

P
A
N
E
L
I
N
T
E
G
R
A
T
E
D
A
V
I
O
N
I
C
S
U
N
I
T

1
(
G
I
A

1
)
I
N
T
E
G
R
A
T
E
D
A
V
I
O
N
I
C
S
U
N
I
T

2
(
G
I
A

2
)
A
U
D
I
O
P
A
N
E
L

1
A
U
D
I
O
P
A
N
E
L

2
Phenom 100 25-19
Navigation
VHF Nav System - VOR/LOC/GS Block Diagram
G
U
I
D
A
N
C
E

P
A
N
E
L
V
O
R
/
L
O
C
/
G
S
A
N
T
E
N
N
A
S
P
L
I
T
T
E
R
V
O
R
/
L
O
C
/
G
S

A
N
T
E
N
N
A
P
F
D

1
P
F
D

2
E
M
E
R
G
E
N
C
Y

B
U
S
D
C

B
U
S

2
M
F
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25-20 Phenom 100
VOR/LOC/GS Indications
The VOR/LOC/GS indications are presented in the fields that follow:
NAV Frequency Window, on the left upper corner of each flight display unit
(PFD 1, MFD, and PFD 2).
Glide Slope Tape

VOR/LOC/GS Indications on NAV Frequency Window
On the NAV frequency window, the active NAV frequency field is located on
the right side and the standby NAV frequency field is located on the left side.
The active NAV frequency is shown in green indicating the NAV radio is
selected for navigation on the HSI.
The NAV tuning box is shown over the standby NAV frequency field when the
radio is selected for tuning. The frequency transfer arrow shows beside the
NAV tuning box, between the active and standby NAV frequencies.
The station ID (Identification) code is shown on the right of the active NAV fre-
quency field.
Adjusting the NAV radio volume using the NAV VOL/ID knob, the level is
shown in place of the standby NAV frequencies. Volume level indication
remains for two seconds after the change.
When the identifier is ON, a white ID indication is displayed on the left of the
active NAV frequency field and the Morse code is heard on the NAV audio,
provided the corresponding NAV radio is selected on the audio panel.
25-20 Phenom 100
VOR/LOC/GS Indications
The VOR/LOC/GS indications are presented in the fields that follow:
NAV Frequency Window, on the left upper corner of each flight display unit
(PFD 1, MFD, and PFD 2).
Glide Slope Tape

VOR/LOC/GS Indications on NAV Frequency Window
On the NAV frequency window, the active NAV frequency field is located on
the right side and the standby NAV frequency field is located on the left side.
The active NAV frequency is shown in green indicating the NAV radio is
selected for navigation on the HSI.
The NAV tuning box is shown over the standby NAV frequency field when the
radio is selected for tuning. The frequency transfer arrow shows beside the
NAV tuning box, between the active and standby NAV frequencies.
The station ID (Identification) code is shown on the right of the active NAV fre-
quency field.
Adjusting the NAV radio volume using the NAV VOL/ID knob, the level is
shown in place of the standby NAV frequencies. Volume level indication
remains for two seconds after the change.
When the identifier is ON, a white ID indication is displayed on the left of the
active NAV frequency field and the Morse code is heard on the NAV audio,
provided the corresponding NAV radio is selected on the audio panel.
Phenom 100 25-21
Navigation
Glideslope Mode
Navigation Source
Glideslope
Indicator
Glidescope
Mode Active
Approach
Mode Active
Frequency Tuned
Phenom 100 25-21
Navigation
Glideslope Mode
Navigation Source
Glideslope
Indicator
Glidescope
Mode Active
Approach
Mode Active
Frequency Tuned
25-22 Phenom 100
VOR/LOC/GS Controls
The VOR/LOC/GS controls are located on each flight display unit (PFD 1,
MFD, and PFD 2), on the guidance panel, and on the audio panels.
The NAV frequency window is controlled by means of knobs and keys on the
left side of PFD 1, MFD, and PFD 2.
MENU
PROC
ENT CLR
FPL
D
RANGE
PAN
PUSH
- +
BARO
COM
FMS
PUSH
STD
PUSH
1-2
VOL
PUSH
SQ
EMERG
PUSH
1-2
NAV
PUSH
ID VOL
DFLT MAP
PUSH CRSR
20 20
10
180
200
1600
1500
1400
4
2
S
E
2
4
W
3
6
1
2
33
N
10 10
1 5 2 1
3
O
356
HDG 356 049 CRS
140
160
170 TAS KT 2992 IN
1200
1100
2
4
40
13
20
170
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
NAV1
NAV2 COM2
118.000 COM1 136.975
136.975 118.000
355
ALT
053 TRK DTK NM 136 DIS KIXD VPT
HDG 1500 FPH VS
109.90
110.60
114.10
111.60
BNA
GHM
NAV2
MEM
NM 53.1
DME
112.00
NAV1
NM 53.1
NM 53.1
NAV1
MKL
VOR1
SOFTKEYS (REF.)
NAV FREQUENCY
TRANSFER KEY
NAV VOL/ID KNOB
DUAL NAV KNOB
CRS1 KNOB CRS2 KNOB
COM1
MIC
COM1
COM2
COM2
MIC
COM3
MIC
COM3
PA TEL
MUSIC
HI
SENS
DME NAV1
NAV2 ADF
AUX
MAN
SQ
PLAY
CABIN
VOL SQ
ICS MSTR
DISPLAY BACKUP
MKR
MUTE
SPKR
INTR
COM
CRS1 HDG SEL ALT SEL SPD SEL CRS2
FD NAV HDG AP YD ALT VNV FLC
DN
UP
CSC
CPL BANK
APR
PUSH DIR
FD VS
PUSH IAS MACH PUSH DIR PUSH SYNC
NAV1 KEY
NAV2 KEY
SDS2432_343200P101R
25-22 Phenom 100
VOR/LOC/GS Controls
The VOR/LOC/GS controls are located on each flight display unit (PFD 1,
MFD, and PFD 2), on the guidance panel, and on the audio panels.
The NAV frequency window is controlled by means of knobs and keys on the
left side of PFD 1, MFD, and PFD 2.
MENU
PROC
ENT CLR
FPL
D
RANGE
PAN
PUSH
- +
BARO
COM
FMS
PUSH
STD
PUSH
1-2
VOL
PUSH
SQ
EMERG
PUSH
1-2
NAV
PUSH
ID VOL
DFLT MAP
PUSH CRSR
20 20
10
180
200
1600
1500
1400
4
2
S
E
2
4
W
3
6
1
2
33
N
10 10
1 5 2 1
3
O
356
HDG 356 049 CRS
140
160
170 TAS KT 2992 IN
1200
1100
2
4
40
13
20
170
INSET SENSOR PFD OBS CDI ADF/DME XPDR IDENT TMR/REF NRST MSG
NAV1
NAV2 COM2
118.000 COM1 136.975
136.975 118.000
355
ALT
053 TRK DTK NM 136 DIS KIXD VPT
HDG 1500 FPH VS
109.90
110.60
114.10
111.60
BNA
GHM
NAV2
MEM
NM 53.1
DME
112.00
NAV1
NM 53.1
NM 53.1
NAV1
MKL
VOR1
SOFTKEYS (REF.)
NAV FREQUENCY
TRANSFER KEY
NAV VOL/ID KNOB
DUAL NAV KNOB
CRS1 KNOB CRS2 KNOB
COM1
MIC
COM1
COM2
COM2
MIC
COM3
MIC
COM3
PA TEL
MUSIC
HI
SENS
DME NAV1
NAV2 ADF
AUX
MAN
SQ
PLAY
CABIN
VOL SQ
ICS MSTR
DISPLAY BACKUP
MKR
MUTE
SPKR
INTR
COM
CRS1 HDG SEL ALT SEL SPD SEL CRS2
FD NAV HDG AP YD ALT VNV FLC
DN
UP
CSC
CPL BANK
APR
PUSH DIR
FD VS
PUSH IAS MACH PUSH DIR PUSH SYNC
NAV1 KEY
NAV2 KEY
SDS2432_343200P101R
Phenom 100 25-23
Navigation
DUAL NAV Knob
It is used to tune a NAV frequency in the NAV tuning box (the outer knob is
used for MHz and the inner knob is used for kHz). Clockwise rotation
increases the frequency, while counterclockwise rotation decreases the fre-
quency.
It is also used to move the NAV tuning box between the NAV 1 and NAV 2
radios. To do this, it is necessary to push the inner knob.
NAV Frequency Transfer Key
This key is used to transfer the NAV frequencies between the active and the
standby NAV frequency fields.
NAV VOL/ID Knob
The NAV VOL/ID knob is used to adjust the NAV radio volume level. Clock-
wise rotation increases the volume, while counterclockwise rotation
decreases the volume. It is also used to turn the Morse code ID function ON
and OFF. To do this, it is necessary to push the NAV VOL/ID knob.
Softkeys
Softkeys used for the HSI control are available at the bottom of PFD 1 and
PFD 2. The CDI softkey is used to selected the desired NAV source on the
HSI. Pushing the PFD softkey provides access to the BRG1 and BRG2 soft-
keys, which are used to enable the bearing pointers and information windows
on the HSI.
Guidance Panel
The guidance panel provides control of the selected course in each PFD
(CRS1 and CRS2). Clockwise rotation increases the course and counter-
clockwise rotation decreases it.
Audio Panel
The NAV radio audio can be selected on the audio panels, through the NAV1
and NAV2 keys.
Phenom 100 25-23
Navigation
DUAL NAV Knob
It is used to tune a NAV frequency in the NAV tuning box (the outer knob is
used for MHz and the inner knob is used for kHz). Clockwise rotation
increases the frequency, while counterclockwise rotation decreases the fre-
quency.
It is also used to move the NAV tuning box between the NAV 1 and NAV 2
radios. To do this, it is necessary to push the inner knob.
NAV Frequency Transfer Key
This key is used to transfer the NAV frequencies between the active and the
standby NAV frequency fields.
NAV VOL/ID Knob
The NAV VOL/ID knob is used to adjust the NAV radio volume level. Clock-
wise rotation increases the volume, while counterclockwise rotation
decreases the volume. It is also used to turn the Morse code ID function ON
and OFF. To do this, it is necessary to push the NAV VOL/ID knob.
Softkeys
Softkeys used for the HSI control are available at the bottom of PFD 1 and
PFD 2. The CDI softkey is used to selected the desired NAV source on the
HSI. Pushing the PFD softkey provides access to the BRG1 and BRG2 soft-
keys, which are used to enable the bearing pointers and information windows
on the HSI.
Guidance Panel
The guidance panel provides control of the selected course in each PFD
(CRS1 and CRS2). Clockwise rotation increases the course and counter-
clockwise rotation decreases it.
Audio Panel
The NAV radio audio can be selected on the audio panels, through the NAV1
and NAV2 keys.
25-24 Phenom 100
Marker Beacon (MB)
The MB system identifies exact locations on the LOC flight path as a function
of the GS angle and the approach category of the runway. The MB ground
station transmits a 75-MHz signal that is modulated with 400 Hz (Hertz), 1300
Hz, or 3000 Hz tones.
There are two MB receivers installed in the aircraft. The MB 1 receiver and MB
2 receiver are integrated in the audio panel 1 and audio panel 2, respectively.
The audio panel provides a MB receiver to be used as a part of an ILS
approach. The MB receiver is always ON and receives at 75 MHz. In addition
to the normal MB receiver functions, the audio panel provides a MB audio
muting capability.
The MB receiver lights/lamps shown on the PFD (Primary Flight Display)s
operate independently of the MB audio and cannot be switched off.
Each MB sends information to be shown on its on-side PFD. In case of fail-
ure, the cross side information is switched automatically, provided it has valid
data.
Audio panel 1 is connected to the aircraft EMERGENCY BUS and audio
panel 2 is connected to DC BUS 1. Each audio panel is connected to its elec-
trical bus through a dedicated protective circuit breaker.
During electrical emergency the MB 1 receiver remains operative, as audio
panel 1, GIA 1 and PFD 1 are connected to the EMERGENCY BUS.
MARKER BEACON
ANNUNCIATION
25-24 Phenom 100
Marker Beacon (MB)
The MB system identifies exact locations on the LOC flight path as a function
of the GS angle and the approach category of the runway. The MB ground
station transmits a 75-MHz signal that is modulated with 400 Hz (Hertz), 1300
Hz, or 3000 Hz tones.
There are two MB receivers installed in the aircraft. The MB 1 receiver and MB
2 receiver are integrated in the audio panel 1 and audio panel 2, respectively.
The audio panel provides a MB receiver to be used as a part of an ILS
approach. The MB receiver is always ON and receives at 75 MHz. In addition
to the normal MB receiver functions, the audio panel provides a MB audio
muting capability.
The MB receiver lights/lamps shown on the PFD (Primary Flight Display)s
operate independently of the MB audio and cannot be switched off.
Each MB sends information to be shown on its on-side PFD. In case of fail-
ure, the cross side information is switched automatically, provided it has valid
data.
Audio panel 1 is connected to the aircraft EMERGENCY BUS and audio
panel 2 is connected to DC BUS 1. Each audio panel is connected to its elec-
trical bus through a dedicated protective circuit breaker.
During electrical emergency the MB 1 receiver remains operative, as audio
panel 1, GIA 1 and PFD 1 are connected to the EMERGENCY BUS.
MARKER BEACON
ANNUNCIATION
Phenom 100 25-25
Navigation
Global Positioning System
There are two GPS receivers installed in the aircraft.The GPS 1 receiver and
the GPS 2 receiver are integrated in GIA (Garmin Integrated Avionics unit) 1
and GIA 2, respectively.
The system was designed to comply with the requirements specified for a
GPS WAAS (Wide Area Augmentation System) Class 3. Each WAAS-capa-
ble GPS receiver can simultaneously track and use information from up to 12
(twelve) GPS satellites.
The WAAS signal provides augmentation to the GPS to obtain the required
accuracy improvement for approaches with vertical guidance, as well as integ-
rity, continuity, and availability of navigation for all phases of flight. The WAAS
coverage is limited to North America. When the aircraft is outside the WAAS
service volume, the GPS WAAS equipment works as a common GPS receiver.
The GPS receiver is Class Beta (functional) and Class 3 (operational),
according to DO-229C definition.
As A Class Beta equipment, the GPS WAAS receiver determines position
(with integrity) and provides position and integrity data for the FMS. This
equipment also provides integrity in the absence of the WAAS signal through
the use of FDE (Fault Detection and Exclusion).
As A Class 3 equipment, the GPS WAAS receiver supports oceanic and
domestic en route, terminal, non-precision approach, LNAV (Lateral Naviga-
tion)/VNAV (Vertical Navigation), approach with vertical guidance and depar-
ture operation.
Each GPS receiver, in the GIA, receives satellite signals through the GPS
antenna. There are two different antennas: the GPS 1 antenna has only one
GLOBAL POS ITIONING
S YS TE M (GPS )
AHR S
(34- 21)
TAWS
(34- 41)
FMS
(34- 61)
S ATE LITE
WE ATHE R /R ADIO
S YS TE M
(34- 57)
GPS S ATE LLITE S
E
M
5
0
0
E
N
S
D
S
3
4
0
1
3
0
A
.
D
G
N
Phenom 100 25-25
Navigation
Global Positioning System
There are two GPS receivers installed in the aircraft.The GPS 1 receiver and
the GPS 2 receiver are integrated in GIA (Garmin Integrated Avionics unit) 1
and GIA 2, respectively.
The system was designed to comply with the requirements specified for a
GPS WAAS (Wide Area Augmentation System) Class 3. Each WAAS-capa-
ble GPS receiver can simultaneously track and use information from up to 12
(twelve) GPS satellites.
The WAAS signal provides augmentation to the GPS to obtain the required
accuracy improvement for approaches with vertical guidance, as well as integ-
rity, continuity, and availability of navigation for all phases of flight. The WAAS
coverage is limited to North America. When the aircraft is outside the WAAS
service volume, the GPS WAAS equipment works as a common GPS receiver.
The GPS receiver is Class Beta (functional) and Class 3 (operational),
according to DO-229C definition.
As A Class Beta equipment, the GPS WAAS receiver determines position
(with integrity) and provides position and integrity data for the FMS. This
equipment also provides integrity in the absence of the WAAS signal through
the use of FDE (Fault Detection and Exclusion).
As A Class 3 equipment, the GPS WAAS receiver supports oceanic and
domestic en route, terminal, non-precision approach, LNAV (Lateral Naviga-
tion)/VNAV (Vertical Navigation), approach with vertical guidance and depar-
ture operation.
Each GPS receiver, in the GIA, receives satellite signals through the GPS
antenna. There are two different antennas: the GPS 1 antenna has only one
GLOBAL POS ITIONING
S YS TE M (GPS )
AHR S
(34- 21)
TAWS
(34- 41)
FMS
(34- 61)
S ATE LITE
WE ATHE R /R ADIO
S YS TE M
(34- 57)
GPS S ATE LLITE S
E
M
5
0
0
E
N
S
D
S
3
4
0
1
3
0
A
.
D
G
N
25-26 Phenom 100
output and is connected to GIA 1. The GPS 2 antenna has two outputs: one
for GPS 2, which is connected to GIA 2, and the other for the satellite
weather/radio receiver.
Usually, GPS 1 information is used by PFD (Primary Flight Display) 1 and
MFD (Multi-Function Display), while GPS 2 information is used by PFD 2.
GPS Status Page
There is a dedicated page called GPS STATUS, on the MFD, that provides a
visual reference of the GPS receiver functions and some additional informa-
tion related to the GPS signal. On the GPS STATUS page, there are five main
windows that show information related to the GPS:
Constellation Window
On the CONSTELLATION window, the sky view displayed at the top left cor-
ner of the GPS STATUS page shows the satellites currently in view as well as
their respective positions. The outer circle of the sky view represents the hori-
zon (with North at the top of the circle), the inner circle represents 45 degrees
above horizon, and the center point shows the position directly overhead.
Satellite Status Window
On the SATELLITE STATUS window, information is presented that is related
to current position, time, altitude, ground speed, and track as well as to EPU
(Estimated Position Uncertainty), HDOP (Horizontal Dilution of Precision),
HFOM (Horizontal Figure of Merit), and VFOM (Vertical Figure of Merit).
GPS Status Window
The GPS STATUS window shows the GPS that is being used by each flight
display unit (PFD 1 and PFD 2), the GPS solution, and whether the SBAS
(Satellite Based Augmentation System) is active or inactive.
GPS 1 ANTENNA
GPS 2 ANTENNA
SDS2432_345600P217R
25-26 Phenom 100
output and is connected to GIA 1. The GPS 2 antenna has two outputs: one
for GPS 2, which is connected to GIA 2, and the other for the satellite
weather/radio receiver.
Usually, GPS 1 information is used by PFD (Primary Flight Display) 1 and
MFD (Multi-Function Display), while GPS 2 information is used by PFD 2.
GPS Status Page
There is a dedicated page called GPS STATUS, on the MFD, that provides a
visual reference of the GPS receiver functions and some additional informa-
tion related to the GPS signal. On the GPS STATUS page, there are five main
windows that show information related to the GPS:
Constellation Window
On the CONSTELLATION window, the sky view displayed at the top left cor-
ner of the GPS STATUS page shows the satellites currently in view as well as
their respective positions. The outer circle of the sky view represents the hori-
zon (with North at the top of the circle), the inner circle represents 45 degrees
above horizon, and the center point shows the position directly overhead.
Satellite Status Window
On the SATELLITE STATUS window, information is presented that is related
to current position, time, altitude, ground speed, and track as well as to EPU
(Estimated Position Uncertainty), HDOP (Horizontal Dilution of Precision),
HFOM (Horizontal Figure of Merit), and VFOM (Vertical Figure of Merit).
GPS Status Window
The GPS STATUS window shows the GPS that is being used by each flight
display unit (PFD 1 and PFD 2), the GPS solution, and whether the SBAS
(Satellite Based Augmentation System) is active or inactive.
GPS 1 ANTENNA
GPS 2 ANTENNA
SDS2432_345600P217R
Phenom 100 25-27
Navigation
RAIM Prediction Window
RAIM (Receiver Autonomous Integrity Monitoring) is a GPS receiver function
that performs a consistency check on all tracked satellites. RAIM ensures that
the available satellite geometry will allow the receiver to calculate a position
within a specified protection limit. On the RAIM PREDICTION window, it is
also possible to determine if the RAIM will be available for a specified date
and time.
GPS Signal Strength Window
As the GPS receiver locks onto satellites, a signal strength bar is displayed
for each satellite in view, with the appropriate satellite number underneath
each bar. The progress of satellite acquisition is shown in four stages: No sig-
nal strength bars the receiver is looking for the satellites indicated.
Hollow signal strength bars the receiver has found the satellites and is
collecting data. Checkered signal strength bars the receiver has
excluded the satellite (FDE).
Solid signal strength bars the receiver has collected the necessary data
and the satellites are ready for use.
The letter D is displayed when the system is applying differential correc-

tion to the GPS signal.
Controls
To select the GPS STATUS page, it is necessary to rotate the outer knob of
the dual FMS knob, on the MFD, to select the AUX page group and then use
the inner FMS knob to select the GPS STATUS page.
SOFTKEYS (REF.)
GPS SIGNAL
STRENGTH
WINDOW
CONSTELLATION
WINDOW
GPS STATUS
PAGE
SATELLITE STATUS
WINDOW
GPS
STATUS
WINDOW
RAIM
PREDICTION
WINDOW
SDS2432_345600P219R
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
: UTC ETE : DIS 101 GS 0KT
AUX - GPS STATUS
121.500
132.475
129.650
130.250
COM1
COM2
CONSTELLATION
NRTH UP
SATELLITE STATUS
EPU
HDOP
HFOM
VFOM
0.03
0.7
16
23
FT
FT
POSITION
TIME
ALTITUDE
GROUND SPEED
TRACK
11:46:15 UTC
25000 FT
0.0 KT
360
GPS STATUS
PILOT
COPILOT
SBAS
GPS1
GPS2
3D DIFF NAV
ACTIVE
RAIM PREDICTION
WAYPOINT
ARV TIME
ARV DATE
P.POS
11:45 UTC
01-APR-05
COMPUTE RAIM?
001
002
006
011
012
003
122
005
010
GPS SIGNAL STRENGTH
001 002 003 005 006 007 008 010 011 012 013 015 122 127 132
MAP WPT AUX NRST
GPS1 GPS2 RAIM SBAS
GPS SOLUTION
127 007 008
0 0015
NM
NM
N 39 23.27
W101 41.54
108.00 NAV1
NAV2 108.00
117.95
117.95
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
SYSTEM
D D D D D D
Phenom 100 25-27
Navigation
RAIM Prediction Window
RAIM (Receiver Autonomous Integrity Monitoring) is a GPS receiver function
that performs a consistency check on all tracked satellites. RAIM ensures that
the available satellite geometry will allow the receiver to calculate a position
within a specified protection limit. On the RAIM PREDICTION window, it is
also possible to determine if the RAIM will be available for a specified date
and time.
GPS Signal Strength Window
As the GPS receiver locks onto satellites, a signal strength bar is displayed
for each satellite in view, with the appropriate satellite number underneath
each bar. The progress of satellite acquisition is shown in four stages: No sig-
nal strength bars the receiver is looking for the satellites indicated.
Hollow signal strength bars the receiver has found the satellites and is
collecting data. Checkered signal strength bars the receiver has
excluded the satellite (FDE).
Solid signal strength bars the receiver has collected the necessary data
and the satellites are ready for use.
The letter D is displayed when the system is applying differential correc-

tion to the GPS signal.
Controls
To select the GPS STATUS page, it is necessary to rotate the outer knob of
the dual FMS knob, on the MFD, to select the AUX page group and then use
the inner FMS knob to select the GPS STATUS page.
SOFTKEYS (REF.)
GPS SIGNAL
STRENGTH
WINDOW
CONSTELLATION
WINDOW
GPS STATUS
PAGE
SATELLITE STATUS
WINDOW
GPS
STATUS
WINDOW
RAIM
PREDICTION
WINDOW
SDS2432_345600P219R
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
AUX - GPS STATUS
121.500
132.475
129.650
130.250
COM1
COM2
CONSTELLATION
NRTH UP
SATELLITE STATUS
EPU
HDOP
HFOM
VFOM
0.03
0.7
16
23
FT
FT
POSITION
TIME
ALTITUDE
GROUND SPEED
TRACK
11:46:15 UTC
25000 FT
0.0 KT
360
GPS STATUS
PILOT
COPILOT
SBAS
GPS1
GPS2
3D DIFF NAV
ACTIVE
RAIM PREDICTION
WAYPOINT
ARV TIME
ARV DATE
P.POS
11:45 UTC
01-APR-05
COMPUTE RAIM?
001
002
006
011
012
003
122
005
010
GPS SIGNAL STRENGTH
001 002 003 005 006 007 008 010 011 012 013 015 122 127 132
MAP WPT AUX NRST
GPS1 GPS2 RAIM SBAS
GPS SOLUTION
127 007 008
0 0015
NM
NM
N 39 23.27
W101 41.54
108.00 NAV1
NAV2 108.00
117.95
117.95
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
SYSTEM
D D D D D D
25-28 Phenom 100
On the GPS STATUS page, it is possible to select GPS 1 or GPS 2 by press-
ing the associated softkeys (GPS1 or GPS2). This selects the source of infor-
mation (GPS 1 or GPS 2) for the GPS STATUS page. It is also possible to
select the GPS by pressing the MENU key, rotating the dual FMS knob and
pressing the ENT key, on the MFD bezel.
In order to compute RAIM, it is necessary to press the dual FMS knob. This
highlights WAYPOINT in the RAIM PREDICTION field. It is necessary to
determine the waypoint, time, and date in order to predict the RAIM availabil-
ity. This can be done using the FMS inner knob and pressing the ENT key for
after each selection. Pressing the ENT key when COMPUTE RAIM is high-
lighted generates the result: RAIM AVAILABLE or RAIM UNAVAILABLE.
By pressing the SBAS (Satellite Based Augmentation System) softkey, the
RAIM PREDICTION field is replaced by the SBAS SELECTION field.This is
used when the aircraft is flying in a WAAS area and there is no need to com-
pute RAIM.
The flight crew can enable or disable WAAS correction by highlighting the
WAAS field and pressing the ENT key. A checked box means that WAAS cor-
rection is enabled. If the box is not checked, this means that WAAS correction
is disabled.
GPS Sensor Annunciations
GPS 1 usually provides information for PFD 1 and for the MFD, while GPS 2
provides information for PFD 2. The GPS data is sent to the flight display
units through the HSDB bus.
SOFTKEYS (REF.)
GPS STATUS
PAGE
SDS2432_345600P219R
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
AUX - GPS STATUS
121.500
132.475
129.650
130.250
COM1
COM2
CONSTELLATION
NRTH UP
SATELLITE STATUS
EPU
HDOP
HFOM
VFOM
0.03
0.7
16
23
FT
FT
POSITION
TIME
ALTITUDE
GROUND SPEED
TRACK
11:46:15 UTC
25000 FT
0.0 KT
360
GPS STATUS
PILOT
COPILOT
SBAS
GPS1
GPS2
3D DIFF NAV
ACTIVE
RAIM PREDICTION
WAYPOINT
ARV TIME
ARV DATE
P.POS
11:45 UTC
01-APR-05
COMPUTE RAIM?
001
002
006
011
012
003
122
005
010
GPS SIGNAL STRENGTH
001 002 003 005 006 007 008 010 011 012 013 015 122 127 132
MAP WPT AUX NRST
GPS1 GPS2 RAIM SBAS
GPS SOLUTION
127 007 008
0 0015
NM
NM
N 39 23.27
W101 41.54
108.00 NAV1
NAV2 108.00
117.95
117.95
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
SYSTEM
D D D D D D
DUAL FMS
KNOB
ENT KEY
MENU KEY
AUX PAGE
GROUP
25-28 Phenom 100
On the GPS STATUS page, it is possible to select GPS 1 or GPS 2 by press-
ing the associated softkeys (GPS1 or GPS2). This selects the source of infor-
mation (GPS 1 or GPS 2) for the GPS STATUS page. It is also possible to
select the GPS by pressing the MENU key, rotating the dual FMS knob and
pressing the ENT key, on the MFD bezel.
In order to compute RAIM, it is necessary to press the dual FMS knob. This
highlights WAYPOINT in the RAIM PREDICTION field. It is necessary to
determine the waypoint, time, and date in order to predict the RAIM availabil-
ity. This can be done using the FMS inner knob and pressing the ENT key for
after each selection. Pressing the ENT key when COMPUTE RAIM is high-
lighted generates the result: RAIM AVAILABLE or RAIM UNAVAILABLE.
By pressing the SBAS (Satellite Based Augmentation System) softkey, the
RAIM PREDICTION field is replaced by the SBAS SELECTION field.This is
used when the aircraft is flying in a WAAS area and there is no need to com-
pute RAIM.
The flight crew can enable or disable WAAS correction by highlighting the
WAAS field and pressing the ENT key. A checked box means that WAAS cor-
rection is enabled. If the box is not checked, this means that WAAS correction
is disabled.
GPS Sensor Annunciations
GPS 1 usually provides information for PFD 1 and for the MFD, while GPS 2
provides information for PFD 2. The GPS data is sent to the flight display
units through the HSDB bus.
SOFTKEYS (REF.)
GPS STATUS
PAGE
SDS2432_345600P219R
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
AUX - GPS STATUS
121.500
132.475
129.650
130.250
COM1
COM2
CONSTELLATION
NRTH UP
SATELLITE STATUS
EPU
HDOP
HFOM
VFOM
0.03
0.7
16
23
FT
FT
POSITION
TIME
ALTITUDE
GROUND SPEED
TRACK
11:46:15 UTC
25000 FT
0.0 KT
360
GPS STATUS
PILOT
COPILOT
SBAS
GPS1
GPS2
3D DIFF NAV
ACTIVE
RAIM PREDICTION
WAYPOINT
ARV TIME
ARV DATE
P.POS
11:45 UTC
01-APR-05
COMPUTE RAIM?
001
002
006
011
012
003
122
005
010
GPS SIGNAL STRENGTH
001 002 003 005 006 007 008 010 011 012 013 015 122 127 132
MAP WPT AUX NRST
GPS1 GPS2 RAIM SBAS
GPS SOLUTION
127 007 008
0 0015
NM
NM
N 39 23.27
W101 41.54
108.00 NAV1
NAV2 108.00
117.95
117.95
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
SYSTEM
D D D D D D
DUAL FMS
KNOB
ENT KEY
MENU KEY
AUX PAGE
GROUP
Phenom 100 25-29
Navigation
If there is a failure in one of the GPS or information is degraded, the remain-
ing GPS is automatically used to provide information for all flight display units
(PFD 1, PFD 2, and MFD).
An internal system checking is constantly performed to ensure that both GPS
receivers are providing accurate data for the flight display units. In some cir-
cumstances, both GPS receivers may be providing accurate data, but one
receiver may be providing a better GPS solution than the other receiver. In
this case, the GPS receiver producing the better solution will be automatically
coupled to all flight display units. The BOTH ON GPS 1" or BOTH ON GPS
2" message will then be displayed in the REVERSIONARY SENSOR window,
on the PFDs, indicating which GPS receiver is being used. Both GPS receiv-
ers are still functioning properly, but one receiver is performing better than the
other at that particular time.
These GPS sensor annunciations are most often seen after the system
power-up when one GPS receiver has acquired satellites before the other, or
one of the GPS receivers has not yet acquired a WAAS signal. While the air-
craft is on the ground, the WAAS signal may be blocked by obstructions caus-
ing one GPS receiver to have difficulty in acquiring a good signal. Also, while
airborne, turning the aircraft may result in one of the GPS receivers temporar-
ily losing the WAAS signal.
If the sensor annunciation persists, check for a system failure message in the
AFD (Auxiliary Flight Display) window (named MESSAGES window), on the
PFDs. If no failure message exists, check the GPS STATUS page and compare
information for GPS 1 and GPS 2. The discrepancies may indicate a problem.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
PFD CDI INSET XPDR
2
4
W
3
6
1 2
33
N
108.00
108.00
117.95
117.95
NAV1
NAV2
KIXD
HDG
1500 VS ALT FPH
136.975
136.975
118.000
118.000
20 20
10 10
10 10
327
GPS
1 5
2
1
3O
2992 IN
900
800
700
1500
400
4
2
2
4
20
40
1
COM1
COM2
GMA2 FAIL GMA2 is inoperative. -
GIA2 SERVICE GIA2 needs
service. Return unit for repair.
-
ADC2 AS EC ADC2 airspeed error
correction is unavaible.
-
MESSAGES
BLEED 2 FAIL
BLEED 1 FAIL
FUEL 1 SOV FAIL
FUEL 2 SOV FAIL
E1 FIRE DET FAIL
PRESN AUTO FAIL
AP FAIL
YD FAIL
SWS FAIL
AUDIO PNL2 FAIL
EBAY OVHT
FLAP FAIL
GIA 2 FAIL
GIA 1 FAIL
CAS
BOTH ON GPS2
ENR
6
1
1
1
1
000 11
140
160
180
200
170
SOFTKEYS (REF.)
REVERSIONARY
SENSOR
WINDOW
AFD
WINDOW
S
D
S
2
4
3
2
_
3
4
5
6
0
0
P
2
2
3
R
Phenom 100 25-29
Navigation
If there is a failure in one of the GPS or information is degraded, the remain-
ing GPS is automatically used to provide information for all flight display units
(PFD 1, PFD 2, and MFD).
An internal system checking is constantly performed to ensure that both GPS
receivers are providing accurate data for the flight display units. In some cir-
cumstances, both GPS receivers may be providing accurate data, but one
receiver may be providing a better GPS solution than the other receiver. In
this case, the GPS receiver producing the better solution will be automatically
coupled to all flight display units. The BOTH ON GPS 1" or BOTH ON GPS
2" message will then be displayed in the REVERSIONARY SENSOR window,
on the PFDs, indicating which GPS receiver is being used. Both GPS receiv-
ers are still functioning properly, but one receiver is performing better than the
other at that particular time.
These GPS sensor annunciations are most often seen after the system
power-up when one GPS receiver has acquired satellites before the other, or
one of the GPS receivers has not yet acquired a WAAS signal. While the air-
craft is on the ground, the WAAS signal may be blocked by obstructions caus-
ing one GPS receiver to have difficulty in acquiring a good signal. Also, while
airborne, turning the aircraft may result in one of the GPS receivers temporar-
ily losing the WAAS signal.
If the sensor annunciation persists, check for a system failure message in the
AFD (Auxiliary Flight Display) window (named MESSAGES window), on the
PFDs. If no failure message exists, check the GPS STATUS page and compare
information for GPS 1 and GPS 2. The discrepancies may indicate a problem.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
PFD CDI INSET XPDR
2
4
W
3
6
1 2
33
N
108.00
108.00
117.95
117.95
NAV1
NAV2
KIXD
HDG
1500 VS ALT FPH
136.975
136.975
118.000
118.000
20 20
10 10
10 10
327
GPS
1 5
2
1
3O
2992 IN
900
800
700
1500
400
4
2
2
4
20
40
1
COM1
COM2
GMA2 FAIL GMA2 is inoperative. -
GIA2 SERVICE GIA2 needs
service. Return unit for repair.
-
ADC2 AS EC ADC2 airspeed error
correction is unavaible.
-
MESSAGES
BLEED 2 FAIL
BLEED 1 FAIL
FUEL 1 SOV FAIL
FUEL 2 SOV FAIL
E1 FIRE DET FAIL
PRESN AUTO FAIL
AP FAIL
YD FAIL
SWS FAIL
AUDIO PNL2 FAIL
EBAY OVHT
FLAP FAIL
GIA 2 FAIL
GIA 1 FAIL
CAS
BOTH ON GPS2
ENR
6
1
1
1
1
000 11
140
160
180
200
170
SOFTKEYS (REF.)
REVERSIONARY
SENSOR
WINDOW
AFD
WINDOW
S
D
S
2
4
3
2
_
3
4
5
6
0
0
P
2
2
3
R
25-30 Phenom 100
Transponder System
The XPDR system offers Mode A, Mode C and Mode S interrogation and
reply capabilities.
Mode A replies consist of framing pulses and any one of 4,096 codes, which
differ in the position and number of pulses transmitted.
Mode C replies include framing pulses and encoded altitude.
The XPDR unit is equipped with selective addressing or Mode Select (Mode
S) capability. Mode S functions include the following features:
Level-2 Reply Data Link Capability (used to exchange information between

aircraft and various ATC facilities)
Surveillance Identifier Capability
Flight ID (Identification) Reporting
Altitude Reporting
Airborne Status Determination
Transponder Capability Reporting
Mode S Enhanced Surveillance Requirements
Acquisition Squitter
Ground stations can interrogate Mode S transponders individually using a 24-
bit ICAO (International Civil Aviation Organization) Mode S address, which is
unique to the particular aircraft. In addition, ground stations may interrogate a
transponder for its XPDR data capability and the aircraft's flight ID, which is the
registration number or other call sign. The XPDR unit makes the maximum air-
speed capability (set during configuration setup) available to TCAS systems on
board nearby aircraft to aid in the determination of TCAS advisories.
GROUND STATION
01
01
XPDR REPLY
(1090 MHz)
XPDR REPLY
(1090 MHz)
XPDR REPLY
(1090 MHz)
GROUND STATION
INTERROGATION
(1030 MHz)
GROUND STATION
INTERROGATION
(1030 MHz)
IF THE AIRCRAFT ARE EQUIPPED WITH TCAS
TCAS INTERROGATION
(1030 MHz)
SDS2432_345200P185
25-30 Phenom 100
Transponder System
The XPDR system offers Mode A, Mode C and Mode S interrogation and
reply capabilities.
Mode A replies consist of framing pulses and any one of 4,096 codes, which
differ in the position and number of pulses transmitted.
Mode C replies include framing pulses and encoded altitude.
The XPDR unit is equipped with selective addressing or Mode Select (Mode
S) capability. Mode S functions include the following features:
Level-2 Reply Data Link Capability (used to exchange information between

aircraft and various ATC facilities)
Surveillance Identifier Capability
Flight ID (Identification) Reporting
Altitude Reporting
Airborne Status Determination
Transponder Capability Reporting
Mode S Enhanced Surveillance Requirements
Acquisition Squitter
Ground stations can interrogate Mode S transponders individually using a 24-
bit ICAO (International Civil Aviation Organization) Mode S address, which is
unique to the particular aircraft. In addition, ground stations may interrogate a
transponder for its XPDR data capability and the aircraft's flight ID, which is the
registration number or other call sign. The XPDR unit makes the maximum air-
speed capability (set during configuration setup) available to TCAS systems on
board nearby aircraft to aid in the determination of TCAS advisories.
GROUND STATION
01
01
XPDR REPLY
(1090 MHz)
XPDR REPLY
(1090 MHz)
XPDR REPLY
(1090 MHz)
GROUND STATION
INTERROGATION
(1030 MHz)
GROUND STATION
INTERROGATION
(1030 MHz)
IF THE AIRCRAFT ARE EQUIPPED WITH TCAS
TCAS INTERROGATION
(1030 MHz)
SDS2432_345200P185
Phenom 100 25-31
Navigation
The XPDR unit meets Mode S Enhanced Surveillance requirements. Mode S
Enhanced Surveillance provides information consisting of additional aircraft
parameters to ground radar systems.
In the dual XPDR configuration, XPDR 1 unit is a non-diversity transceiver
while XPDR 2 unit is a transceiver with the diversity capability. Diversity
allows for dependable operation while maneuvering.
XPDR Controls
The XPDR is controlled through PFD softkeys, which are organized in three
levels.
In the first level the XPDR softkey is shown. Pushing the XPDR softkey, a
submenu (second level) shows the options that follow: STBY, ON, ALT
(XPDR modes), VFR (loads the pre-programmed VFR code), CODE (XPDR
code selection), IDENT (Position Identification function) and BACK (return to
previous menu).
Pushing the CODE softkey, the third level of the softkeys shows on the bot-
tom of the PFD. It consists of numeric keys for XPDR code selection.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
2
4
W
3
6
1
2
33
N
108.00
108.00
117.95
117.95
NAV1
NAV2
KIXD
HDG
1500 VS ALT FPH
136.975
136.975
118.000
118.000
20 20
10 10
10 10
356 140
160
180
200
170
170
NAV1
TAS KT
HDG 356 CRS 049
1 5 2 1
3
O
2992 IN
1600
1500
1400
1200
1100
4
2
2
4
20
40
13
COM1
COM2
XPDR R
ADVISORY
6543 ALT LCL 00:05:52
INSET PFD CDI OBS XPDR IDENT TMR/REF NRST
DAT 0 C
SOFTKEYS (REF.)
THIRD LEVEL SOFTKEYS
SECOND LEVEL SOFTKEYS
XPDR STATUS BAR
XPDR SOFTKEY
FIRST LEVEL SOFTKEYS
IDENT SOFTKEY
Phenom 100 25-31
Navigation
The XPDR unit meets Mode S Enhanced Surveillance requirements. Mode S
Enhanced Surveillance provides information consisting of additional aircraft
parameters to ground radar systems.
In the dual XPDR configuration, XPDR 1 unit is a non-diversity transceiver
while XPDR 2 unit is a transceiver with the diversity capability. Diversity
allows for dependable operation while maneuvering.
XPDR Controls
The XPDR is controlled through PFD softkeys, which are organized in three
levels.
In the first level the XPDR softkey is shown. Pushing the XPDR softkey, a
submenu (second level) shows the options that follow: STBY, ON, ALT
(XPDR modes), VFR (loads the pre-programmed VFR code), CODE (XPDR
code selection), IDENT (Position Identification function) and BACK (return to
previous menu).
Pushing the CODE softkey, the third level of the softkeys shows on the bot-
tom of the PFD. It consists of numeric keys for XPDR code selection.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
S
E
2
4
W
3
6
1
2
33
N
108.00
108.00
117.95
117.95
NAV1
NAV2
KIXD
HDG
1500 VS ALT FPH
136.975
136.975
118.000
118.000
20 20
10 10
10 10
356 140
160
180
200
170
170
NAV1
TAS KT
HDG 356 CRS 049
1 5 2 1
3
O
2992 IN
1600
1500
1400
1200
1100
4
2
2
4
20
40
13
COM1
COM2
XPDR R
ADVISORY
6543 ALT LCL 00:05:52
INSET PFD CDI OBS XPDR IDENT TMR/REF NRST
DAT 0 C
SOFTKEYS (REF.)
THIRD LEVEL SOFTKEYS
SECOND LEVEL SOFTKEYS
XPDR STATUS BAR
XPDR SOFTKEY
FIRST LEVEL SOFTKEYS
IDENT SOFTKEY
25-32 Phenom 100
Indications
XPDR Modes Of Operation
The XPDR system has four modes of operation, as follow:
Ground (GND)
Standby (STBY)
ON
Altitude (ALT)
The XPDR mode selection can be automatic (Ground and Altitude modes) or
manual (Standby, ON and Altitude modes). The STBY, ON and ALT softkeys
are accessed by pushing the XPDR softkey, on the bottom of the PFDs.
Ground Mode (Automatic)
Ground mode is automatically selected when the aircraft is on the ground. A
green GND indication shows in the mode field of the XPDR status bar. In
Ground mode, the XPDR does not allow Mode A and Mode C replies, but it
does permit acquisition squitter and replies to discretely addressed Mode S
interrogations.
Ground mode can be overridden by pressing any of the XPDR mode selec-
tion softkeys.
Standby Mode (Manual)
The Standby mode can be selected at any time by pressing the STBY soft-
key. In Standby mode, the XPDR does not reply to interrogations, but new
codes can be entered. If the Standby mode is selected, a white STBY indica-
tion shows in the mode field of the XPDR status bar. In STBY mode, the
IDENT function is inhibited.
XPDR LABEL XPDR CODE XPDR MODE
XPDR STATUS BAR
REPLY STATUS FIELD
XPDR 6543
R
XPDR
XPDR
XPDR 1200 ON
GND 6543
6543 STBY
ALT
A
OR
OR
OR
25-32 Phenom 100
Indications
XPDR Modes Of Operation
The XPDR system has four modes of operation, as follow:
Ground (GND)
Standby (STBY)
ON
Altitude (ALT)
The XPDR mode selection can be automatic (Ground and Altitude modes) or
manual (Standby, ON and Altitude modes). The STBY, ON and ALT softkeys
are accessed by pushing the XPDR softkey, on the bottom of the PFDs.
Ground Mode (Automatic)
Ground mode is automatically selected when the aircraft is on the ground. A
green GND indication shows in the mode field of the XPDR status bar. In
Ground mode, the XPDR does not allow Mode A and Mode C replies, but it
does permit acquisition squitter and replies to discretely addressed Mode S
interrogations.
Ground mode can be overridden by pressing any of the XPDR mode selec-
tion softkeys.
Standby Mode (Manual)
The Standby mode can be selected at any time by pressing the STBY soft-
key. In Standby mode, the XPDR does not reply to interrogations, but new
codes can be entered. If the Standby mode is selected, a white STBY indica-
tion shows in the mode field of the XPDR status bar. In STBY mode, the
IDENT function is inhibited.
XPDR LABEL XPDR CODE XPDR MODE
XPDR STATUS BAR
REPLY STATUS FIELD
XPDR 6543
R
XPDR
XPDR
XPDR 1200 ON
GND 6543
6543 STBY
ALT
A
OR
OR
OR
Phenom 100 25-33
Navigation
On Mode (Manual)
The ON mode can be selected at any time by pushing the ON softkey. ON
mode generates Mode A and Mode S replies, but Mode C altitude reporting is
inhibited. In ON mode, a green ON indication shows in the mode field of the
XPDR status bar.
Altitude Mode (Automatic Or Manual)
Altitude mode is automatically selected when the aircraft becomes airborne.
Altitude mode may also be selected manually by pushing the ALT softkey. If
Altitude mode is selected, a green ALT indication shows in the mode field of
the XPDR status bar, and all XPDR replies requesting altitude information are
provided with pressure altitude information.
When no valid XPDR information is received by the flight display units the
XPDR status bar shows the selected XPDR system, yellow FAIL text and a
red X over the area of the field.
XPDR (Transponder) Status Box
The XPDR status box is located to the left of the system time. The data box
displays the label, active four-digit code, mode, and a reply status.
XPDR CODE Selection
The XPDR code selection is performed through the numeric softkeys on PFD.
Pushing the XPDR softkey and then the CODE softkey, provides access to
the XPDR code numeric softkeys.
A total of 4,096 discrete identification codes can be selected with the code
selection softkeys.
When entering the code, the next key in sequence must be pressed within 10
seconds, or the entry is cancelled and restored to the previous code. Five
seconds after the fourth digit has been entered, the XPDR code becomes
active. When entering a code, the BKSP (backspace) softkey is used to back
up and change code digits.
Press the
ENT Key to
Complete
Code Entry
Turn the Large
FMS Knob
to Move the
Cursor to the
Next Code Field
Turn the Small
FMS Knob to
Enter Two Code
Digits at a Time
Phenom 100 25-33
Navigation
On Mode (Manual)
The ON mode can be selected at any time by pushing the ON softkey. ON
mode generates Mode A and Mode S replies, but Mode C altitude reporting is
inhibited. In ON mode, a green ON indication shows in the mode field of the
XPDR status bar.
Altitude Mode (Automatic Or Manual)
Altitude mode is automatically selected when the aircraft becomes airborne.
Altitude mode may also be selected manually by pushing the ALT softkey. If
Altitude mode is selected, a green ALT indication shows in the mode field of
the XPDR status bar, and all XPDR replies requesting altitude information are
provided with pressure altitude information.
When no valid XPDR information is received by the flight display units the
XPDR status bar shows the selected XPDR system, yellow FAIL text and a
red X over the area of the field.
XPDR (Transponder) Status Box
The XPDR status box is located to the left of the system time. The data box
displays the label, active four-digit code, mode, and a reply status.
XPDR CODE Selection
The XPDR code selection is performed through the numeric softkeys on PFD.
Pushing the XPDR softkey and then the CODE softkey, provides access to
the XPDR code numeric softkeys.
A total of 4,096 discrete identification codes can be selected with the code
selection softkeys.
When entering the code, the next key in sequence must be pressed within 10
seconds, or the entry is cancelled and restored to the previous code. Five
seconds after the fourth digit has been entered, the XPDR code becomes
active. When entering a code, the BKSP (backspace) softkey is used to back
up and change code digits.
Press the
ENT Key to
Complete
Code Entry
Turn the Large
FMS Knob
to Move the
Cursor to the
Next Code Field
Turn the Small
FMS Knob to
Enter Two Code
Digits at a Time
25-34 Phenom 100
VFR Codes
The VFR code can be entered either manually, each digit at a time, or by
pushing the XPDR softkey and then the VFR softkey. When you push the
VFR softkey, the pre-programmed VFR code (1200) is automatically shown in
the code field of the XPDR status bar. Pushing the VFR softkey again
restores the previous identification code.
XPDR IDENT Function
Pushing the IDENT softkey sends an ID indication to ATC. The ID return dis-
tinguishes own aircraft XPDR from all others on the air traffic controllers
radar screen.The IDENT softkey shows in all levels of XPDR softkeys.When
you push the IDENT softkey, a green IDNT indication shows in the mode field
of the XPDR status bar for a duration of 18 seconds.
As previously described, in the Standby mode the IDENT softkey is inoperative.
Weather Radar System
Airborne weather radar should be used to avoid severe weather, not for flying
through severe weather. The decision to fly into an area or radar targets
depends on target intensity, spacing between the targets, aircraft capabilities,
and pilot experience. Pulse type weather radar detects only precipitation, not
clouds or turbulence. The display may indicate clear areas between intense
returns, but this does not necessarily mean it is safe to fly between them.
Only Doppler radar can detect turbulence.
The Phenom 100 is equipped with a 4-color pulsed Garmin GWX 68 Airborne
Color Radar. It combines excellent range and adjustable scanning profiles
with a high-definition target display.
The weather radar receiver/transmitter antenna is a 12-inch phased array
antenna that is fully stabilized to accommodate 30 degrees of pitch and roll. It
also allows manual adjustment of the radar vertical tilt, of its gain and of its
range.
A secondary use of the weather radar system is a presentation of terrain. This
is possible by using the ground map mode.
The ground map mode can be a useful tool for verifying aircraft position. A
picture of the ground is represented much like a topographical map that can
ALTITUDE (X 1000 ft)
80
0
0
ANTENNA AT ZERO TILT
RANGE (NAUTICAL MILES)
18,000 ft
18,000 ft
8
MAX POWER AT BEAM CENTER
HALF POWER
30 45 60 75 15 90
25-34 Phenom 100
VFR Codes
The VFR code can be entered either manually, each digit at a time, or by
pushing the XPDR softkey and then the VFR softkey. When you push the
VFR softkey, the pre-programmed VFR code (1200) is automatically shown in
the code field of the XPDR status bar. Pushing the VFR softkey again
restores the previous identification code.
XPDR IDENT Function
Pushing the IDENT softkey sends an ID indication to ATC. The ID return dis-
tinguishes own aircraft XPDR from all others on the air traffic controllers
radar screen.The IDENT softkey shows in all levels of XPDR softkeys.When
you push the IDENT softkey, a green IDNT indication shows in the mode field
of the XPDR status bar for a duration of 18 seconds.
As previously described, in the Standby mode the IDENT softkey is inoperative.
Weather Radar System
Airborne weather radar should be used to avoid severe weather, not for flying
through severe weather. The decision to fly into an area or radar targets
depends on target intensity, spacing between the targets, aircraft capabilities,
and pilot experience. Pulse type weather radar detects only precipitation, not
clouds or turbulence. The display may indicate clear areas between intense
returns, but this does not necessarily mean it is safe to fly between them.
Only Doppler radar can detect turbulence.
The Phenom 100 is equipped with a 4-color pulsed Garmin GWX 68 Airborne
Color Radar. It combines excellent range and adjustable scanning profiles
with a high-definition target display.
The weather radar receiver/transmitter antenna is a 12-inch phased array
antenna that is fully stabilized to accommodate 30 degrees of pitch and roll. It
also allows manual adjustment of the radar vertical tilt, of its gain and of its
range.
A secondary use of the weather radar system is a presentation of terrain. This
is possible by using the ground map mode.
The ground map mode can be a useful tool for verifying aircraft position. A
picture of the ground is represented much like a topographical map that can
ALTITUDE (X 1000 ft)
80
0
0
ANTENNA AT ZERO TILT
RANGE (NAUTICAL MILES)
18,000 ft
18,000 ft
8
MAX POWER AT BEAM CENTER
HALF POWER
30 45 60 75 15 90
Phenom 100 25-35
Navigation
be used as a supplement to the navigation map on the MFD. It is possible to
distinguish landscape features and bodies of water by measuring the radar
return strength.
Weather Radar Interfaces
The weather radar receiver/transmitter antenna transmits a microwave pulse
beam that, upon encountering a target, is then reflected back to the radar
receiver as a return echo.
DC BUS 1 supplies the weather radar system through a protective circuit
breaker.
Modes Of Operation
The weather radar system has the following modes of operation:
Weather Mode
Ground Map Mode
Standby Mode
Off Mode
When the weather radar system is in the weather mode or ground map mode,
upon landing, the system automatically switches to the standby mode.
Weather Radar Controls
The weather radar images are displayed on a dedicated page (WEATHER
RADAR page), on the MFD.
The weather radar controls are located on the bezel of the MFD. The MFD is
located on the main instrument panel providing easy access to controls when
the pilot(s) is/are seated and without any significant interference with aircraft
structure or other controls.
The softkeys, knobs, and keys on MFD bezel are used to adjust and set
weather radar parameters.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
SOFTKEYS (REF.)
DUAL FMS
KNOB
ENT KEY
MENU KEY
JOYSTICK
108.00 NAV1
NAV2
GS
108.00
117.95
117.95
0 KT T DTK ___ T TRK 360 ETE __:__ 136.975
136.975
118.000
118.000
COM1
COM2
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
MAP WPT AUX NRST
10 NM
OFF
20 NM
30 NM
40 NM
OFF STAB ON
SCALE
HEAVY
LIGHT
TILT
BEARING
SECTOR SCAN
GAIN
UP 1.50
o
L 0
o
FULL
CALIBRATED
OFF STANDBY WEATHER GROUND BACK
MAP - WEATHER RADAR
SDS2432_344200P145R
Phenom 100 25-35
Navigation
be used as a supplement to the navigation map on the MFD. It is possible to
distinguish landscape features and bodies of water by measuring the radar
return strength.
Weather Radar Interfaces
The weather radar receiver/transmitter antenna transmits a microwave pulse
beam that, upon encountering a target, is then reflected back to the radar
receiver as a return echo.
DC BUS 1 supplies the weather radar system through a protective circuit
breaker.
Modes Of Operation
The weather radar system has the following modes of operation:
Weather Mode
Ground Map Mode
Standby Mode
Off Mode
When the weather radar system is in the weather mode or ground map mode,
upon landing, the system automatically switches to the standby mode.
Weather Radar Controls
The weather radar images are displayed on a dedicated page (WEATHER
RADAR page), on the MFD.
The weather radar controls are located on the bezel of the MFD. The MFD is
located on the main instrument panel providing easy access to controls when
the pilot(s) is/are seated and without any significant interference with aircraft
structure or other controls.
The softkeys, knobs, and keys on MFD bezel are used to adjust and set
weather radar parameters.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
SOFTKEYS (REF.)
DUAL FMS
KNOB
ENT KEY
MENU KEY
JOYSTICK
108.00 NAV1
NAV2
GS
108.00
117.95
117.95
0 KT T DTK ___ T TRK 360 ETE __:__ 136.975
136.975
118.000
118.000
COM1
COM2
42.0
N1%
FUEL
FF PPH
FQ LB
TEMP
ELEC CABIN
BATT1
BATT2
V
V
SPDBRK
LG
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
92.9
713 713
ITT
N2%
C
OIL PRES PSI
C OIL TEMP
142.8 142.8
137 137
95 95
5000
1100
5000
1100
C 0
25
25
7200 FT
0 FPM
PSI 5.0
PSI 1450
UP
UP UP
TRIM
1
ROLL PITCH
YAW 50
MAP WPT AUX NRST
10 NM
OFF
20 NM
30 NM
40 NM
OFF STAB ON
SCALE
HEAVY
LIGHT
TILT
BEARING
SECTOR SCAN
GAIN
UP 1.50
o
L 0
o
FULL
CALIBRATED
OFF STANDBY WEATHER GROUND BACK
MAP - WEATHER RADAR
SDS2432_344200P145R
25-36 Phenom 100
Weather Radar Indications
The main information presented on the WEATHER RADAR page, (on the
MFD), is detailed in Table - WEATHER RADAR SYSTEM - WEATHER
RADAR PAGE - MAIN INFORMATION.
1 Status / Mode
Indicates current weather radar status (off,
standby, RADAR FAIL, RDR FAULT, bad con-
figuration) or mode (weather or ground map).
2 Weather Information
Depicts the weather information, based on a
color scale. Also possible to see the scan
and bearing line (if enabled). Color scale var-
ies depending on mode selected, weather or
ground map.
3
Antenna
Stabilization Status
Indicates whether antenna stabilization is on,
off or inoperative.
4 Selected Range
Shows selected range. Can be adjusted by
the joystick, on MFD bezel.
5 Parameters Window
Displays settings for some parameters such
as tilt, bearing, sector scan and gain.
6 Softkeys
Through softkeys, it is possible to select the
mode (off, standby, weather or ground map),
scan mode (vertical or horizontal), enable
functions (weather alert, WATCH) and
enable setting of parameters such as gain,
tilt, and bearing, depending on the selected
scan mode.
7 Color Scale
Shows a color scale denoting precipitation
intensity.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
5
6
4
3 1
2
7
S
2
4
3
2
_
3
4
4
2
0
0
P
1
4
9
R
25-36 Phenom 100
Weather Radar Indications
The main information presented on the WEATHER RADAR page, (on the
MFD), is detailed in Table - WEATHER RADAR SYSTEM - WEATHER
RADAR PAGE - MAIN INFORMATION.
1 Status / Mode
Indicates current weather radar status (off,
standby, RADAR FAIL, RDR FAULT, bad con-
figuration) or mode (weather or ground map).
2 Weather Information
Depicts the weather information, based on a
color scale. Also possible to see the scan
and bearing line (if enabled). Color scale var-
ies depending on mode selected, weather or
ground map.
3
Antenna
Stabilization Status
Indicates whether antenna stabilization is on,
off or inoperative.
4 Selected Range
Shows selected range. Can be adjusted by
the joystick, on MFD bezel.
5 Parameters Window
Displays settings for some parameters such
as tilt, bearing, sector scan and gain.
6 Softkeys
Through softkeys, it is possible to select the
mode (off, standby, weather or ground map),
scan mode (vertical or horizontal), enable
functions (weather alert, WATCH) and
enable setting of parameters such as gain,
tilt, and bearing, depending on the selected
scan mode.
7 Color Scale
Shows a color scale denoting precipitation
intensity.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
5
6
4
3 1
2
7
S
2
4
3
2
_
3
4
4
2
0
0
P
1
4
9
R
Phenom 100 25-37
Navigation
Weather Radar System Operation
Maximum Permissible Exposure Level
Note: The minimum safe distance from the antenna for personnel near an
operating airborne weather radar is based on the Federal Commu-
nications Commission's exposure limit at 9.3 to 9.5 GHz (Giga-
hertz) for general population/uncontrolled environments which is 1
mW (Milliwatt)/cm (Square Centimeter).
The zone in which the radiation level exceeds the US Government
standard of 1 mW/cm is the semicircular area of at least 11 ft
(Feet) from the 12-inch antenna.
All personnel must remain outside this zone in order to prevent
human body injury by radiated energy.
The weather radar should not be operated while aircraft is in han-
gar or other enclosure. In order to prevent possible fuel ignition, the
weather radar should not be operated while the aircraft is being
refueled or defueled.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
SOFTKEYS (REF.)
ENT KEY
MENU KEY
PAGE GROUPS
PAGE IN CURRENT
PAGE GROUP
DUAL FMS
KNOB
ANTENNA
STABILIZATION
STATUS FIELD
ACTIVE PAGE
GROUP
ACTIVE PAGE
TITLE
STATUS/MODE
FIELD
DANGER
ZONE
10.83 FT FOR 12" ANT
SDS2432 344200P155
Phenom 100 25-37
Navigation
Weather Radar System Operation
Maximum Permissible Exposure Level
Note: The minimum safe distance from the antenna for personnel near an
operating airborne weather radar is based on the Federal Commu-
nications Commission's exposure limit at 9.3 to 9.5 GHz (Giga-
hertz) for general population/uncontrolled environments which is 1
mW (Milliwatt)/cm (Square Centimeter).
The zone in which the radiation level exceeds the US Government
standard of 1 mW/cm is the semicircular area of at least 11 ft
(Feet) from the 12-inch antenna.
All personnel must remain outside this zone in order to prevent
human body injury by radiated energy.
The weather radar should not be operated while aircraft is in han-
gar or other enclosure. In order to prevent possible fuel ignition, the
weather radar should not be operated while the aircraft is being
refueled or defueled.
VOL
PUSH
ID
NAV
1 - 2
PUSH
FMS
PUSH CRSR
DFLT MAP
PAN
PUSH
RANGE
PUSH
STD
BARO
1 - 2
PUSH
VOL
PUSH
SO
COM
EMERG
D
PFL
CLR
MENU
PROC
ENT
SOFTKEYS (REF.)
ENT KEY
MENU KEY
PAGE GROUPS
PAGE IN CURRENT
PAGE GROUP
DUAL FMS
KNOB
ANTENNA
STABILIZATION
STATUS FIELD
ACTIVE PAGE
GROUP
ACTIVE PAGE
TITLE
STATUS/MODE
FIELD
DANGER
ZONE
10.83 FT FOR 12" ANT
SDS2432 344200P155
25-38 Phenom 100
When the weather radar system is in the Weather or Ground Map mode, the
system automatically switches to Standby mode on landing.
In reversionary mode, the weather radar system automatically switches to
Standby mode. The system remains in Standby mode until both displays are
restored. In the Reversionary mode, the weather system cannot be con-
trolled.
Horizontal Scan Display
The weather radar page is accessed through the MAP Page Group. While on
the ground the system is turned on by selecting the Standby softkey. A one
minute warm-up is initiated (countdown is displayed on the screen). After the
warm-up is complete, the radar enters the Standby mode. If the aircraft is air-
borne and use of the radar is desired the Weather softkey is selected. The
same one minute warm-up period is initiated with a displayed countdown and
then the radar will begin to transmit.
The radar system initially displays a horizontal scan. To make an accurate
interpretation of a storm cell the Antenna Tilt Angle, Gain, distance, and sec-
tor scan may have to be adjusted through a combination of soft and menu
keys, and FMS knob selection.
A unique feature of the Prodigy Radar System is the ability to vertically scan a
storm cell. The vertical scan function is displayed through the selection of the
"Vertical" Softkey. Vertical scanning of a storm cell should be done with the
aircraft wings level to avoid constant adjustment of a bearing line. While in the
horizontal scan mode a bearing line is selected and moved over on the
desired storm cell to be vertically scanned. The "Vertical" mode is then
selected.

Radar Mode Scan Line
Antenna Stabilization
Status
25-38 Phenom 100
When the weather radar system is in the Weather or Ground Map mode, the
system automatically switches to Standby mode on landing.
In reversionary mode, the weather radar system automatically switches to
Standby mode. The system remains in Standby mode until both displays are
restored. In the Reversionary mode, the weather system cannot be con-
trolled.
Horizontal Scan Display
The weather radar page is accessed through the MAP Page Group. While on
the ground the system is turned on by selecting the Standby softkey. A one
minute warm-up is initiated (countdown is displayed on the screen). After the
warm-up is complete, the radar enters the Standby mode. If the aircraft is air-
borne and use of the radar is desired the Weather softkey is selected. The
same one minute warm-up period is initiated with a displayed countdown and
then the radar will begin to transmit.
The radar system initially displays a horizontal scan. To make an accurate
interpretation of a storm cell the Antenna Tilt Angle, Gain, distance, and sec-
tor scan may have to be adjusted through a combination of soft and menu
keys, and FMS knob selection.
A unique feature of the Prodigy Radar System is the ability to vertically scan a
storm cell. The vertical scan function is displayed through the selection of the
"Vertical" Softkey. Vertical scanning of a storm cell should be done with the
aircraft wings level to avoid constant adjustment of a bearing line. While in the
horizontal scan mode a bearing line is selected and moved over on the
desired storm cell to be vertically scanned. The "Vertical" mode is then
selected.

Radar Mode Scan Line
Antenna Stabilization
Status
Phenom 100 25-39
Navigation
Vertical Scan Display
The GWX 68 also has several additional features that aid in avoiding severe
weather: Weather Attenuated Color Highlight (WATCH
) and Weather Alert.

The WATCH

feature can be used as a tool to determine areas of possible
inaccuracies in displayed intensity due to weakening of the radar energy
(attenuation). To activate this feature select the "Watch" softkey.
Horizontal Scan with/without WATCH
The Weather Alert feature indicates the presence of heavy precipitation
between the ranges of 80 and 320 nm regardless of the current displayed
range. Weather Alert targets appear as red bands along the outer range ring
at the approximate azimuth of the detected returns.

Areas of
Attenuated Signal
Displayed intensity is questionable.
Potentially stronger than displayed.
Horizontal Scan Without WATCH
Horizontal Scan WithWATCH
Phenom 100 25-39

Navigation
Vertical Scan Display
The GWX 68 also has several additional features that aid in avoiding severe
weather: Weather Attenuated Color Highlight (WATCH
) and Weather Alert.

The WATCH

feature can be used as a tool to determine areas of possible
inaccuracies in displayed intensity due to weakening of the radar energy
(attenuation). To activate this feature select the "Watch" softkey.
Horizontal Scan with/without WATCH
The Weather Alert feature indicates the presence of heavy precipitation
between the ranges of 80 and 320 nm regardless of the current displayed
range. Weather Alert targets appear as red bands along the outer range ring
at the approximate azimuth of the detected returns.

Areas of
Attenuated Signal
Displayed intensity is questionable.
Potentially stronger than displayed.
Horizontal Scan Without WATCH
Horizontal Scan WithWATCH
25-40 Phenom 100
If a Weather Alert is detected within + 10 of the aircraft heading, an alert is
displayed on the PFD in the Messages Window.
If the antenna is adjusted to low, a weather alert can be generated by ground
returns. To avoid unwanted alerts, deselect the WX ALRT Softkey.
Weather Alert Indications
To activate or deactivate Weather Alerts, select the WX ALRT Softkey. Acti-
vating or deactivating enables or inhibits the alert on the PFD.
Flight Management System
General
The Flight Management System provides Flight Planning Capability, Lateral
and Vertical Navigation, Flight Prediction, Required Navigation Performance
(RNP), Position Determination, Radio Tuning and Data Management.
Each display, PFD and MFD, independently computes navigation guidance to
allow for reversionary guidance in the event of failure in one of the units.
Flight plan data entry and pilot-performed navigation modifications are syn-
chronized on all LRU (Line Replaceable Unit).
If one display is restarted or cold started while another connected display is
already running, the active flight plan and navigation state is transferred to
the recently-started LRU. Additionally, the navigation solutions are consid-
ered parallel and independent except that the flight plan operations and data
are synchronized. As long as there are not flight plan changes, the navigation
updates occur without interaction.
Weather Alerts
25-40 Phenom 100
If a Weather Alert is detected within + 10 of the aircraft heading, an alert is
displayed on the PFD in the Messages Window.
If the antenna is adjusted to low, a weather alert can be generated by ground
returns. To avoid unwanted alerts, deselect the WX ALRT Softkey.
Weather Alert Indications
To activate or deactivate Weather Alerts, select the WX ALRT Softkey. Acti-
vating or deactivating enables or inhibits the alert on the PFD.
Flight Management System
General
The Flight Management System provides Flight Planning Capability, Lateral
and Vertical Navigation, Flight Prediction, Required Navigation Performance
(RNP), Position Determination, Radio Tuning and Data Management.
Each display, PFD and MFD, independently computes navigation guidance to
allow for reversionary guidance in the event of failure in one of the units.
Flight plan data entry and pilot-performed navigation modifications are syn-
chronized on all LRU (Line Replaceable Unit).
If one display is restarted or cold started while another connected display is
already running, the active flight plan and navigation state is transferred to
the recently-started LRU. Additionally, the navigation solutions are consid-
ered parallel and independent except that the flight plan operations and data
are synchronized. As long as there are not flight plan changes, the navigation
updates occur without interaction.
Weather Alerts
Phenom 100 25-41
Navigation
The FD (Flight Director) can be coupled to either PFD 1 or PFD 2. When a dis-
play fails, the other display navigation solutions continue without interruption.
PFD/MFD Control Panel
1 2 3 4 5 6 7
Phenom 100 25-41
Navigation
The FD (Flight Director) can be coupled to either PFD 1 or PFD 2. When a dis-
play fails, the other display navigation solutions continue without interruption.
PFD/MFD Control Panel
1 2 3 4 5 6 7
25-42 Phenom 100
1 Direct-to Key
establish a direct course to selected destina-
tion (the destination is either specified by the
identifier, chosen from active route, or taken
from map pointer position).
2 MENU Key
Used to select a context-sensitive list of
options. Allows user to access additional fea-
tures or make setting changes related to par-
ticular pages.
3 FPL Key
Used to select ACTIVE FLIGHT PLAN page
for creating and editing the active flight plan.
4 PROC Key
Used to select IFR (Instrument Flight Rules)
departure procedures, arrival procedures and
approach procedures for a flight plan. If a
flight plan is used, available procedures for
departure and/or arrival airport are automati-
cally suggested. These procedures can then
be loaded into active flight plan. If a flight plan
is not used, both desired airport and desired
procedure may be selected.
5 ENT Key
Used to validate or confirm a menu selection
or data entry.
6 CLR Key
Used to erase information, cancel entries, or
remove page menus.
7
Dual FMS
Knob
Used to turn selection cursor ON and OFF.
When cursor is ON, data may be entered in
applicable window by turning inner and outer
knobs. The outer knob moves the cursor on
the page, while inner knob selects individual
characters in highlighted cursor location.
25-42 Phenom 100
1 Direct-to Key
tion (the destination is either specified by the
identifier, chosen from active route, or taken
from map pointer position).
2 MENU Key
ticular pages.
3 FPL Key
for creating and editing the active flight plan.
4 PROC Key
Used to select IFR (Instrument Flight Rules)
departure procedures, arrival procedures and
approach procedures for a flight plan. If a
flight plan is used, available procedures for
departure and/or arrival airport are automati-
cally suggested. These procedures can then
be loaded into active flight plan. If a flight plan
is not used, both desired airport and desired
procedure may be selected.
5 ENT Key
or data entry.
6 CLR Key
Used to erase information, cancel entries, or
remove page menus.
7
Dual FMS
Knob
Used to turn selection cursor ON and OFF.
knobs. The outer knob moves the cursor on
the page, while inner knob selects individual
characters in highlighted cursor location.
Phenom 100 25-43
Navigation
FMS Remote Panel
Many of the controls on the FMS panel have the same function as those
located on the bezels of the flight display units, with the advantage of
enabling direct typing of waypoints by using the alphanumeric keys.
1 Dual FMS Knob
Used to select MFD page to be viewed; outer
NRST), while inner knob selects a specific
page within page group. Pressing dual FMS
knob turns selection cursor ON and OFF.
knobs. In this case, outer knob moves the cur-
sor on the page, while inner knob selects indi-
vidual characters for highlighted cursor
location.
1 3 4 5
6
7
8
9
10 11 12 13 14
2
Phenom 100 25-43
Navigation
FMS Remote Panel
Many of the controls on the FMS panel have the same function as those
located on the bezels of the flight display units, with the advantage of
enabling direct typing of waypoints by using the alphanumeric keys.
1 Dual FMS Knob
Used to select MFD page to be viewed; outer
NRST), while inner knob selects a specific
page within page group. Pressing dual FMS
knob turns selection cursor ON and OFF.
knobs. In this case, outer knob moves the cur-
sor on the page, while inner knob selects indi-
vidual characters for highlighted cursor
location.
1 3 4 5
6
7
8
9
10 11 12 13 14
2
25-44 Phenom 100
2 FPL Key
for creating and editing active flight plan, or for
accessing stored flight plans.
3 Direct-to Key
tion (destination is either specified by the iden-
tifier, chosen from the active route, or taken
from the map pointer position).
4 MENU Key
ticular pages.
5 PROC Key
Used to select IFR departure procedures,
arrival procedures and approach procedures
for a flight plan. If a flight plan is used, available
procedures for departure and/or arrival airport
are automatically suggested. Procedures can
then be loaded into active flight plan. If a flight
plan is not used, both the desired airport and
the desired procedure may be selected.
6 Joystick
Changes map range when rotated. Activates
map pointer when pressed.
7
Alphanumeric
Keys
Used to enter data quickly, without having to
select individual characters with the dual FMS
knob.
8
Plus (+)
Minus (-) Keys
Used to select (+) or (-) signs.
9 Decimal Key Used to enter a decimal point.
10 SEL Key
Center of key is used to activate selected soft-
key, while the right and left arrows are used to
move softkey selection box to right and left
respectively.
25-44 Phenom 100
2 FPL Key
for creating and editing active flight plan, or for
accessing stored flight plans.
3 Direct-to Key
tion (destination is either specified by the iden-
tifier, chosen from the active route, or taken
from the map pointer position).
4 MENU Key
ticular pages.
5 PROC Key
Used to select IFR departure procedures,
arrival procedures and approach procedures
for a flight plan. If a flight plan is used, available
procedures for departure and/or arrival airport
are automatically suggested. Procedures can
then be loaded into active flight plan. If a flight
plan is not used, both the desired airport and
the desired procedure may be selected.
6 Joystick
Changes map range when rotated. Activates
map pointer when pressed.
7
Alphanumeric
Keys
Used to enter data quickly, without having to
select individual characters with the dual FMS
knob.
8
Plus (+)
Minus (-) Keys
Used to select (+) or (-) signs.
9 Decimal Key Used to enter a decimal point.
10 SEL Key
Center of key is used to activate selected soft-
key, while the right and left arrows are used to
move softkey selection box to right and left
respectively.
Phenom 100 25-45
Navigation
Flight Planning
Flight plans are entered into the FMS via the FPL button. Associated, if any,
specific departure procedures, arrival procedures, and instrument
approaches are entered through the PROC button. The Prodigy FMS also
has the capability of storing of up to 99 Flight plans for ease of access to
those most frequently flown flights.
This system supports all ARINC 424 leg types, IFR procedures, DP and
STAR, Jet and Victor airways. Entry, deletion, or route/procedure modifica-
tions are made through the use of the menu button, outer knob, and the inner
knob from the PFD, MFD, or FMS remote panel. This also includes any Verti-
cal Navigation requirements to the flight plan. The FMS System can create an
Along Track Offsets and Parallel Track if required.
11 ENT Key
or data entry.
12 CLR Key
Erases information, cancels entries, or
removes page menus. Pressing and holding
this key displays NAVIGATION MAP page
automatically.
13 SPC Key Adds a space character.
14 BKSP Key
Used to move cursor back one character
space.
Phenom 100 25-45
Navigation
Flight Planning
Flight plans are entered into the FMS via the FPL button. Associated, if any,
specific departure procedures, arrival procedures, and instrument
approaches are entered through the PROC button. The Prodigy FMS also
has the capability of storing of up to 99 Flight plans for ease of access to
those most frequently flown flights.
This system supports all ARINC 424 leg types, IFR procedures, DP and
STAR, Jet and Victor airways. Entry, deletion, or route/procedure modifica-
tions are made through the use of the menu button, outer knob, and the inner
knob from the PFD, MFD, or FMS remote panel. This also includes any Verti-
cal Navigation requirements to the flight plan. The FMS System can create an
Along Track Offsets and Parallel Track if required.
11 ENT Key
or data entry.
12 CLR Key
Erases information, cancels entries, or
removes page menus. Pressing and holding
this key displays NAVIGATION MAP page
automatically.
13 SPC Key Adds a space character.
14 BKSP Key
Used to move cursor back one character
space.
25-46 Phenom 100
Active Flight Planning
A
c
t
i
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F
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,
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P
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25-46 Phenom 100
Active Flight Planning
A
c
t
i
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e

F
P
L

W
a
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p
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i
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t

L
i
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t

-

C
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-

P
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t
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p
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P
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e

-

A
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V
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A
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T
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S
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t
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T
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o
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D
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D
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v
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A
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A
n
t
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c
i
p
a
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i
o
n
A
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c
N
o
n
-
A
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t
i
v
e
,
F
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h
t

P
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L
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g

Phenom 100 25-47
Navigation
Lateral guidance uses information from various systems to provide the best
guidance solution for flight plan legs and transitions and providing roll steer-
ing command to the Automatic Flight Control System (AFCS). There are six
lateral modes: Dead reckoning (DR), oceanic (OCN), enroute (ENR), terminal
(TERM), departure DPRT), missed approach (MAPR), and non-precision
approach (LNAV). There are also three other approach modes that provide
vertical guidance and are used during approach: LNAV with vertical guidance
(LNAV+V), LNAV/VNAV, and LPV.
These lateral modes will be annunciated on the inner position of the CDI dur-
ing the various phases of flight.
Flight Prediction
The flight prediction function of the FMS provides: time-to-go to destination,
time-to-go to next waypoint, fuel required to destination, fuel remaining at
destination, and time to top of descent. These parameters are calculated
based on current groundspeed, distance to way point/destination, and current
fuel flow.
Additional FMS Capabilities
The Prodigy FMS allows the pilot to view trip planning information, fuel infor-
mation, and other information for a specific flight plan, or flight plan leg based
on automatic data, or based on manually entered data.
Phenom 100 25-47
Navigation
Lateral guidance uses information from various systems to provide the best
guidance solution for flight plan legs and transitions and providing roll steer-
ing command to the Automatic Flight Control System (AFCS). There are six
lateral modes: Dead reckoning (DR), oceanic (OCN), enroute (ENR), terminal
(TERM), departure DPRT), missed approach (MAPR), and non-precision
approach (LNAV). There are also three other approach modes that provide
vertical guidance and are used during approach: LNAV with vertical guidance
(LNAV+V), LNAV/VNAV, and LPV.
These lateral modes will be annunciated on the inner position of the CDI dur-
ing the various phases of flight.
Flight Prediction
The flight prediction function of the FMS provides: time-to-go to destination,
time-to-go to next waypoint, fuel required to destination, fuel remaining at
destination, and time to top of descent. These parameters are calculated
based on current groundspeed, distance to way point/destination, and current
fuel flow.
Additional FMS Capabilities
The Prodigy FMS allows the pilot to view trip planning information, fuel infor-
mation, and other information for a specific flight plan, or flight plan leg based
on automatic data, or based on manually entered data.
25-48 Phenom 100
Trip Planning Page (MFD AUX Page 2)
T
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25-48 Phenom 100
Trip Planning Page (MFD AUX Page 2)
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l
e
c
t
e
d

F
l
i
g
h
t

P
l
a
n

S
e
g
m
e
n
t
-

F
P
L

N
u
m
b
e
r
/
C
u
m
u
l
a
t
i
v
e

L
e
g
s

(
C
U
M

o
r

R
E
M
)

o
r

L
e
g

N
u
m
b
e
r

(
N
N
)
-

W
a
y
p
o
i
n
t
s

D
e
n
i
n
g

S
e
l
e
c
t
e
d

F
l
i
g
h
t

P
l
a
n
/
F
l
i
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h
t

P
l
a
n

L
e
g

F
u
e
l

S
t
a
t
i
s
t
i
c
s
E
f

c
i
e
n
c
y

-
T
o
t
a
l

E
n
d
u
r
a
n
c
e

-
R
e
m
a
i
n
i
n
g

F
u
e
l

-
R
e
m
a
i
n
i
n
g

E
n
d
u
r
a
n
c
e

-
F
u
e
l

R
e
q
u
i
r
e
d

-
T
o
t
a
l

R
a
n
g
e

-
O
t
h
e
r

S
t
a
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i
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t
i
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s

-

D
e
n
s
i
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A
l
t
i
t
u
d
e

-

T
r
u
e

A
i
r
s
p
e
e
d

(
T
A
S
)
Phenom 100 25-49
Navigation
Weight Planning Page (MFD AUX Page 1)
A
/
C

P
a
y
l
o
a
d

C
a
l
c
u
l
a
t
o
r
B
a
s
i
c

E
m
p
t
y

W
e
i
g
h
t

E
n
t
r
y

-
P
i
l
o
t

a
n
d

S
t
o
r
e
s

W
e
i
g
h
t

E
n
t
r
y

-
B
a
s
i
c

O
p
e
r
a
t
i
n
g

W
e
i
g
h
t

C
a
l
c
u
l
a
t
i
o
n

-
P
a
s
s
e
n
g
e
r
(
s
)

W
e
i
g
h
t

E
n
t
r
y

-
C
a
r
g
o

W
e
i
g
h
t

E
n
t
r
y

-
Z
e
r
o

F
u
e
l

W
e
i
g
h
t

C
a
l
c
u
l
a
t
i
o
n

-
F
u
e
l

O
n

B
o
a
r
d

S
y
n
c

S
o
f
t
k
e
y
(
s
e
t
s

F
O
B

t
o

s
e
n
s
o
r

a
c
t
u
a
l
)
F
u
e
l

W
e
i
g
h
t

C
a
l
c
u
l
a
t
o
r

-

Z
e
r
o

F
u
e
l

W
e
i
g
h
t

C
a
l
c
u
l
a
t
i
o
n

-

F
u
e
l

o
n

B
o
a
r
d

E
n
t
r
y

(
o
r

s
y
n
c
)

-

A
i
r
c
r
a
f
t

W
e
i
g
h
t

C
a
l
c
u
l
a
t
i
o
n

-

E
s
t
i
m
a
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d

L
a
n
d
i
n
g

W
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g
h
t

C
a
l
c
u
l
a
t
i
o
n

-

E
s
t
i
m
a
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d

L
a
n
d
i
n
g

F
u
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l

C
a
l
c
u
l
a
t
i
o
n

-

F
u
e
l

R
e
s
e
r
v
e

E
n
t
r
y

-

E
x
c
e
s
s

F
u
e
l

C
a
l
c
u
l
a
t
i
o
n
E
m
p
t
y

W
e
i
g
h
t

S
o
f
t
k
e
y
(
s
e
l
e
c
t
s

B
a
s
i
c

E
m
p
t
y

W
e
i
g
h
t
)
Phenom 100 25-49
Navigation
Weight Planning Page (MFD AUX Page 1)
A
/
C

P
a
y
l
o
a
d

C
a
l
c
u
l
a
t
o
r
B
a
s
i
c

E
m
p
t
y

W
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i
g
h
t

E
n
t
r
y

-
P
i
l
o
t

a
n
d

S
t
o
r
e
s

W
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i
g
h
t

E
n
t
r
y

-
B
a
s
i
c

O
p
e
r
a
t
i
n
g

W
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t

C
a
l
c
u
l
a
t
i
o
n

-
P
a
s
s
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n
g
e
r
(
s
)

W
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i
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t

E
n
t
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y

-
C
a
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o

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n
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-
Z
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F
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O
n

B
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a
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d

S
y
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c

S
o
f
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k
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y
(
s
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t
s

F
O
B

t
o

s
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s
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r

a
c
t
u
a
l
)
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-

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l

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(
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c
)

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n

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s
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m
a
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d

L
a
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d
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a
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c
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l
a
t
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n

-

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s
t
i
m
a
t
e
d

L
a
n
d
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n
g

F
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l

C
a
l
c
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l
a
t
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n

-

F
u
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l

R
e
s
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r
v
e

E
n
t
r
y

-

E
x
c
e
s
s

F
u
e
l

C
a
l
c
u
l
a
t
i
o
n
E
m
p
t
y

W
e
i
g
h
t

S
o
f
t
k
e
y
(
s
e
l
e
c
t
s

B
a
s
i
c

E
m
p
t
y

W
e
i
g
h
t
)
25-50 Phenom 100
Comparator Annunciations
The comparator also monitors critical values associated with the Navigation/
FMS. If differences in the sensors exceed a specified amount it will be annun-
ciated in the Comparator Window of the PFD as a MISCOMP. If a sensed
value is unavailable a NO COMP will be annunciated.
Limitations


Magnetic
Cut-Out
Regions
Latitude Longitude
North
South
Comparator Window Text Condition
HDG MISCOMP Difference in heading sensors is > 6.
ROL MISCOMP Difference in roll sensors is > 6.
HDG NO COMP No data from one or both heading sensors.
PIT NO COMP No data from one or both pitch sensors.
ROL NO COMP No data from one or both roll sensors..
25-50 Phenom 100
Comparator Annunciations
The comparator also monitors critical values associated with the Navigation/
FMS. If differences in the sensors exceed a specified amount it will be annun-
ciated in the Comparator Window of the PFD as a MISCOMP. If a sensed
value is unavailable a NO COMP will be annunciated.
Limitations


Magnetic
Cut-Out
Regions
Latitude Longitude
North
South
Comparator Window Text Condition
HDG MISCOMP Difference in heading sensors is > 6.
ROL MISCOMP Difference in roll sensors is > 6.
HDG NO COMP No data from one or both heading sensors.
PIT NO COMP No data from one or both pitch sensors.
ROL NO COMP No data from one or both roll sensors..
Phenom 100 25-51
Navigation

GPS and WAAS (including GPS, or GPS, and RNAV approaches),
and approach procedures with vertical guidance (including LNAV/VNAV,
LNAV + V, and LPV) within the U.S. National Airspace System in accor-
dance with AC 20-138A.

the FAF.

tion (LRN) sensor.

Limitations


Phenom 100 25-51
Navigation

GPS and WAAS (including GPS, or GPS, and RNAV approaches),
and approach procedures with vertical guidance (including LNAV/VNAV,
LNAV + V, and LPV) within the U.S. National Airspace System in accor-
dance with AC 20-138A.

the FAF.

tion (LRN) sensor.

Limitations


25-52 Phenom 100


ity.

83 is prohibited.

Approvals Section.
database.
25-52 Phenom 100


ity.

83 is prohibited.

Approvals Section.
database.
Phenom 100 25-53
Navigation
CAS Messages
Caution AHRS 1 (2) FAIL Total loss of AHRS 1 (2)
Advisory
AHRS 1 (2)
FAULT
AHRS 1 (2) performance may be
degraded.
AHRS 1(2) magnetic heading may
be unavailable.
Phenom 100 25-53
Navigation
CAS Messages
Caution AHRS 1 (2) FAIL Total loss of AHRS 1 (2)
Advisory
AHRS 1 (2)
FAULT
AHRS 1 (2) performance may be
degraded.
AHRS 1(2) magnetic heading may
be unavailable.
25-54 Phenom 100
25-54 Phenom 100
Phenom 100 26-1
Oxygen
Oxygen
The oxygen system supplies oxygen to the pilot(s) and passengers. Oxygen
supply for each pilot and passenger is provided to permit descent from 41,000
ft. to 10,000 ft. following a cabin pressurization failure or rapid decompression.
In case of cabin depressurization or smoke, the oxygen system supplies pro-
tective (in case of smoke or harmful gases) and supplemental oxygen for the
pilot and copilot in the cockpit and only supplemental oxygen for the passen-
gers.
Oxygen Control / Indicating.
C
O
C
K
P
I
T
R
H

C
B
P
E
M
E
R

B
U
S
T
E
M
P
/
P
R
E
S
C
O
C
K
P
I
T
R
H

C
B
P
E
M
E
R

B
U
S
M
A
S
K
D
E
P
L
O
Y
G
E
A

1
D
C
U
A
V
I
O
N
I
C
S
L
O
W

P
R
E
S
S
U
R
E
S
W
I
T
C
H

(
C
R
E
W
)
P
U
S
H

T
O

R
E
S
T
O
R
E
P
U
L
L

T
O

C
U
T
O
U
T
S
U
P
P
L
Y

C
O
N
T
R
O
L
O
X
Y
G
E
N
P
A
X

A
U
T
O
P
A
X
O
V
R
D
C
R
E
W
O
N
L
Y
P
R
E
S
S
U
R
E

A
N
D
T
E
M
P
E
R
A
T
U
R
E
T
R
A
N
S
D
U
C
E
R
A
L
T
I
T
U
D
E
P
R
E
S
S
U
R
E
S
W
I
T
C
H
O
X
Y
G
E
N

C
O
N
T
R
O
L

P
A
N
E
L
S
D
S
2
4
3
2
3
5
0
1
0
0
P
0
0
7
Phenom 100 26-1
Oxygen
Oxygen
The oxygen system supplies oxygen to the pilot(s) and passengers. Oxygen
supply for each pilot and passenger is provided to permit descent from 41,000
ft. to 10,000 ft. following a cabin pressurization failure or rapid decompression.
In case of cabin depressurization or smoke, the oxygen system supplies pro-
tective (in case of smoke or harmful gases) and supplemental oxygen for the
pilot and copilot in the cockpit and only supplemental oxygen for the passen-
gers.
Oxygen Control / Indicating.
C
O
C
K
P
I
T
R
H

C
B
P
E
M
E
R

B
U
S
T
E
M
P
/
P
R
E
S
C
O
C
K
P
I
T
R
H

C
B
P
E
M
E
R

B
U
S
M
A
S
K
D
E
P
L
O
Y
G
E
A

1
D
C
U
A
V
I
O
N
I
C
S
L
O
W

P
R
E
S
S
U
R
E
S
W
I
T
C
H

(
C
R
E
W
)
P
U
S
H

T
O

R
E
S
T
O
R
E
P
U
L
L

T
O

C
U
T
O
U
T
S
U
P
P
L
Y

C
O
N
T
R
O
L
O
X
Y
G
E
N
P
A
X

A
U
T
O
P
A
X
O
V
R
D
C
R
E
W
O
N
L
Y
P
R
E
S
S
U
R
E

A
N
D
T
E
M
P
E
R
A
T
U
R
E
T
R
A
N
S
D
U
C
E
R
A
L
T
I
T
U
D
E
P
R
E
S
S
U
R
E
S
W
I
T
C
H
O
X
Y
G
E
N

C
O
N
T
R
O
L

P
A
N
E
L
S
D
S
2
4
3
2
3
5
0
1
0
0
P
0
0
7
26-2 Phenom 100
Oxygen System
P
U
L
L
T
O
C
U
T
O
U
T
P
U
S
H
T
O
R
E
S
T
O
R
E
E
M
E
R

B
U
S
3
C
Y
L
I
N
D
E
R

5
0

f
t
C
O
N
T
R
O
L

C
A
B
L
E
A
C
T
U
A
T
O
R
N
O
N

P
R
E
S
S
U
R
I
Z
E
D

A
R
E
A
P
R
E
S
S
U
R
I
Z
E
D

A
R
E
A
P
R
E
S
S
U
R
E
A
N
D
T
E
M
P
E
R
A
T
U
R
E
T
R
A
N
S
D
U
C
E
R
O
U
T
L
E
T

V
E
N
T

A
I
R
T
O

O
V
E
R
B
O
A
R
D

1
/
1
6
"

C
A
P
I
L
L
A
R
Y

L
I
N
E
3
/
1
6
"

C
A
P
I
L
L
A
R
Y

L
I
N
E
H
P

F
L
E
X
I
B
L
E

H
O
S
E
F
I
L
L

P
O
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C
A
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O
A
L
T
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D
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P
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S
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W
I
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C
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S
U
P
P
L
Y
C
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R
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P
A
X
A
U
T
O
C
R
E
W
O
N
L
Y
P
A
X
O
V
R
D
T
H
R
E
E
P
O
S
I
T
I
O
N
V
A
L
V
E

L
O
W

P
R
E
S
S
U
R
E
S
W
I
T
C
H

(
C
R
E
W
)
A
L
T
I
T
U
D
E
-
-
C
O
M
P
E
N
S
A
T
I
N
G
R
E
G
U
L
A
T
O
R
W
I
T
H

S
U
R
G
E
L
O
W

P
R
E
S
S
U
R
E
L
I
N
E

C
R
E
W

&

P
A
X

D
C
U
G
E
A

1
A
V
I
O
N
I
C
S
P
A
S
S
E
N
G
E
R
M
A
S
K

P
A
S
S
E
N
G
E
R
M
A
S
K

C
O
M
M
U
N
I
C
A
T
I
O
N
S
Y
S
T
E
M
C
R
E
W
M
A
S
K
C
R
E
W
M
A
S
K
S
M
O
K
E
G
O
G
G
L
E
S
M
O
K
E
G
O
G
G
L
E
O
V
E
R
B
O
A
R
D
D
I
S
C
H
A
R
G
E
P
R
E
S
S
U
R
E
G
A
U
G
E
S
D
S
2
4
3
2
3
5
0
0
0
0
P
0
0
3
26-2 Phenom 100
Oxygen System
P
U
L
L
T
O
C
U
T
O
U
T
P
U
S
H
T
O
R
E
S
T
O
R
E
E
M
E
R

B
U
S
3
C
Y
L
I
N
D
E
R

5
0

f
t
C
O
N
T
R
O
L

C
A
B
L
E
A
C
T
U
A
T
O
R
N
O
N

P
R
E
S
S
U
R
I
Z
E
D

A
R
E
A
P
R
E
S
S
U
R
I
Z
E
D

A
R
E
A
P
R
E
S
S
U
R
E
A
N
D
T
E
M
P
E
R
A
T
U
R
E
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Phenom 100 26-3
Oxygen
Oxygen Supply System
The oxygen supply system stores and delivers oxygen to the crew and pas-
senger oxygen systems.
The oxygen supply system stores gaseous-type oxygen through the oxygen cyl-
inder. The system is serviced through a filling port in the filling panel located on
the pilot side of the rear nose baggage compartment wall. HP (High Pressure)
oxygen lines connect the oxygen cylinder to the charging valve and discharge it
overboard in case of overpressure in the oxygen cylinder.
The oxygen supply system also delivers oxygen to the crew and passenger
oxygen systems through the LP (Low Pressure) oxygen distribution lines.

Control and Indicating
The oxygen control / indicating system provides for control and monitoring of
the oxygen storage system. The control cable, actuator, oxygen control
panel, altitude pressure switch and altitude-compensating regulator with
surge are the control instruments.
OXYGEN CYLINDER BAY
OUTLET VENTILATION HOSE
OXYGEN
CYLINDER
LP OXYGEN
DISTRIBUTION
LINES
REFILL POINT
PRESSUDE GUAGE
Phenom 100 26-3
Oxygen
Oxygen Supply System
The oxygen supply system stores and delivers oxygen to the crew and pas-
senger oxygen systems.
The oxygen supply system stores gaseous-type oxygen through the oxygen cyl-
inder. The system is serviced through a filling port in the filling panel located on
the pilot side of the rear nose baggage compartment wall. HP (High Pressure)
oxygen lines connect the oxygen cylinder to the charging valve and discharge it
overboard in case of overpressure in the oxygen cylinder.
The oxygen supply system also delivers oxygen to the crew and passenger
oxygen systems through the LP (Low Pressure) oxygen distribution lines.

Control and Indicating
The oxygen control / indicating system provides for control and monitoring of
the oxygen storage system. The control cable, actuator, oxygen control
panel, altitude pressure switch and altitude-compensating regulator with
surge are the control instruments.
OXYGEN CYLINDER BAY
OUTLET VENTILATION HOSE
OXYGEN
CYLINDER
LP OXYGEN
DISTRIBUTION
LINES
REFILL POINT
PRESSUDE GUAGE
26-4 Phenom 100
The pressure gauge located in the nose baggage area, pressure display on the
MFD, and the overboard discharge indicator are the indicating instruments.
The pressure indicated on the cockpit display is provided via pressure and tem-
perature transducer and the avionics display system.
Status Page Indication
1
2
26-4 Phenom 100
The pressure gauge located in the nose baggage area, pressure display on the
MFD, and the overboard discharge indicator are the indicating instruments.
The pressure indicated on the cockpit display is provided via pressure and tem-
perature transducer and the avionics display system.
Status Page Indication
1
2
Phenom 100 26-5
Oxygen
.
Whenever the cylinder pressure indicated on the display is above 1590 PSI,
the color on the display is GREEN, and in terms of oxygen supply require-
ments the aircraft is considered dispatchable with the maximum capacity of
occupants (two pilots and four passengers). In case the pressure is lower
than 1590 psi and higher than or equal to 730 psi, the color on the display is
white, and the required dispatch pressure depends on the number of pilots,
number of passengers, and operational requirements. Under these condi-
tions, the flight crew is instructed to check in the AFM (Aircraft Flight Manual)
for the minimum dispatch pressure for that configuration of flight. If the indi-
cated pressure is higher than the minimum dispatch pressure, the pilot is
allowed to take off; otherwise, cylinder refilling is required before flight.
An OXY LO PRESS caution (amber) message appears on the CAS (Crew
Alerting System) every time the oxygen cylinder pressure reaches values
lower than the accepted safety limit for dispatch or after pressure sensor fail-
ure. If this message appears on the ground prior to takeoff, cylinder refilling is
required for flight operation above 10,000 ft.
In case the supply control is not set to the PAX AUTO position, the OXY SW
NOT AUTO (advisory) CAS message appears and the crew procedure is to
set it to the PAX AUTO position.
Item
Signal
Designation
Comments
1
Oxygen Pres-
sure Scale and
Pointer (Solid
Pointer)
Green: pressure >1590, <1850 psi
White: pressure >730, <1589 psi
Yellow: pressure <730 psi
Pressure pointer disappears if data is invalid.
2
Oxygen Pressure
Digital Readout
White inverse video: pressure >730, <1589 psi
Yellow inverse video: pressure <730 psi
Four yellow dashes (----) if oxy pressure is invalid
Phenom 100 26-5
Oxygen
.
Whenever the cylinder pressure indicated on the display is above 1590 PSI,
the color on the display is GREEN, and in terms of oxygen supply require-
ments the aircraft is considered dispatchable with the maximum capacity of
occupants (two pilots and four passengers). In case the pressure is lower
than 1590 psi and higher than or equal to 730 psi, the color on the display is
white, and the required dispatch pressure depends on the number of pilots,
number of passengers, and operational requirements. Under these condi-
tions, the flight crew is instructed to check in the AFM (Aircraft Flight Manual)
for the minimum dispatch pressure for that configuration of flight. If the indi-
cated pressure is higher than the minimum dispatch pressure, the pilot is
allowed to take off; otherwise, cylinder refilling is required before flight.
An OXY LO PRESS caution (amber) message appears on the CAS (Crew
Alerting System) every time the oxygen cylinder pressure reaches values
lower than the accepted safety limit for dispatch or after pressure sensor fail-
ure. If this message appears on the ground prior to takeoff, cylinder refilling is
required for flight operation above 10,000 ft.
In case the supply control is not set to the PAX AUTO position, the OXY SW
NOT AUTO (advisory) CAS message appears and the crew procedure is to
set it to the PAX AUTO position.
Item
Signal
Designation
Comments
1
Oxygen Pres-
sure Scale and
Pointer (Solid
Pointer)
White: pressure >730, <1589 psi
Yellow: pressure <730 psi
Pressure pointer disappears if data is invalid.
2
Oxygen Pressure
Digital Readout
White inverse video: pressure >730, <1589 psi
Yellow inverse video: pressure <730 psi
Four yellow dashes (----) if oxy pressure is invalid
26-6 Phenom 100
MFD Oxygen Indication

Pressure Gauge
The pressure gauge is in the nose baggage compartment, near the oxygen
cylinder, and indicates the cylinder pressure.
To indicate the oxygen quantity in the oxygen cylinder, a combined temperature
and pressure transducer provides analog output to provide a quantity indication
on the cockpit display. The temperature and pressure transducer is designed to
Item
Signal
Designation
Comments Source
1
Oxygen
Pressure
Digital Read-
out
Green: pressure >730 psi calculation result >730 psi
Amber inverse video:
<730 psi
calculation result <730 psi
Four amber dashes (----):
if oxygen pressure is not
valid
calculation is not valid
1
26-6 Phenom 100
MFD Oxygen Indication

Pressure Gauge
The pressure gauge is in the nose baggage compartment, near the oxygen
cylinder, and indicates the cylinder pressure.
To indicate the oxygen quantity in the oxygen cylinder, a combined temperature
and pressure transducer provides analog output to provide a quantity indication
on the cockpit display. The temperature and pressure transducer is designed to
Item
Signal
Designation
Comments Source
1
Oxygen
Pressure
Digital Read-
out
Green: pressure >730 psi calculation result >730 psi
Amber inverse video:
<730 psi
calculation result <730 psi
Four amber dashes (----):
if oxygen pressure is not
valid
calculation is not valid
1
Phenom 100 26-7
Oxygen
provide an independent output of both pressure and temperature. A single volt-
age regulator is used to supply both pressure and temperature elements.
Overboard Discharge Indicator
A green discharge indicator disc blows out in the event of overpressure. This
indicator disk is located in the fuselage skin at the right side of the forward
baggage compartment door.
Phenom 100 26-7
Oxygen
provide an independent output of both pressure and temperature. A single volt-
age regulator is used to supply both pressure and temperature elements.
Overboard Discharge Indicator
A green discharge indicator disc blows out in the event of overpressure. This
indicator disk is located in the fuselage skin at the right side of the forward
baggage compartment door.
26-8 Phenom 100
Control Cable Actuator
The control cable allows a crew member to either open or close the oxygen
cylinder regulator valve from the cockpit. The cable is routed from the crew
control panel to the cylinder assembly.The oxygen cylinder is activated by
pressing the knob down, and is deactivated by pulling the knob up. There is
no CAS message related to the control cable actuator position
Supply Control Rotary Switch
The supply control rotary switch commands the oxygen flow to the passenger
masks. Selection modes are:
Altitude Pressure Switch
The altitude pressure switch senses the cabin altitude. Once the cabin alti-
tude reaches 14,500 +250/-500 ft., the switch closes, sending electrical
energy from the emergency bus to the three-position valve. When this signal
is received, with the supply control switch in the PAX AUTO position, the
masks are automatically deployed. On descent, the altitude pressure switch
opens the circuit before reaching 10,000 ft. causing the three-position valve
to prevent the flow of oxygen while in the PAX AUTO position.
PAX AUTO
Passenger masks deployment only in case of a cabin
depressurization
PAX OVRD
Passenger masks deployment is provided readily, if the
control cable actuator is in the PUSH position;
CREW ONLY
Neither passenger mask deployment nor passenger oxy-
gen supply is available.
26-8 Phenom 100
Control Cable Actuator
The control cable allows a crew member to either open or close the oxygen
cylinder regulator valve from the cockpit. The cable is routed from the crew
control panel to the cylinder assembly.The oxygen cylinder is activated by
pressing the knob down, and is deactivated by pulling the knob up. There is
no CAS message related to the control cable actuator position
Supply Control Rotary Switch
The supply control rotary switch commands the oxygen flow to the passenger
masks. Selection modes are:
Altitude Pressure Switch
The altitude pressure switch senses the cabin altitude. Once the cabin alti-
tude reaches 14,500 +250/-500 ft., the switch closes, sending electrical
energy from the emergency bus to the three-position valve. When this signal
is received, with the supply control switch in the PAX AUTO position, the
masks are automatically deployed. On descent, the altitude pressure switch
opens the circuit before reaching 10,000 ft. causing the three-position valve
to prevent the flow of oxygen while in the PAX AUTO position.
PAX AUTO
Passenger masks deployment only in case of a cabin
depressurization
PAX OVRD
Passenger masks deployment is provided readily, if the
control cable actuator is in the PUSH position;
CREW ONLY
Neither passenger mask deployment nor passenger oxy-
gen supply is available.
Phenom 100 26-9
Oxygen
Altitude-Compensating Regulator With Surge
The altitude-compensating regulator is located downstream of the three-posi-
tion supply control valve; it provides an unregulated burst of pressurized gas
when the passenger system is initially activated. The 70 psi unregulated burst
provides the required activation pressure for the passenger oxygen container
door latching mechanism to trigger opening of the door and deploy the pas-
senger masks. After the initial surge of pressure the regulator controls the
flow of oxygen to the passenger masks and is based on cabin pressure alti-
tude.
LOW PRESSURE
SWITCH (CREW)
ALTITUDE
PRESSURE
SWITCH
CONTROL
CABLE
OVERBOARD
DISCHARGE
INDICATOR
ALTITUDE-COMPENSATING
REGULATOR WITH SURGE
SDS2432350100P015
Phenom 100 26-9
Oxygen
Altitude-Compensating Regulator With Surge
The altitude-compensating regulator is located downstream of the three-posi-
tion supply control valve; it provides an unregulated burst of pressurized gas
when the passenger system is initially activated. The 70 psi unregulated burst
provides the required activation pressure for the passenger oxygen container
door latching mechanism to trigger opening of the door and deploy the pas-
senger masks. After the initial surge of pressure the regulator controls the
flow of oxygen to the passenger masks and is based on cabin pressure alti-
tude.
LOW PRESSURE
SWITCH (CREW)
ALTITUDE
PRESSURE
SWITCH
CONTROL
CABLE
OVERBOARD
DISCHARGE
INDICATOR
ALTITUDE-COMPENSATING
REGULATOR WITH SURGE
SDS2432350100P015
26-10 Phenom 100
Crew Oxygen
The crew oxygen system is a high-pressure gaseous type. It comprises emer-
gency oxygen equipment required for the flight crew. A single oxygen cylinder
supplies both flight crew and passengers
The crew oxygen system provides the pilot and copilot in the cockpit with a
source of supplemental oxygen, at pressure demand and free from the
effects of smoke or harmful gases. The crew masks are installed in the cock-
pit where each flight crewmember should be able to don the mask, from its
stowed position, properly secured, sealed and supplying oxygen on demand
within five seconds. The crew oxygen masks also enable communication,
with any other crew member while at his assigned duty station through the
mask microphone.
26-10 Phenom 100
Crew Oxygen
The crew oxygen system is a high-pressure gaseous type. It comprises emer-
gency oxygen equipment required for the flight crew. A single oxygen cylinder
supplies both flight crew and passengers
The crew oxygen system provides the pilot and copilot in the cockpit with a
source of supplemental oxygen, at pressure demand and free from the
effects of smoke or harmful gases. The crew masks are installed in the cock-
pit where each flight crewmember should be able to don the mask, from its
stowed position, properly secured, sealed and supplying oxygen on demand
within five seconds. The crew oxygen masks also enable communication,
with any other crew member while at his assigned duty station through the
mask microphone.
Phenom 100 26-11
Oxygen
The oxygen-mask stowage box accommodates the crew oxygen masks. The
stowage box is designed to enable preflight tests of the mask and regulator
without removing the unit from stowage or even opening the stowage box
doors. This is accomplished by pressing the TEST/RESET button and
observing the indicator on the box.
The crew oxygen mask provides automatic oxygen dilution for hypoxia protection
and emergency purge for visual and respiratory protection from smoke and fumes.
The mask contains a single knob regulator mode selector with Normal, 100%, and
EMER (Emergency) mode settings.
The low pressure switch detects when there is insufficient pressure from the reg-
ulator to properly operate the crew masks and causes an OXY LO PRES mes-
sage on the CAS panel to come on to warn the flight crew when the line pressure
drops below 45 psi.
The crew oxygen mask also includes a microphone, which provides communica-
tion capability with the mask on. To eliminate the breathing inhalation noise typical
of prior generation masks, the crew mask automatically suppresses the micro-
phone during inhalation.
The MASK MIC toggle switch, on the AUDIO JACKS panel controls audio
communication with the crew oxygen mask microphone.
The crew oxygen masks contain the following modes:
Normal Mode
When in normal mode (regulator set at NORM position) the regulator pro-
vides an automatic oxygen dilution. At lower cabin altitudes ambient air is
allowed to enter the regulator and mix with the added oxygen during inhala-
tion. As the cabin altitude increases the percentage of ambient air entering
the regulator is reduced until, at a preset point, 100% oxygen is inhaled by
the user. The function of the automatic dilution feature is to conserve the
amount of oxygen consumed from the supply source while maintaining pro-
tective physiological levels. In the event of an emergency decompression the
regulator will automatically provide 100% oxygen when the cabin altitude
exceeds 35,000 ft.
Phenom 100 26-11
Oxygen
The oxygen-mask stowage box accommodates the crew oxygen masks. The
stowage box is designed to enable preflight tests of the mask and regulator
without removing the unit from stowage or even opening the stowage box
doors. This is accomplished by pressing the TEST/RESET button and
observing the indicator on the box.
The crew oxygen mask provides automatic oxygen dilution for hypoxia protection
and emergency purge for visual and respiratory protection from smoke and fumes.
The mask contains a single knob regulator mode selector with Normal, 100%, and
EMER (Emergency) mode settings.
The low pressure switch detects when there is insufficient pressure from the reg-
ulator to properly operate the crew masks and causes an OXY LO PRES mes-
sage on the CAS panel to come on to warn the flight crew when the line pressure
drops below 45 psi.
The crew oxygen mask also includes a microphone, which provides communica-
tion capability with the mask on. To eliminate the breathing inhalation noise typical
of prior generation masks, the crew mask automatically suppresses the micro-
phone during inhalation.
The MASK MIC toggle switch, on the AUDIO JACKS panel controls audio
communication with the crew oxygen mask microphone.
The crew oxygen masks contain the following modes:
Normal Mode
When in normal mode (regulator set at NORM position) the regulator pro-
vides an automatic oxygen dilution. At lower cabin altitudes ambient air is
allowed to enter the regulator and mix with the added oxygen during inhala-
tion. As the cabin altitude increases the percentage of ambient air entering
the regulator is reduced until, at a preset point, 100% oxygen is inhaled by
the user. The function of the automatic dilution feature is to conserve the
amount of oxygen consumed from the supply source while maintaining pro-
tective physiological levels. In the event of an emergency decompression the
regulator will automatically provide 100% oxygen when the cabin altitude
exceeds 35,000 ft.
26-12 Phenom 100
100% Mode
This setting provides the user with 100% oxygen upon inhalation regardless
of the cabin altitude. In the event of an emergency decompression of the air-
craft, an immediate descent to altitudes where supplemental oxygen is not
required is recommended. After the emergency descent, if a climb to higher
altitudes is necessary, with the aircraft depressurized, the control may be
switched to the NORM position to conserve oxygen.
Emergency Mode
The EMER (emergency) control setting provides 100% oxygen regardless of
the cabin altitude, is supplied at a slight positive pressure. This emergency
safety pressure prevents toxic gas contaminates from entering the mask by
providing a positive pressure seal.
Each crew member must verify the operation of his mask. In normal operating
conditions, the crew masks regulator shall be selected to the 100% mode.
The NORMAL mode is requested following stabilization to increase the oxy-
gen autonomy and comfort to the pilots.
For sweep on 2000-series masks, when selected to normal, oxygen will not
flow when it is not needed. The feature to solely use cabin air until an emer-
gency condition requires supplemental oxygen reduces the total consumption
of oxygen.
26-12 Phenom 100
100% Mode
This setting provides the user with 100% oxygen upon inhalation regardless
of the cabin altitude. In the event of an emergency decompression of the air-
craft, an immediate descent to altitudes where supplemental oxygen is not
required is recommended. After the emergency descent, if a climb to higher
altitudes is necessary, with the aircraft depressurized, the control may be
switched to the NORM position to conserve oxygen.
Emergency Mode
The EMER (emergency) control setting provides 100% oxygen regardless of
the cabin altitude, is supplied at a slight positive pressure. This emergency
safety pressure prevents toxic gas contaminates from entering the mask by
providing a positive pressure seal.
Each crew member must verify the operation of his mask. In normal operating
conditions, the crew masks regulator shall be selected to the 100% mode.
The NORMAL mode is requested following stabilization to increase the oxy-
gen autonomy and comfort to the pilots.
For sweep on 2000-series masks, when selected to normal, oxygen will not
flow when it is not needed. The feature to solely use cabin air until an emer-
gency condition requires supplemental oxygen reduces the total consumption
of oxygen.
Phenom 100 26-13
Oxygen
Crew Oxygen System
1 Smoke Goggles (Optional)
Smoke Goggles may be used in conjunction with oxygen mask for smoke
protection.
2 Flow Indicator
A bright yellow star illuminates, indicating that oxygen is flowing through the
mask.
3 Test / Reset Button
Pressing this button with the mask stowed tests the oxygen mask and acti-
vates the microphone when the Mic Switch on the communication panels is
ON. The flow indicator star momentarily illuminates and oxygen flow will be
audible through cabin speakers.
4 Oxy On Flag
Appears whenever Test/Reset button is pressed.
TEST
RESET
E
M
E
R
100%
N
O
R
M
1
2 3 4
5
6
7
6
8
9
O
X
Y

O
N
Phenom 100 26-13
Oxygen
Crew Oxygen System
1 Smoke Goggles (Optional)
Smoke Goggles may be used in conjunction with oxygen mask for smoke
protection.
2 Flow Indicator
A bright yellow star illuminates, indicating that oxygen is flowing through the
mask.
3 Test / Reset Button
Pressing this button with the mask stowed tests the oxygen mask and acti-
vates the microphone when the Mic Switch on the communication panels is
ON. The flow indicator star momentarily illuminates and oxygen flow will be
audible through cabin speakers.
4 Oxy On Flag
Appears whenever Test/Reset button is pressed.
TEST
RESET
E
M
E
R
100%
N
O
R
M
1
2 3 4
5
6
7
6
8
9
O
X
Y

O
N
26-14 Phenom 100
5 Auto Dilution Valve
At pulled position, flight crew will breathe cabin air, when oxygen supply is
not required.
At pushed position flight crew will breathe oxygen according to the posi-
tion of the regulator knob.
If there is cabin depressurization this valve automatically closes (pushed

position).
6 Harness Inflation Button
Pressing this button inflates the harness so that the mask may be donned.
Releasing the button deflates the harness to the point that mask is held in
place.
7 Oxygen Supply Hose
Connects the mask with oxygen system
8 Mic Connector
Microphone connector. The crew oxygen masks enable communication,
through the mask microphone
9 Oxygen Supply Control Knob
Rotating the knob selects the mode of oxygen supply:
EMER: supplies pure oxygen under positive pressure.
100%: supplies pure oxygen at all cabin altitudes on demand.
NORM: supplies an oxygen/air mixture on demand.

Note: Whenever mask inside stowage box, the auto dilution valve must be
closed.
Note: The ratio of oxygen supply depends on the cabin altitude.
26-14 Phenom 100
5 Auto Dilution Valve
At pulled position, flight crew will breathe cabin air, when oxygen supply is
not required.
At pushed position flight crew will breathe oxygen according to the posi-
tion of the regulator knob.
If there is cabin depressurization this valve automatically closes (pushed

position).
6 Harness Inflation Button
Pressing this button inflates the harness so that the mask may be donned.
Releasing the button deflates the harness to the point that mask is held in
place.
7 Oxygen Supply Hose
Connects the mask with oxygen system
8 Mic Connector
Microphone connector. The crew oxygen masks enable communication,
through the mask microphone
9 Oxygen Supply Control Knob
Rotating the knob selects the mode of oxygen supply:
EMER: supplies pure oxygen under positive pressure.
100%: supplies pure oxygen at all cabin altitudes on demand.
NORM: supplies an oxygen/air mixture on demand.

Note: Whenever mask inside stowage box, the auto dilution valve must be
closed.
Note: The ratio of oxygen supply depends on the cabin altitude.
Phenom 100 26-15
Oxygen
Passenger Oxygen System
The passenger oxygen system supplies oxygen to the passengers if a cabin
depressurization occurs.
Passenger LP (Low Pressure) oxygen hoses connect the passenger LP oxy-
gen lines to the oxygen box assemblies. The passenger oxygen masks are
installed in the oxygen box assemblies and, when deployed, are easily
accessed by the passengers.
Passenger LP Oxygen Operation
In the event of a decompression, oxygen pressure is automatically supplied
to the oxygen boxes. The pressure actuates the door latch mechanism that
opens the box doors to deploy the masks. When the box doors open, the
masks fall freely within the reach of each seated passenger. The activation of
oxygen flow to the masks is obtained by pulling the masks towards the face,
thus removing the lanyard pin from the box valve assembly.
Oxygen Box Assembly
The seating configuration requires the use of both 2- and 3-mask boxes to
supply oxygen for up to 4 passengers plus one lap child. The oxygen box
assembly contains a door latch mechanism that opens the box when pneu-
matically actuated. It also contains a valve assembly that releases oxygen to
the mask when the oxygen-mask release pin is removed. Oxygen flow is con-
trolled by means of an orifice in the valve assembly and the system supply
pressure.
Passenger Oxygen Mask
The passenger oxygen mask is a high-efficiency phase dilution-type mask
that is stowed in the oxygen box assemblies (drop-out boxes) in the cabin
ceiling near each passenger seat. The passenger mask is composed of a
facepiece assembly, economizer bag, supply hose, flow indicator, lanyard
with a release pin at the end, and a head band.The flow indicator is placed at
each mask supply hose, and it shows the mask flow individually.
Phenom 100 26-15
Oxygen
The passenger oxygen system supplies oxygen to the passengers if a cabin
depressurization occurs.
Passenger LP (Low Pressure) oxygen hoses connect the passenger LP oxy-
gen lines to the oxygen box assemblies. The passenger oxygen masks are
installed in the oxygen box assemblies and, when deployed, are easily
accessed by the passengers.
Passenger LP Oxygen Operation
In the event of a decompression, oxygen pressure is automatically supplied
to the oxygen boxes. The pressure actuates the door latch mechanism that
opens the box doors to deploy the masks. When the box doors open, the
masks fall freely within the reach of each seated passenger. The activation of
oxygen flow to the masks is obtained by pulling the masks towards the face,
thus removing the lanyard pin from the box valve assembly.
Oxygen Box Assembly
The seating configuration requires the use of both 2- and 3-mask boxes to
supply oxygen for up to 4 passengers plus one lap child. The oxygen box
assembly contains a door latch mechanism that opens the box when pneu-
matically actuated. It also contains a valve assembly that releases oxygen to
the mask when the oxygen-mask release pin is removed. Oxygen flow is con-
trolled by means of an orifice in the valve assembly and the system supply
pressure.
Passenger Oxygen Mask
The passenger oxygen mask is a high-efficiency phase dilution-type mask
that is stowed in the oxygen box assemblies (drop-out boxes) in the cabin
ceiling near each passenger seat. The passenger mask is composed of a
facepiece assembly, economizer bag, supply hose, flow indicator, lanyard
with a release pin at the end, and a head band.The flow indicator is placed at
each mask supply hose, and it shows the mask flow individually.
26-16 Phenom 100
T
Y
P
I
C
A
L
P
A
S
S
E
N
G
E
R
O
X
Y
G
E
N

M
A
S
K
D
O
O
R

L
A
T
C
H
M
E
C
H
A
N
I
S
M
V
A
L
V
E

A
S
S
E
M
B
L
Y
(
R
E
L
E
A
S
E

P
I
N
R
E
C
E
P
T
A
C
L
E
)
O
X
Y
G
E
N

B
O
X
T
Y
P
I
C
A
L
B
O
X

D
O
O
R
S
U
P
P
L
Y

H
O
S
E
E
C
O
N
O
M
I
Z
E
R
B
A
G
F
L
O
W
F
A
C
E
P
I
E
C
E
H
E
A
D

B
A
N
D
I
N
D
I
C
A
T
O
R
A
S
S
E
M
B
L
Y
L
A
N
Y
A
R
D
a
m
m
3
5
2
1
0
0
p
0
0
5
S
0
0
2
R
26-16 Phenom 100
T
Y
P
I
C
A
L
P
A
S
S
E
N
G
E
R
O
X
Y
G
E
N

M
A
S
K
D
O
O
R

L
A
T
C
H
M
E
C
H
A
N
I
S
M
V
A
L
V
E

A
S
S
E
M
B
L
Y
(
R
E
L
E
A
S
E

P
I
N
R
E
C
E
P
T
A
C
L
E
)
O
X
Y
G
E
N

B
O
X
T
Y
P
I
C
A
L
B
O
X

D
O
O
R
S
U
P
P
L
Y

H
O
S
E
E
C
O
N
O
M
I
Z
E
R
B
A
G
F
L
O
W
F
A
C
E
P
I
E
C
E
H
E
A
D

B
A
N
D
I
N
D
I
C
A
T
O
R
A
S
S
E
M
B
L
Y
L
A
N
Y
A
R
D
a
m
m
3
5
2
1
0
0
p
0
0
5
S
0
0
2
R
Phenom 100 26-17
Oxygen
Commuter and On Demand Operations
Oxygen Dispatch Pressures
For FAR Part 91 operations, the minimum oxygen pressure for aircraft dis-
patch is 730 PSI.
For commuter and on demand operations the minimum oxygen pressure for
dispatch is determined from the table below, based on the aircraft number of
occupied seats:
CAS Messages
Oxygen
Dispatch
Pressures
(PSI)
USE OF MASKS IN THE CABIN
0 1 2 3 4 5 6 7
Use of
masks in
the cockpit
2 1050 1120 1200 1280 1360 1430 1510 1590
Caution
OXY LO PRES
Oxygen cylinder pressure below
accepted safety limit for dispatch, or
pressure sensor has failed.
PAX OXY NO PRES
Passenger masks not deployed in
cabin depressurization condition.
Advisory OXY SW NOT AUTO
Mask supply control knob not in PAX
AUTO position.
Phenom 100 26-17
Oxygen
Commuter and On Demand Operations
Oxygen Dispatch Pressures
For FAR Part 91 operations, the minimum oxygen pressure for aircraft dis-
patch is 730 PSI.
For commuter and on demand operations the minimum oxygen pressure for
dispatch is determined from the table below, based on the aircraft number of
occupied seats:
CAS Messages
Oxygen
Dispatch
Pressures
(PSI)
USE OF MASKS IN THE CABIN
0 1 2 3 4 5 6 7
Use of
masks in
the cockpit
2 1050 1120 1200 1280 1360 1430 1510 1590
Caution
OXY LO PRES
Oxygen cylinder pressure below
accepted safety limit for dispatch, or
pressure sensor has failed.
PAX OXY NO PRES
Passenger masks not deployed in
cabin depressurization condition.
Advisory OXY SW NOT AUTO
Mask supply control knob not in PAX
AUTO position.
26-18 Phenom 100
26-18 Phenom 100
Phenom 100 27-1
Powerplant
Powerplant
The powerplant system is basically composed of two pylon-mounted Pratt &
Whitney PW617F-E turbofan engines on the rear fuselage.
The powerplant provides thrust for the aircraft, as well as pneumatic and
electrical power.
Engine
The PW617F-E engine is a two-spool turbofan engine with a full length annu-
lar bypass duct. A concentric shaft system supports the LP (Low Pressure)
and HP (High Pressure) rotors. The inner LP shaft supports the LP compres-
sor (fan) which is driven by a single stage LP turbine. The outer HP shaft sys-
tem is mechanically independent of the LP shaft and supports a single mixed
flow stage and one centrifugal stage HP compressor driven by a single-stage
HP turbine.Thrust and roller anti-friction bearings provide support on each
shaft.
The PW617F-E engine is divided into 10 modules as follows:
Low Pressure Compressor (Fan)
High Pressure Compressor
Combustor and Diffuser Case
High Pressure Turbine
Low Pressure Turbine

IGNITION
CABLE
IGNITER
OIL FILLER
NECK
FMU ASSEMBLY
OIL SIGHT GLASS
(LH ENGINE)
STARTER/
GENERATOR
FRONT
MOUNTS
PADS
FAN SPINNER
T1
SENSOR
BLEED VALVE
ACTUATOR
(BVA)
IGNITION
EXCITER
AIR COOLER
OIL COOLER
(ACOC)
ENGINE DATA
COLLECTOR UNIT
(EDCU)
Phenom 100 27-1
Powerplant
Powerplant
The powerplant system is basically composed of two pylon-mounted Pratt &
Whitney PW617F-E turbofan engines on the rear fuselage.
The powerplant provides thrust for the aircraft, as well as pneumatic and
electrical power.
Engine
The PW617F-E engine is a two-spool turbofan engine with a full length annu-
lar bypass duct. A concentric shaft system supports the LP (Low Pressure)
and HP (High Pressure) rotors. The inner LP shaft supports the LP compres-
sor (fan) which is driven by a single stage LP turbine. The outer HP shaft sys-
tem is mechanically independent of the LP shaft and supports a single mixed
flow stage and one centrifugal stage HP compressor driven by a single-stage
HP turbine.Thrust and roller anti-friction bearings provide support on each
shaft.
The PW617F-E engine is divided into 10 modules as follows:
Low Pressure Compressor (Fan)
High Pressure Compressor
Combustor and Diffuser Case
High Pressure Turbine
Low Pressure Turbine

IGNITION
CABLE
IGNITER
OIL FILLER
NECK
FMU ASSEMBLY
OIL SIGHT GLASS
(LH ENGINE)
STARTER/
GENERATOR
FRONT
MOUNTS
PADS
FAN SPINNER
T1
SENSOR
BLEED VALVE
ACTUATOR
(BVA)
IGNITION
EXCITER
AIR COOLER
OIL COOLER
(ACOC)
ENGINE DATA
COLLECTOR UNIT
(EDCU)
27-2 Phenom 100
Monocase
Accessory Gearbox, Bearings, LP Shaft
Bypass Ducting and Externals
External Accessories
Engine Control System

The PW617F-E control system is a computer-based electronic engine control
system. It is composed of a twin-channel FADEC (Full Authority Digital
Engine Control), FMU (Fuel Metering Unit), PMA (Permanent Magnet Alter-
nator), engine sensors, a BVA (Bleed Valve Actuator), an ignition system for
each engine, TCQ (Thrust Control Quadrant) and engine cockpit switches
(ignition and start/stop switches).
The system controls the engine in response to thrust command inputs from
the pilot and provides information to the GEA for cockpit indication, mainte-
nance reporting and engine condition monitoring. Due to the criticality of the
functions, the main aspect of the design of the PW617F-E FADEC system is
the need for safety. This has been achieved by providing redundancy and
independence into the control system.
The powerplant indications are displayed on the EICAS (Engine Indication
Crew Alert System) on the left stripe of the center MFD (Multi-Function Dis-
play) unit of the cockpit panel. The powerplant indications can also be shown
on the PFD (Primary Flight Display) in reversionary mode. The CAS (Crew
Alerting System) messages are shown on the CAS window on the PFD and
on the MFD in reversionary mode.
Engine Controls and Operating Interfaces
EICAS DISPLAY
1 . 5 5 1 . 5 5
0
0
DN
-237
ON
2.5
8 . 7 8 8 . 7 8 TO
ATR
N1%
2.5
IGN
ITT C
IGN
____ ____
N2%
OIL PRES PSI
FUEL
FF KGH
FQ KG
TEMP C
N I B A C C E L E
BATT1
BATT2
V
V
SPDBRK
LG
OAT
ATR
TAKEOFF DATA SET
C
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
XX
OIL TEMP C
FIRE/ENG
CONTROL PANEL
OFF
ENG START/STOP
RUN
STOP START STOP
RUN
START
ENG IGNITION
1 2
ON
AUTO
OFF
2 1
TRIM
LEFT RIGHT
YAW
ROLL
LWD RWD
UP
DN
MODE
BKP
OFF
+
PITCH BKP
FIRE
2 F F O T U H S 1 F F O T U H S
BOTTLE
DISCH
27-2 Phenom 100
Monocase
Accessory Gearbox, Bearings, LP Shaft
Bypass Ducting and Externals
External Accessories
Engine Control System

The PW617F-E control system is a computer-based electronic engine control
system. It is composed of a twin-channel FADEC (Full Authority Digital
Engine Control), FMU (Fuel Metering Unit), PMA (Permanent Magnet Alter-
nator), engine sensors, a BVA (Bleed Valve Actuator), an ignition system for
each engine, TCQ (Thrust Control Quadrant) and engine cockpit switches
(ignition and start/stop switches).
The system controls the engine in response to thrust command inputs from
the pilot and provides information to the GEA for cockpit indication, mainte-
nance reporting and engine condition monitoring. Due to the criticality of the
functions, the main aspect of the design of the PW617F-E FADEC system is
the need for safety. This has been achieved by providing redundancy and
independence into the control system.
The powerplant indications are displayed on the EICAS (Engine Indication
Crew Alert System) on the left stripe of the center MFD (Multi-Function Dis-
play) unit of the cockpit panel. The powerplant indications can also be shown
on the PFD (Primary Flight Display) in reversionary mode. The CAS (Crew
Alerting System) messages are shown on the CAS window on the PFD and
on the MFD in reversionary mode.
Engine Controls and Operating Interfaces
EICAS DISPLAY
1 . 5 5 1 . 5 5
0
0
DN
-237
ON
2.5
8 . 7 8 8 . 7 8 TO
ATR
N1%
2.5
IGN
ITT C
IGN
____ ____
N2%
OIL PRES PSI
FUEL
FF KGH
FQ KG
TEMP C
N I B A C C E L E
BATT1
BATT2
V
V
SPDBRK
LG
OAT
ATR
TAKEOFF DATA SET
C
ALT
RATE
LFE
OXY
DELTA-P
FLAPS
XX
OIL TEMP C
FIRE/ENG
CONTROL PANEL
OFF
ENG START/STOP
RUN
STOP START STOP
RUN
START
ENG IGNITION
1 2
ON
AUTO
OFF
2 1
TRIM
LEFT RIGHT
YAW
ROLL
LWD RWD
UP
DN
MODE
BKP
OFF
+
PITCH BKP
FIRE
2 F F O T U H S 1 F F O T U H S
BOTTLE
DISCH
Phenom 100 27-3
Powerplant
All the interfaces between the cockpit and the engine nacelle are electrically
transmitted. The control stand has two thrust levers, one for each engine
thrust control.The powerplant panel has dedicated switches to select the
IGNITION system (OFF/AUTO/ON), and engine START/STOP.
Fire/ENG/TRIM Control Panel
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX MAX
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
Phenom 100 27-3
Powerplant
All the interfaces between the cockpit and the engine nacelle are electrically
transmitted. The control stand has two thrust levers, one for each engine
thrust control.The powerplant panel has dedicated switches to select the
IGNITION system (OFF/AUTO/ON), and engine START/STOP.
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX MAX
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
27-4 Phenom 100
Engine Indications
The powerplant indications are displayed on the EICAS, on the left side of the
MFD. The EICAS provides analog and digital engine indications and icons.
The powerplant indications can also be shown on the PFD in reversionary
mode. The CAS messages are shown in the CAS window on the PFD and on
the MFD in reversionary mode.
Required powerplant instruments are closely grouped on the instrument panel.
The location of identical powerplant instruments is so designed as to prevent
confusion as to which engine each instrument relates. The left engine indica-
tions are shown on the left side of the engine section of the EICAS and the right
engine indications are shown on the right side. Based on the location of the
instruments referred to above, the powerplant instruments, which are vital for
the safe operation of the airplane, are clearly visible to the crew members.
The EICAS provides the following engine indications:
N1 (Fan Rotor Speed)
N2 (Core Rotor Speed)
ITT (Interturbine Temperature)
Fuel Flow
Oil Pressure
Oil Temperature
Engine Thrust Rating
ATR Status
Constant Speed Control Status
Ignition Indication
The rotor speed is monitored and protected by the FADEC to avoid over-
speed both on the ground and in flight. The ITT is monitored and protected by
the FADEC to avoid overheat during ground start. When the ITT exceeds the
in-flight limits, the information shows on the EICAS, alerting the flight crew to
take action.
Under normal operating conditions, the pointer and digits are green for each
parameter. Under abnormal conditions, the pointer and digits change color
accordingly.The engine thrust rating indication is provided by a cyan icon at
the top of the EICAS. The possible thrust modes are:
TO - Takeoff
GA - Go-around
CLB - Climb
CON - Continuous
CRZ - Cruise
MAX
27-4 Phenom 100
Engine Indications
The powerplant indications are displayed on the EICAS, on the left side of the
MFD. The EICAS provides analog and digital engine indications and icons.
The powerplant indications can also be shown on the PFD in reversionary
mode. The CAS messages are shown in the CAS window on the PFD and on
the MFD in reversionary mode.
Required powerplant instruments are closely grouped on the instrument panel.
The location of identical powerplant instruments is so designed as to prevent
confusion as to which engine each instrument relates. The left engine indica-
tions are shown on the left side of the engine section of the EICAS and the right
engine indications are shown on the right side. Based on the location of the
instruments referred to above, the powerplant instruments, which are vital for
the safe operation of the airplane, are clearly visible to the crew members.
The EICAS provides the following engine indications:
N1 (Fan Rotor Speed)
N2 (Core Rotor Speed)
ITT (Interturbine Temperature)
Fuel Flow
Oil Pressure
Oil Temperature
Engine Thrust Rating
ATR Status
Constant Speed Control Status
Ignition Indication
The rotor speed is monitored and protected by the FADEC to avoid over-
speed both on the ground and in flight. The ITT is monitored and protected by
the FADEC to avoid overheat during ground start. When the ITT exceeds the
in-flight limits, the information shows on the EICAS, alerting the flight crew to
take action.
Under normal operating conditions, the pointer and digits are green for each
parameter. Under abnormal conditions, the pointer and digits change color
accordingly.The engine thrust rating indication is provided by a cyan icon at
the top of the EICAS. The possible thrust modes are:
TO - Takeoff
GA - Go-around
CLB - Climb
CON - Continuous
CRZ - Cruise
MAX
Phenom 100 27-5
Powerplant
MFD Engine Indication System
1 Thrust Rating Mode Indication
Indicates the current thrust-rating mode. Indications are displayed in cyan.
Label: CRZ, CLB, CON, TO or GA.
FF PPH
70.6
70.5
N2
ITT
N1
430 430
FAIL INDICATION
92.9
FAIL
OFF INDICATION
OFF
2.9
N1
FIRE INDICATION
96.O
96.O TO
12
1300 1290
98 93
57
38.5 38.5
IGN A
IGN OFF
IGN B
IGN OFF
IGN
FIRE
1 2 3
4
5
6
7
8
9
10
11
12
13
14
15
ATR
16
MFD
Phenom 100 27-5
Powerplant
MFD Engine Indication System
1 Thrust Rating Mode Indication
Indicates the current thrust-rating mode. Indications are displayed in cyan.
Label: CRZ, CLB, CON, TO or GA.
FF PPH
70.6
70.5
N2
ITT
N1
430 430
FAIL INDICATION
92.9
FAIL
OFF INDICATION
OFF
2.9
N1
FIRE INDICATION
96.O
96.O TO
12
1300 1290
98 93
57
38.5 38.5
IGN A
IGN OFF
IGN B
IGN OFF
IGN
FIRE
1 2 3
4
5
6
7
8
9
10
11
12
13
14
15
ATR
16
MFD
27-6 Phenom 100
2 ATR Indication
An ATR indication is displayed to indicate the Automatic Thrust Reserve sta-
tus.
Label: ATR
GREEN: armed.
WHITE: enabled.
BLANK: not selected.

3 and 6 N
1
Target Indication
Maximum N1 for the engine thrust rating mode indicated on MFD.
If the requested value is invalid, the digits will be removed from the display.
A cyan T-shaped bug represents the N
1
target on the dial indicator.
Digits and bug:
CYAN: normal indication.
BLANK: invalid information.

4 N
1
Rating Commanded
Indicates the N
1
Rating Commanded based on TLA position.
5 and 8 Analog N
1
Indication
Digital indication:.
Displays the percentage of actual trimmed N1 RPM.
RED: operating limit exceeded.
Quantity Scale/Pointer.
The green pointer on the scale indicates a value equal to that shown on the
digital readout.
Scale:
GREY: normal operating range.

The yellow boxed FAIL indication is displayed on the center of the N
1
dial
when an engine has been flamed out or shut down without pilot action. The
cyan OFF indication is displayed when the engine is shut down in flight by
pilot action.
7 N
1
Red Line
Indicates the N
1
limit.
The digital and dial readout colors change if this value is exceeded.
27-6 Phenom 100
2 ATR Indication
An ATR indication is displayed to indicate the Automatic Thrust Reserve sta-
tus.
Label: ATR
GREEN: armed.
WHITE: enabled.
BLANK: not selected.

3 and 6 N
1
Target Indication
Maximum N1 for the engine thrust rating mode indicated on MFD.
If the requested value is invalid, the digits will be removed from the display.
A cyan T-shaped bug represents the N
1
target on the dial indicator.
Digits and bug:
CYAN: normal indication.
BLANK: invalid information.

4 N
1
Rating Commanded
Indicates the N
1
Rating Commanded based on TLA position.
5 and 8 Analog N
1
Indication
Digital indication:.
Displays the percentage of actual trimmed N1 RPM.
Quantity Scale/Pointer.
digital readout.
Scale:

The yellow boxed FAIL indication is displayed on the center of the N
1
dial
when an engine has been flamed out or shut down without pilot action. The
cyan OFF indication is displayed when the engine is shut down in flight by
pilot action.
7 N
1
Red Line
Indicates the N
1
limit.
The digital and dial readout colors change if this value is exceeded.
Phenom 100 27-7
Powerplant
9 and 12 Interturbine Temperature Indication
Digital indication:
Scale Pointer
digital readout.
Scale:

A red FIRE warning indication is displayed on the center of ITT dial to indicate
engine fire condition.
10 ITT Red / Yellow Line
Maximum allowable ITT.
Limits thrust, thereby avoiding the maximum allowable ITT to be exceeded.
The red line will change to yellow after the end of the takeoff phase. The red
line will be shown in flight if the ITT goes above the CON thrust rating limit.
11 Ignition Channel Indication
Indicates the enabled ignition channel.
Colors:
CYAN: A, B, AB or OFF.
13 N2 Indication
Digital Indication.
Displays the percentage of N2 RPM.

14 Oil Pressure Indication
Indicates the engine oil pressure.
Digit colors:
YELLOW: cautionary operating range.
RED X: invalid information.

Phenom 100 27-7
Powerplant
9 and 12 Interturbine Temperature Indication
Digital indication:
Scale Pointer
digital readout.
Scale:

A red FIRE warning indication is displayed on the center of ITT dial to indicate
engine fire condition.
10 ITT Red / Yellow Line
Maximum allowable ITT.
Limits thrust, thereby avoiding the maximum allowable ITT to be exceeded.
The red line will change to yellow after the end of the takeoff phase. The red
line will be shown in flight if the ITT goes above the CON thrust rating limit.
11 Ignition Channel Indication
Indicates the enabled ignition channel.
Colors:
CYAN: A, B, AB or OFF.
13 N2 Indication
Digital Indication.
Displays the percentage of N2 RPM.

14 Oil Pressure Indication
Indicates the engine oil pressure.
Digit colors:

27-8 Phenom 100
15 Oil Temperature Indication
Indicates the engine oil temperature.
Digit colors:

16 Fuel Flow Indication
Indicates fuel flow in kilograms per hour (KPH) or pounds per hour (PPH).
Color:
GREEN: normal indication.

N
1
Indication
The N1 indication modes are shown below:
Physical N1 (Analog Indication N1 Trimmed):There is an arc and a pointer

display representing mechanical N1 speed in %.The pointer is configured
as a green needle and the actual N1 value lower speed quadrant is filled
with grey color.The N1 indication display shows speed values up to 101%
N1. If the FADEC detects an exceedance, the grey portion of the quadrant
will become red.The speed signal is not accurate below 10%. In the event
of loss of the N1 signal, the EICAS removes the pointer from the display
until a valid signal is received. There is also a digital display representing
mechanical N1 speed in %. This is the digital representation of the same
data displayed by the analog gauge.The value is displayed with one deci-
mal place. In normal conditions, the display is green and is reconfigured to
show dashes if the data is invalid.
N1 Rating (Thrust Rating Max Speed): Is the maximum N1 speed value for
the current thrust mode. The N1 Rating bug is displayed as a T-shaped
cyan bug on the analog N1 gauge.
A cyan digital display is provided to indicate the maximum N1 value for the
active thrust rating.This is the digital display of the T-shaped N1 rating
bug. The display is positioned above the N1 gauge for each engine.
N1 Request (N1 Rating Commanded): N1 Request is the N1 speed value

requested, based on the current TLA position. The difference between the
Physical N1 speed and N1 Request is presented as a white arc and is
shown only during a thrust transient or if the Physical N1 speed cannot
reach the N1 Request.
N1 Current Speed Control: When cruise speed control is engaged, the

cyan band in the analog N1 gauge will appear.This cyan band represents
the bug indicating N1 authority and system status engaged and active.
N1 Red Line (N1 Transient Red Line): N1 Red Line is the maximum allow-
able value for N1, which is the engine operating limit. The display is a red
27-8 Phenom 100
15 Oil Temperature Indication
Indicates the engine oil temperature.
Digit colors:

16 Fuel Flow Indication
Indicates fuel flow in kilograms per hour (KPH) or pounds per hour (PPH).
Color:
GREEN: normal indication.

N
1
Indication
The N1 indication modes are shown below:
Physical N1 (Analog Indication N1 Trimmed):There is an arc and a pointer

display representing mechanical N1 speed in %.The pointer is configured
as a green needle and the actual N1 value lower speed quadrant is filled
with grey color.The N1 indication display shows speed values up to 101%
N1. If the FADEC detects an exceedance, the grey portion of the quadrant
will become red.The speed signal is not accurate below 10%. In the event
of loss of the N1 signal, the EICAS removes the pointer from the display
until a valid signal is received. There is also a digital display representing
mechanical N1 speed in %. This is the digital representation of the same
data displayed by the analog gauge.The value is displayed with one deci-
mal place. In normal conditions, the display is green and is reconfigured to
show dashes if the data is invalid.
N1 Rating (Thrust Rating Max Speed): Is the maximum N1 speed value for
the current thrust mode. The N1 Rating bug is displayed as a T-shaped
cyan bug on the analog N1 gauge.
A cyan digital display is provided to indicate the maximum N1 value for the
active thrust rating.This is the digital display of the T-shaped N1 rating
bug. The display is positioned above the N1 gauge for each engine.
N1 Request (N1 Rating Commanded): N1 Request is the N1 speed value

requested, based on the current TLA position. The difference between the
Physical N1 speed and N1 Request is presented as a white arc and is
shown only during a thrust transient or if the Physical N1 speed cannot
reach the N1 Request.
N1 Current Speed Control: When cruise speed control is engaged, the

cyan band in the analog N1 gauge will appear.This cyan band represents
the bug indicating N1 authority and system status engaged and active.
N1 Red Line (N1 Transient Red Line): N1 Red Line is the maximum allow-
able value for N1, which is the engine operating limit. The display is a red
Phenom 100 27-9
Powerplant
mark in the N1 gauge. If the limit is exceeded, this value triggers a color
change in both the dial and digital readouts.
Engine OFF Indication: An indication is provided on the EICAS when an

engine has been shut down by pilot action in flight or on the ground. The
indication comprises the icon "OFF" in black letters in a cyan rectangle in
the center of the associated engine N1 dial.
Engine Fail Indication: An indication is provided on the EICAS to indicate

when an engine is flamed out or shut down without pilot action. The indica-
tion comprises the icon "FAIL" in black letters in a yellow rectangle in the
center of the associated engine N1 dial. In addition, there is an associated
CAS "E1(2) FAIL" message on the CAS window.
Temperature Indication
Interturbine Temperature
The function of the temperature indicating system is to monitor the engine
temperatures and send the values to the FADEC and the EICAS.
The temperature indicating system comprises the following sensors for each
engine:
The T1 (Inlet Total Temperature) consists of a single total temperature

probe located in the engine inlet duct and measures the engine inlet air
temperature for use in several of the FADEC control calculations.
The EGT (Exhaust Gas Temperature) sensor consists of a set of six ther-
mocouple temperature probes extended into the engine gas stream to
generate the EGT signals for use in several of the FADEC control calcula-
tions.
The CJC (Cold Junction Compensation) sensor consists of a RTD (Resis-

tance Temperature Detector) mounted at the end of the engine bypass
duct at the 6 o'clock position in order to generate a reference temperature
for EGT thermocouples for use in several of the FADEC control calcula-
tions.
The analog indicator consists of an arc and pointer display representing the
ITT in C. In case of invalid ITT data, the pointer is removed from the display.
The ITT digital display uses the same data source as the analog display and
re-configures the indication to dashes if the data is invalid.
ITT Red Line
The ITT red line is visible as a red tick mark at the exceedance limit on the
indicator arc. Exceedance of this value triggers a color change to both dial
and digital readouts. The ITT red line function is to protect the engine capabil-
ity to achieve maximum rated thrust. When the engines are not running and
during the restart process, the ITT start transient limit is displayed.
The EGT probes are mounted on the turbine case and indicate the tempera-
ture of the combustor gases. Six probes are connected in parallel and provide
Phenom 100 27-9
Powerplant
mark in the N1 gauge. If the limit is exceeded, this value triggers a color
change in both the dial and digital readouts.
Engine OFF Indication: An indication is provided on the EICAS when an

engine has been shut down by pilot action in flight or on the ground. The
indication comprises the icon "OFF" in black letters in a cyan rectangle in
the center of the associated engine N1 dial.
Engine Fail Indication: An indication is provided on the EICAS to indicate

when an engine is flamed out or shut down without pilot action. The indica-
tion comprises the icon "FAIL" in black letters in a yellow rectangle in the
center of the associated engine N1 dial. In addition, there is an associated
CAS "E1(2) FAIL" message on the CAS window.
Temperature Indication
Interturbine Temperature
The function of the temperature indicating system is to monitor the engine
temperatures and send the values to the FADEC and the EICAS.
The temperature indicating system comprises the following sensors for each
engine:
The T1 (Inlet Total Temperature) consists of a single total temperature

probe located in the engine inlet duct and measures the engine inlet air
temperature for use in several of the FADEC control calculations.
The EGT (Exhaust Gas Temperature) sensor consists of a set of six ther-
mocouple temperature probes extended into the engine gas stream to
generate the EGT signals for use in several of the FADEC control calcula-
tions.
The CJC (Cold Junction Compensation) sensor consists of a RTD (Resis-

tance Temperature Detector) mounted at the end of the engine bypass
duct at the 6 o'clock position in order to generate a reference temperature
for EGT thermocouples for use in several of the FADEC control calcula-
tions.
The analog indicator consists of an arc and pointer display representing the
ITT in C. In case of invalid ITT data, the pointer is removed from the display.
The ITT digital display uses the same data source as the analog display and
re-configures the indication to dashes if the data is invalid.
ITT Red Line
The ITT red line is visible as a red tick mark at the exceedance limit on the
indicator arc. Exceedance of this value triggers a color change to both dial
and digital readouts. The ITT red line function is to protect the engine capabil-
ity to achieve maximum rated thrust. When the engines are not running and
during the restart process, the ITT start transient limit is displayed.
The EGT probes are mounted on the turbine case and indicate the tempera-
ture of the combustor gases. Six probes are connected in parallel and provide
27-10 Phenom 100
an electronic signal that is the average of the thermocouple probe outputs.
The electrical signal is transferred from the probes to the outside of the
engine by a flexible cable.
Overtemperature Protection
The FADEC will not allow fuel flow if ITT is above 120C during ground start.
In this case a dry motoring will be performed automatically and the fuel flow is
commanded with ITT below 120C. ITT limit is variable according to the
engine operation phase.
N
2
Indication
The N
2
indicating system provides indication of the engine core rotor speed
via digital display on the EICAS. The FADEC uses the N
2
signal to control the
engine for transient purposes and for idle speed governing.
The N
2
indicating modes are shown as described below:
Digital Display: The N

2
speed indication provides a digital display in %. If
the N
2
signal becomes invalid, the display is reconfigured to dashes using
the sign status matrix of the ARINC data to indicate faulty data.
N
2
Red Line (Transient Limit): If the N
2
transient limit value is exceeded, a
color change in the digital readout is triggered.
Electronic Control System
The FADEC has two identical, isolated channels due to the criticality of
proper control system operation. During engine operation, one channel is in
active mode and the other channel is in standby mode. Each channel
receives identical but separate inputs from the engine sensors which are also
electrically dual redundant. After signal conditioning, the two channels share
data via a cross channel data link.
The FADEC is powered by the PMA (Permanent Magnet Alternator), which
also provides N2 (Core Rotor Speed) signal.
In order to ensure that all engines have the same thrust at a fan speed rating
and that there is a consistent temperature uptrim margin for each engine, the
FADEC uses trimmed values of N1 (Fan Rotor Speed) and ITT (Interstage
Turbine Temperature) for control and indication purposes. The trim data is
located on the engine data plate and is loaded into the EDCU (Engine Data
Collector Unit).
The FADEC controls the operation, performance and efficiency characteris-
tics of the engine as follows: The FADEC monitors inputs from the aircraft
TLA (Thrust Lever Angle), discrete signals and ARINC (Aeronautical Radio
Incorporated) data from the engine, and modulates the fuel flow by means of
a torque motor in the FMU (Fuel Metering Unit) to vary engine speed (N1 or
N2 to achieve the required thrust. The FADEC also modulates by means of a
27-10 Phenom 100
an electronic signal that is the average of the thermocouple probe outputs.
The electrical signal is transferred from the probes to the outside of the
engine by a flexible cable.
Overtemperature Protection
The FADEC will not allow fuel flow if ITT is above 120C during ground start.
In this case a dry motoring will be performed automatically and the fuel flow is
commanded with ITT below 120C. ITT limit is variable according to the
engine operation phase.
N
2
Indication
The N
2
indicating system provides indication of the engine core rotor speed
via digital display on the EICAS. The FADEC uses the N
2
signal to control the
engine for transient purposes and for idle speed governing.
The N
2
indicating modes are shown as described below:
Digital Display: The N

2
speed indication provides a digital display in %. If
the N
2
signal becomes invalid, the display is reconfigured to dashes using
the sign status matrix of the ARINC data to indicate faulty data.
N
2
Red Line (Transient Limit): If the N
2
transient limit value is exceeded, a
color change in the digital readout is triggered.
The FADEC has two identical, isolated channels due to the criticality of
proper control system operation. During engine operation, one channel is in
active mode and the other channel is in standby mode. Each channel
receives identical but separate inputs from the engine sensors which are also
electrically dual redundant. After signal conditioning, the two channels share
data via a cross channel data link.
The FADEC is powered by the PMA (Permanent Magnet Alternator), which
also provides N2 (Core Rotor Speed) signal.
In order to ensure that all engines have the same thrust at a fan speed rating
and that there is a consistent temperature uptrim margin for each engine, the
FADEC uses trimmed values of N1 (Fan Rotor Speed) and ITT (Interstage
Turbine Temperature) for control and indication purposes. The trim data is
located on the engine data plate and is loaded into the EDCU (Engine Data
Collector Unit).
The FADEC controls the operation, performance and efficiency characteris-
tics of the engine as follows: The FADEC monitors inputs from the aircraft
TLA (Thrust Lever Angle), discrete signals and ARINC (Aeronautical Radio
Incorporated) data from the engine, and modulates the fuel flow by means of
a torque motor in the FMU (Fuel Metering Unit) to vary engine speed (N1 or
N2 to achieve the required thrust. The FADEC also modulates by means of a
Phenom 100 27-11
Powerplant
torque motor in the bleed valve (compressor pressure control) the engine
operating condition.
Beyond thrust management, the FADEC provides engine limits protection, con-
trolled transient engine operation, fault detection, and messages to the aircraft.
C
E
N
T
E
R
C
O
M
P
A
R
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N
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Phenom 100 27-11
Powerplant
torque motor in the bleed valve (compressor pressure control) the engine
operating condition.
Beyond thrust management, the FADEC provides engine limits protection, con-
trolled transient engine operation, fault detection, and messages to the aircraft.
C
E
N
T
E
R
C
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P
A
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27-12 Phenom 100
Engine Ignition System
The purpose of the ignition system is to provide the electrical spark to initiate
the combustion of the fuel/air mixture in the engine during start, auto-relight
and when continuous ignition is required.
The ignition system is controlled by the FADEC for automatic engine starting
and auto-relight. Continuous ignition can be manually set through the cockpit
panel ignition switches.
A single independant ignition exciter box is located on the top of each engine.
It is equipped with dual igniters under the control of both channels of the
FADEC.
An IGN A and B icon is displayed for each engine showing which of the igni-
tion systems are being commanded by the FADEC. Normally during ground
starts only one ignition channel is used and the channel selected alternates
on each start. In flight starts use both ignition channels. Similarly, the auto-
relight function will command both ignition channels on if the engine is
detected to have flamed out. If the pilot moves the Ignition selector switch to
on position, both ignition channels will be commanded to operate.The "A"
and/or "B" indication will only illuminate if the FADEC has commanded an
ignition channel to operate. The ignition indication presents the following: "A"
or "B", "A B, OFF or blank. The "OFF" indication provides confirmation to
the crew that the controls are correctly set for the dry motoring procedure.
Blank indication will be provided when the FADEC is in the automatic mode to
command the ignition, but neither ignition is active.
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
27-12 Phenom 100
Engine Ignition System
The purpose of the ignition system is to provide the electrical spark to initiate
the combustion of the fuel/air mixture in the engine during start, auto-relight
and when continuous ignition is required.
The ignition system is controlled by the FADEC for automatic engine starting
and auto-relight. Continuous ignition can be manually set through the cockpit
panel ignition switches.
A single independant ignition exciter box is located on the top of each engine.
It is equipped with dual igniters under the control of both channels of the
FADEC.
An IGN A and B icon is displayed for each engine showing which of the igni-
tion systems are being commanded by the FADEC. Normally during ground
starts only one ignition channel is used and the channel selected alternates
on each start. In flight starts use both ignition channels. Similarly, the auto-
relight function will command both ignition channels on if the engine is
detected to have flamed out. If the pilot moves the Ignition selector switch to
on position, both ignition channels will be commanded to operate.The "A"
and/or "B" indication will only illuminate if the FADEC has commanded an
ignition channel to operate. The ignition indication presents the following: "A"
or "B", "A B, OFF or blank. The "OFF" indication provides confirmation to
the crew that the controls are correctly set for the dry motoring procedure.
Blank indication will be provided when the FADEC is in the automatic mode to
command the ignition, but neither ignition is active.
1
FIRE
BOTTLE
TRIM
SHUTOFF 1 SHUTOFF 2
YAW
LEFT RIGHT
ROLL
LWD RWD
PITCH BKP
UP
DN
BKP
OFF
MODE
ON
AUTO
OFF
ENG START / STOP
ENG IGNITION
DISCH
OFF
STOP START
RUN
STOP START
RUN
2
1 2
/ S
Phenom 100 27-13
Powerplant
Starting
The starting system function is to initiate the engine operation.
The control system provides automatic control of fuel flow, ignition and pro-
tection of the engine during the starting phase.
During engine starting phase, the starter drives the engine by rotating the
high pressure shaft up to 44% N
2
(Core Rotor Speed). At this point, the
FADEC sends the cut-off signal to the GCU (Generator Control Unit), which
disconnects the starter from the AGB (Accessory Gearbox) and connects the
generator to the DC Bus.
For normal operation, the ENG IGNITION switch must be set to the AUTO
position for the FADEC to have control of the igniters.
Flameout Detection / Auto Relight
In a flameout situation, both igniters are automatically sequenced ON by the
FADEC when the N
2
speed drops and the requested fuel flow increases. If
the engine does not relight, then the igniters and fuel flow remain ON until the
pilot sets the ENG START/STOP switch to the STOP position.
The dry motoring procedure is performed by setting the ENG IGNITION
switch to the OFF position, while the engine is in shutdown state, and by
engaging the starter. The motoring procedure may be aborted at any time by
setting the ENG START/STOP switch to the OFF position. Cranking is the
system function utilized to perform the starting operation, basically consisting
of starter-generator, SC (Start Contactor) and ENG START/STOP switch.
Engine Transient Control
The FADEC software contains several features to provide satisfactory opera-
tion of the engine across its thrust and operating envelope. Acceleration and
deceleration maneuvers, in response to rapid TLA movements, are controlled
based on the rate of change of N
2
and fuel flow. N
2
schedules are set to
ensure the avoidance of surge during normal operation. Fuel flow limits are
set to prevent surge and flameout during the initial portion of the acceleration.
Transitions between the various controlling loops during acceleration and
deceleration are not perceptible.
Starting
Model
Start/Stop
Knob
Ignition
Switch
TLA
Special Set-
tings
Normal start
(air/ground)
START AUTO/ON IDLE -
Auto-relight
(Air)
RUN AUTO - -
Dry Motoring START OFF IDLE
Engine Shut-
down
Phenom 100 27-13
Powerplant
Starting
The starting system function is to initiate the engine operation.
The control system provides automatic control of fuel flow, ignition and pro-
tection of the engine during the starting phase.
During engine starting phase, the starter drives the engine by rotating the
high pressure shaft up to 44% N
2
(Core Rotor Speed). At this point, the
FADEC sends the cut-off signal to the GCU (Generator Control Unit), which
disconnects the starter from the AGB (Accessory Gearbox) and connects the
generator to the DC Bus.
For normal operation, the ENG IGNITION switch must be set to the AUTO
position for the FADEC to have control of the igniters.
Flameout Detection / Auto Relight
In a flameout situation, both igniters are automatically sequenced ON by the
FADEC when the N
2
speed drops and the requested fuel flow increases. If
the engine does not relight, then the igniters and fuel flow remain ON until the
pilot sets the ENG START/STOP switch to the STOP position.
The dry motoring procedure is performed by setting the ENG IGNITION
switch to the OFF position, while the engine is in shutdown state, and by
engaging the starter. The motoring procedure may be aborted at any time by
setting the ENG START/STOP switch to the OFF position. Cranking is the
system function utilized to perform the starting operation, basically consisting
of starter-generator, SC (Start Contactor) and ENG START/STOP switch.
Engine Transient Control
The FADEC software contains several features to provide satisfactory opera-
tion of the engine across its thrust and operating envelope. Acceleration and
deceleration maneuvers, in response to rapid TLA movements, are controlled
based on the rate of change of N
2
and fuel flow. N
2
schedules are set to
ensure the avoidance of surge during normal operation. Fuel flow limits are
set to prevent surge and flameout during the initial portion of the acceleration.
Transitions between the various controlling loops during acceleration and
deceleration are not perceptible.
Starting
Model
Start/Stop
Knob
Ignition
Switch
TLA
Special Set-
tings
Normal start
(air/ground)
START AUTO/ON IDLE -
Auto-relight
(Air)
RUN AUTO - -
Dry Motoring START OFF IDLE
Engine Shut-
down
27-14 Phenom 100
Emergency Shutdown
In an emergency situation, the pilot may stop the engine immediately by
pushing the fire system ENG 1/2 SHUTOFF pushbuttons. This action stops
the fuel flow and also stops the bleed air from the engine.
The emergency shutdown comprises the following components:
Emergency Fuel Shutoff Valve (ESOV)
Emergency Fuel Shutoff Valve Cable

To stop the engine in emergencies, the pilot must push the fire system ENG
1/2 SHUTOFF button, which commands the valves that follow to close
directly, by energizing their torque motors with DC (Direct Current) power
from the hot busses:
Engine 1(2) Fuel SOV (Shutoff Valve)
Engine 1(2) PRSOV (Pressure Regulating and Shutoff Valve)

The shaft shear protection is an independent means of engine shutdown via
emergency shutoff mechanical linkage to an independent emergency fuel
shutoff valve.
In the event of an LP (Low Pressure) shaft failure, the LP turbine moves rear-
ward and trips a plunger mounted in the exhaust cone. The plunger is con-
nected through a cable and rod system to the cutoff valve in the FMU (Fuel
Metering Unit), that composes the Emergency Fuel Shutoff Valve (ESOV)
Mechanism. When the disk strikes the plunger it pulls on the mechanism and
trips the valve, causing it to move to the cutoff position. The valve is pressure
loaded and will remain in the cutoff position until a manual reset is performed.
THE ROTATE LEVER PULLS
THE CABLE CONNECTED
TO ESOV TO SHUT OFF
FUEL FLOW
ROTATE LEVER
PISTON
SHAFT
SHAFT MOVES BACKWARDS
DURING SHAFT SHEAR,
PUSHING THE PISTON
TO ROTATE LEVER
EMERGENCY FUEL
SHUT OFF MECHANISM
27-14 Phenom 100
Emergency Shutdown
In an emergency situation, the pilot may stop the engine immediately by
pushing the fire system ENG 1/2 SHUTOFF pushbuttons. This action stops
the fuel flow and also stops the bleed air from the engine.
The emergency shutdown comprises the following components:
Emergency Fuel Shutoff Valve (ESOV)
Emergency Fuel Shutoff Valve Cable

To stop the engine in emergencies, the pilot must push the fire system ENG
1/2 SHUTOFF button, which commands the valves that follow to close
directly, by energizing their torque motors with DC (Direct Current) power
from the hot busses:
Engine 1(2) Fuel SOV (Shutoff Valve)
Engine 1(2) PRSOV (Pressure Regulating and Shutoff Valve)

The shaft shear protection is an independent means of engine shutdown via
emergency shutoff mechanical linkage to an independent emergency fuel
shutoff valve.
In the event of an LP (Low Pressure) shaft failure, the LP turbine moves rear-
ward and trips a plunger mounted in the exhaust cone. The plunger is con-
nected through a cable and rod system to the cutoff valve in the FMU (Fuel
Metering Unit), that composes the Emergency Fuel Shutoff Valve (ESOV)
Mechanism. When the disk strikes the plunger it pulls on the mechanism and
trips the valve, causing it to move to the cutoff position. The valve is pressure
loaded and will remain in the cutoff position until a manual reset is performed.
THE ROTATE LEVER PULLS
THE CABLE CONNECTED
TO ESOV TO SHUT OFF
FUEL FLOW
ROTATE LEVER
PISTON
SHAFT
SHAFT MOVES BACKWARDS
DURING SHAFT SHEAR,
PUSHING THE PISTON
TO ROTATE LEVER
EMERGENCY FUEL
SHUT OFF MECHANISM
Phenom 100 27-15
Powerplant
Thrust Levers
The engines are controlled from the flightdeck control stand using the Thrust
Levers and Powerplant Control Panel via the dual channel FADEC. Thrust
requirements are transmitted to the FADEC based on a Thrust Lever Angle
(TLA). There are several Thrust Lever positions on the Thrust Lever Quad-
rant enabling selection of an angle position to provide a desired thrust setting
for a specific phase of flight.
MAX - highest thrust rating available
TO/GA - selects takeoff and go-around mode settings
CON/CLB - provides maximum continuous and climb mode settings
CRZ - selects cruise mode setting
IDLE - selects flight idle, approach idle, final approach idle and ground idle
thrust settings
The FADEC schedules fuel flow during starting based on N2. As the engine
accelerates, the FADEC monitors ITT to ensure that the engine accelerates
to idle without exceeding defined limits. FADEC incorporates automatic
engine cool down motoring prior to auto start. The pilot can also abort any
start attempt at any time by moving the engine start knob to STOP. The
FADEC only aborts the start in the event of detecting an unsatisfactory oper-
ating condition during a ground start.
Note: Positioning the thrust levers between the thrust quadrant positions
levers selects Intermediate Thrust.
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX MAX
Phenom 100 27-15
Powerplant
Thrust Levers
The engines are controlled from the flightdeck control stand using the Thrust
Levers and Powerplant Control Panel via the dual channel FADEC. Thrust
requirements are transmitted to the FADEC based on a Thrust Lever Angle
(TLA). There are several Thrust Lever positions on the Thrust Lever Quad-
rant enabling selection of an angle position to provide a desired thrust setting
for a specific phase of flight.
MAX - highest thrust rating available
TO/GA - selects takeoff and go-around mode settings
CON/CLB - provides maximum continuous and climb mode settings
CRZ - selects cruise mode setting
IDLE - selects flight idle, approach idle, final approach idle and ground idle
thrust settings
The FADEC schedules fuel flow during starting based on N2. As the engine
accelerates, the FADEC monitors ITT to ensure that the engine accelerates
to idle without exceeding defined limits. FADEC incorporates automatic
engine cool down motoring prior to auto start. The pilot can also abort any
start attempt at any time by moving the engine start knob to STOP. The
FADEC only aborts the start in the event of detecting an unsatisfactory oper-
ating condition during a ground start.
Note: Positioning the thrust levers between the thrust quadrant positions
levers selects Intermediate Thrust.
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX CRZ
CON/CLB
TO/GA
IDLE
MAX MAX
27-16 Phenom 100
Takeoff Data Set
For takeoff procedures the pilot/crew must enter the OAT for FADEC thrust
computation. The data entered must reflect the current outside air tempera-
ture as obtained from ATIS, AWOS, etc.. Entering the displayed SAT/TAT
could cause the FADEC to incorrectly compute required thrust settings. In the
T/O DATA SET MENU, on the MFD, the flight crew may set the TO tempera-
ture and the ATR ON or OFF mode.
The T/O dataset is performed according to the sequence below:
Enter in the SYSTEM page.
Enter in the ENG SET page.
Enter the OAT and ATR option.

SYSTEM
CON CLB OAT OAT RST OAT
MAP
FUEL FUEL DEICE STATUS ECS
ELECTRICAL ENG SET
ATR ON ATR OFF
19 C
OAT
ON ATR
DDLTR
BACK
BACK ACCEPT
ENG MNT
TAKEOFF DATA SET
CON CLB
MFD
27-16 Phenom 100
Takeoff Data Set
For takeoff procedures the pilot/crew must enter the OAT for FADEC thrust
computation. The data entered must reflect the current outside air tempera-
ture as obtained from ATIS, AWOS, etc.. Entering the displayed SAT/TAT
could cause the FADEC to incorrectly compute required thrust settings. In the
T/O DATA SET MENU, on the MFD, the flight crew may set the TO tempera-
ture and the ATR ON or OFF mode.
The T/O dataset is performed according to the sequence below:
Enter in the SYSTEM page.
Enter in the ENG SET page.
Enter the OAT and ATR option.

SYSTEM
CON CLB OAT OAT RST OAT
MAP
FUEL FUEL DEICE STATUS ECS
ELECTRICAL ENG SET
ATR ON ATR OFF
19 C
OAT
ON ATR
DDLTR
BACK
BACK ACCEPT
ENG MNT
TAKEOFF DATA SET
CON CLB
MFD
Phenom 100 27-17
Powerplant
ATR (Automatic Thrust Reserve)
The ATR mode is part of Phenom 100 thrust rating structure. The power
reserve improves aircraft performance. The ATR increases thrust in case of
OEI (One Engine Inoperative), only during takeoff phase:
FADEC detects OEI based on N1 mismatch between both engines or loss

of engine-to-engine communication.
Bleed valve for pressurization is commanded to close through the FADEC

in case OEI condition is detected and the aircraft is at takeoff mode.
No engine limits shall be exceeded due to the application of power

reserve.
The EI display indicates an ATR icon when it is enabled or armed. This indi-
cation is active in takeoff mode only. The icon is positioned below the thrust
mode icon. In case the ATR becomes enable, a white indication of ATR
appears just below the thrust mode. If the ATR is armed then the ATR indica-
tion is green. In case of an engine failure and ATR being triggered, the ATR
indication disappears and the thrust mode changes to TO-RSV.
Rating Maximum Thrust lb.
ATR (Max Takeoff) 1820 (See note 1)
Takeoff 1695 (see Note 2)
Max. Climb/Max. Contin-
uous
1598 (see Note 3)
Max. Cruise 1598 (see Note 3)
Note 1: Available at or below an ambient temperture of 59 F
Phenom 100 27-17
Powerplant
ATR (Automatic Thrust Reserve)
The ATR mode is part of Phenom 100 thrust rating structure. The power
reserve improves aircraft performance. The ATR increases thrust in case of
OEI (One Engine Inoperative), only during takeoff phase:
FADEC detects OEI based on N1 mismatch between both engines or loss

of engine-to-engine communication.
Bleed valve for pressurization is commanded to close through the FADEC

in case OEI condition is detected and the aircraft is at takeoff mode.
No engine limits shall be exceeded due to the application of power

reserve.
The EI display indicates an ATR icon when it is enabled or armed. This indi-
cation is active in takeoff mode only. The icon is positioned below the thrust
mode icon. In case the ATR becomes enable, a white indication of ATR
appears just below the thrust mode. If the ATR is armed then the ATR indica-
tion is green. In case of an engine failure and ATR being triggered, the ATR
indication disappears and the thrust mode changes to TO-RSV.
Rating Maximum Thrust lb.
ATR (Max Takeoff) 1820 (See note 1)
Takeoff 1695 (see Note 2)
Max. Climb/Max. Contin-
uous
1598 (see Note 3)
Max. Cruise 1598 (see Note 3)
27-18 Phenom 100
ATR Logic Table
During operation between flight idle and cruise, under certain conditions, it is
possible to set an aircraft constant speed controlled by the FADEC. The pilot
is able to set the current speed control to ON through the CSC (Current
Speed Control) switch on the main instrument panel, when the following con-
ditions are true:
Autopilot Altitude Hold function activated.
TLA position is above Idle and below or at maximum CRZ.
TLA movement < 10 deg.
Both engines in operation.
Current Speed Control function engaged.
Commanded N1 variation is less than 10% peak to peak (per engine).
The absolute difference of the Current Speed Control N1 command

between the two engines is less than 1%.
No E1 (2) CONTROL FAULT CAS message is active.
Flap angle is below 5 deg or Flap is above 34.8 deg.
CAS is above 100 kts (Knots).
Mach number is below 0.7.

When the CSC is engaged, the FADEC controls N1 ensuring that it stays as
close as possible to the N1 selected. The pilot can disengage the CSC at any
Condition Phase of
Flight
ATR Status Thrust Lever
Set
Engine
Thrust
All engine
Takeoff ATR ON MAX TO RSV
Takeoff ATR OFF MAX TO
One Engine
Failure
Takeoff
ATR ON
TOGA TO RSV
MAX TO RSV
ATR OFF
TOGA TO
MAX TO
S S S C S S C S
UP
DN
ALT SEL
APR
BANK
CSC
CPL
27-18 Phenom 100
ATR Logic Table
During operation between flight idle and cruise, under certain conditions, it is
possible to set an aircraft constant speed controlled by the FADEC. The pilot
is able to set the current speed control to ON through the CSC (Current
Speed Control) switch on the main instrument panel, when the following con-
ditions are true:
Autopilot Altitude Hold function activated.
TLA position is above Idle and below or at maximum CRZ.
TLA movement < 10 deg.
Both engines in operation.
Current Speed Control function engaged.
Commanded N1 variation is less than 10% peak to peak (per engine).
The absolute difference of the Current Speed Control N1 command

between the two engines is less than 1%.
No E1 (2) CONTROL FAULT CAS message is active.
Flap angle is below 5 deg or Flap is above 34.8 deg.
CAS is above 100 kts (Knots).
Mach number is below 0.7.

When the CSC is engaged, the FADEC controls N1 ensuring that it stays as
close as possible to the N1 selected. The pilot can disengage the CSC at any
Condition Phase of
Flight
ATR Status Thrust Lever
Set
Engine
Thrust
All engine
Takeoff ATR ON MAX TO RSV
Takeoff ATR OFF MAX TO
One Engine
Failure
Takeoff
ATR ON
TOGA TO RSV
MAX TO RSV
ATR OFF
TOGA TO
MAX TO
S S S C S S C S
UP
DN
ALT SEL
APR
BANK
CSC
CPL
Phenom 100 27-19
Powerplant
time by moving the TLA more than 10 deg. When disengaged, the FADEC
ensures a gradual transition from the N1 current speed control to the N1
speed selected through the TLA.
Fuel Controlling System
The PW617F-E engine fuel system consists of a FMU (Fuel Metering Unit)
that contains seven major elements: the fuel pump, the PMA (Permanent
Magnet Alternator), the fuel metering system, the flow divider valve, the
motive flow system, the ecology system and shaft shear protection.The cen-
trifugal boost pump raises the pressure of the fuel supply to a level sufficient
to charge the inlets of the engine gear pump. The centrifugal boost pump
supply is routed through an engine oil/fuel heat exchanger before charging
the inlets of the engine gear pump. The first purpose is to cool the engine oil,
which prolongs the life of the engine bearings. The second purpose is to heat
up the fuel so that, during possible operation with ice crystals in the fuel, the
engine oil heat helps keeping the fuel filter temperature above freezing. Yet,
the fuel flows through a fuel filter included in this assembly in order to protect
sensitive components from possible contaminants in the fuel. Should the fuel
filter blockage become too great, a bypass valve on the unit opens to ensure
that the engine is never starved of fuel.
Afterwards, the fuel flows through the fuel metering system and then is
directed to the flow divider and to the manifolds.
Phenom 100 27-19
Powerplant
time by moving the TLA more than 10 deg. When disengaged, the FADEC
ensures a gradual transition from the N1 current speed control to the N1
speed selected through the TLA.
Fuel Controlling System
The PW617F-E engine fuel system consists of a FMU (Fuel Metering Unit)
that contains seven major elements: the fuel pump, the PMA (Permanent
Magnet Alternator), the fuel metering system, the flow divider valve, the
motive flow system, the ecology system and shaft shear protection.The cen-
trifugal boost pump raises the pressure of the fuel supply to a level sufficient
to charge the inlets of the engine gear pump. The centrifugal boost pump
supply is routed through an engine oil/fuel heat exchanger before charging
the inlets of the engine gear pump. The first purpose is to cool the engine oil,
which prolongs the life of the engine bearings. The second purpose is to heat
up the fuel so that, during possible operation with ice crystals in the fuel, the
engine oil heat helps keeping the fuel filter temperature above freezing. Yet,
the fuel flows through a fuel filter included in this assembly in order to protect
sensitive components from possible contaminants in the fuel. Should the fuel
filter blockage become too great, a bypass valve on the unit opens to ensure
that the engine is never starved of fuel.
Afterwards, the fuel flows through the fuel metering system and then is
directed to the flow divider and to the manifolds.
27-20 Phenom 100
Fuel Schematic
Fuel is supplied to the FMU from the aircraft fuel system. It is then pressur-
ized in three stages: a fixed ejector pump, a regenerative low pressure cen-
trifugal pump and a gear positive displacement pump.
The first stage, a fixed orifice ejector pump, is powered from the third stage
element. Its purpose is to keep the pump inlet filled with fuel. The second
stage is a two-stage boost pump, which comprises an inducer and a regener-
ative centrifugal pump that provides a positive pressure rise over the full
operating envelope, It is also a reference pressure for the operation of the
FMU hydraulic system. After passing through these two stages the fuel is
ported to a separate filter and heat exchanger assembly. Filtered fuel is then
passed to the gear positive displacement pump to provide adequate pressur-
ization for the fuel nozzles.
The fuel is also regulated in the metering valve and then is divided for the pri-
mary and secondary nozzles by the flow divider to regulate more flow to the
primary nozzles during starting. The flow divider provides regulation of the
primary and secondary nozzles during the light-off regime and equalization of
the primary and secondary manifold pressures after light-off, ensuring
smooth distribution of the fuel around the combustor. This is achieved
through the flow divider valve.
Boost
Pump
Transfer Pump
Scavenge Ejector Pump
Engine Feed
Ejector Pump
(First Stage)
(Second Stage)
(Third Stage)
Fuel Shutoff Valve
Pressure Switch
Low pressure / higher volume
High pressure / lower volume
Engine Oil
Fuel Oil Heat
Exchanger
Low
Pressure
Pump
Fuel
Filter
Bypass
Valve
Bypass
Indicator
Fuel Management Unit
Fuel Filter Assembly
Pressure
Regulating
Valve
Manifold
Drain Valve
Flow
Divider /
Shutoff
Valve
High
Pressure
Pump
Fuel
Nozzles
27-20 Phenom 100
Fuel Schematic
Fuel is supplied to the FMU from the aircraft fuel system. It is then pressur-
ized in three stages: a fixed ejector pump, a regenerative low pressure cen-
trifugal pump and a gear positive displacement pump.
The first stage, a fixed orifice ejector pump, is powered from the third stage
element. Its purpose is to keep the pump inlet filled with fuel. The second
stage is a two-stage boost pump, which comprises an inducer and a regener-
ative centrifugal pump that provides a positive pressure rise over the full
operating envelope, It is also a reference pressure for the operation of the
FMU hydraulic system. After passing through these two stages the fuel is
ported to a separate filter and heat exchanger assembly. Filtered fuel is then
passed to the gear positive displacement pump to provide adequate pressur-
ization for the fuel nozzles.
The fuel is also regulated in the metering valve and then is divided for the pri-
mary and secondary nozzles by the flow divider to regulate more flow to the
primary nozzles during starting. The flow divider provides regulation of the
primary and secondary nozzles during the light-off regime and equalization of
the primary and secondary manifold pressures after light-off, ensuring
smooth distribution of the fuel around the combustor. This is achieved
through the flow divider valve.
Boost
Pump
Transfer Pump
Scavenge Ejector Pump
Engine Feed
Ejector Pump
(First Stage)
(Second Stage)
(Third Stage)
Fuel Shutoff Valve
Pressure Switch
Low pressure / higher volume
High pressure / lower volume
Engine Oil
Fuel Oil Heat
Exchanger
Low
Pressure
Pump
Fuel
Filter
Bypass
Valve
Bypass
Indicator
Fuel Management Unit
Fuel Filter Assembly
Pressure
Regulating
Valve
Manifold
Drain Valve
Flow
Divider /
Shutoff
Valve
High
Pressure
Pump
Fuel
Nozzles
Phenom 100 27-21
Powerplant
Motive flow is required above idle speed to power the main airframe ejector
pump in the collector tank. Motive flow is drawn from the high-pressure sup-
ply line. The switching of motive flow is achieved through the position of the
pressure regulating valve (PRV) that opens a second port at speed above
idle to provide fuel to the motive flow port. To minimize the pump size, the
motive flow is not supplied during engine starting.
The motive flow is also used by the ecology system ejector to provide fuel
purge from the manifold during engine shutdown. During engine spool down,
excess fuel in the manifolds is drawn back into the motive flow line under the
influences of residual engine combustor pressure and the ecology ejector
pump suction. A check valve prevents backflow from motive flow to the flow
divider and engine manifold.
Engine Fuel Indicating
The engine fuel flow indication is provided by a dedicated flow meter installed
in each engine fuel feed line. The fuel flow display provides an indication of
the correct functioning of the fuel shutoff valve, which is a MOV (Motor-Oper-
ated-Valve) operated by the flight crew. The cockpit engine start/stop switch
signals the FADEC to open or close the engine fuel valve. The FADEC sends
a command signal to the FMU (Fuel Metering Unit). The engine fuel supply is
also shut-off by the shaft shear shutoff valve in the FMU.
The fuel flow value is shown in green digits on the CAS display, in PPH
(Pounds Per Hour) or KPH (Kilograms Per Hour). In the case of invalid data,
the fuel flow display is re-configured to dashes.
Fuel Filter Bypass Indicator
The fuel filter bypass indicator is located in the LP (Low Pressure) centrifugal
pump line, downstream of the FOHE (Fuel-Oil Heat Exchanger), connected in
parallel to the fuel filter line and its bypass indicator. It consists of a poppet
stem, a compression spring, a valve body and a spring pin set to open with 15
psi in the fuel filter blockage condition.After actuation, the indicator has to be
manually reset.
Fuel Filter Impending Bypass Switch
The fuel filter impending bypass switch senses excessive fuel filter pressure
across the filter element indicating the filter blockage condition. If the differen-
tial pressure across the fuel filter exceeds 8 2 psi, a mechanism actuates an
electrical microswitch that causes the following advisory messages on the
CAS display:
E 1 FUEL IMP BYP
E 2 FUEL IMP BYP

Phenom 100 27-21
Powerplant
Motive flow is required above idle speed to power the main airframe ejector
pump in the collector tank. Motive flow is drawn from the high-pressure sup-
ply line. The switching of motive flow is achieved through the position of the
pressure regulating valve (PRV) that opens a second port at speed above
idle to provide fuel to the motive flow port. To minimize the pump size, the
motive flow is not supplied during engine starting.
The motive flow is also used by the ecology system ejector to provide fuel
purge from the manifold during engine shutdown. During engine spool down,
excess fuel in the manifolds is drawn back into the motive flow line under the
influences of residual engine combustor pressure and the ecology ejector
pump suction. A check valve prevents backflow from motive flow to the flow
divider and engine manifold.
Engine Fuel Indicating
The engine fuel flow indication is provided by a dedicated flow meter installed
in each engine fuel feed line. The fuel flow display provides an indication of
the correct functioning of the fuel shutoff valve, which is a MOV (Motor-Oper-
ated-Valve) operated by the flight crew. The cockpit engine start/stop switch
signals the FADEC to open or close the engine fuel valve. The FADEC sends
a command signal to the FMU (Fuel Metering Unit). The engine fuel supply is
also shut-off by the shaft shear shutoff valve in the FMU.
The fuel flow value is shown in green digits on the CAS display, in PPH
(Pounds Per Hour) or KPH (Kilograms Per Hour). In the case of invalid data,
the fuel flow display is re-configured to dashes.
Fuel Filter Bypass Indicator
The fuel filter bypass indicator is located in the LP (Low Pressure) centrifugal
pump line, downstream of the FOHE (Fuel-Oil Heat Exchanger), connected in
parallel to the fuel filter line and its bypass indicator. It consists of a poppet
stem, a compression spring, a valve body and a spring pin set to open with 15
psi in the fuel filter blockage condition.After actuation, the indicator has to be
manually reset.
Fuel Filter Impending Bypass Switch
The fuel filter impending bypass switch senses excessive fuel filter pressure
across the filter element indicating the filter blockage condition. If the differen-
tial pressure across the fuel filter exceeds 8 2 psi, a mechanism actuates an
electrical microswitch that causes the following advisory messages on the
CAS display:
E 1 FUEL IMP BYP
E 2 FUEL IMP BYP

27-22 Phenom 100
When the differential pressure drops below 3 psi the mechanism reverses
itself resulting in the microswitch changing back to its normally closed state.
Oil
The function of the engine oil system is to provide lubrication and cooling of
the engine turbine main shaft bearings and AGB (Accessory Gearbox) inter-
nal components and bearings.
Each PW617F-E engine has an independent lubrication supply system which
uses an engine-driven pump to supply oil to the different engine components
requiring cooling and lubrication. The lubrication system is a self contained
pressurized full flow system.
The lubrication and scavenge pump supplies oil to all bearings and gears as
required, and includes scavenge elements to remove oil from the bearing
chambers and return it to the tank. The oil filter and electrical monitoring sen-
sors are combined in an oil filter module, mounted on the left side of the oil
tank. The electrical chip detector/collector also mounts on the bottom of the
AGB. The FOHE (Fuel-Oil Heat Exchanger) is separately mounted on its own
brackets and cools the oil from the supply pump before it is routed to the
bearing chambers and AGB.
27-22 Phenom 100
When the differential pressure drops below 3 psi the mechanism reverses
itself resulting in the microswitch changing back to its normally closed state.
Oil
The function of the engine oil system is to provide lubrication and cooling of
the engine turbine main shaft bearings and AGB (Accessory Gearbox) inter-
nal components and bearings.
Each PW617F-E engine has an independent lubrication supply system which
uses an engine-driven pump to supply oil to the different engine components
requiring cooling and lubrication. The lubrication system is a self contained
pressurized full flow system.
The lubrication and scavenge pump supplies oil to all bearings and gears as
required, and includes scavenge elements to remove oil from the bearing
chambers and return it to the tank. The oil filter and electrical monitoring sen-
sors are combined in an oil filter module, mounted on the left side of the oil
tank. The electrical chip detector/collector also mounts on the bottom of the
AGB. The FOHE (Fuel-Oil Heat Exchanger) is separately mounted on its own
brackets and cools the oil from the supply pump before it is routed to the
bearing chambers and AGB.
Phenom 100 27-23
Powerplant
Oil System Schematic
The PW617F-E engine lubrication system has the following components:
Oil tank with a filler neck and a sight glass oil level indicator.
ACOC (Air-Cooled Oil Cooler) with a pressure and a thermal bypass valves
MOPT (Main Oil Pressure and Temperature) sensor
Breather system
Oil Pump
Oil PAV (Pressure Adjusting Valve)/CSV (Cold Start Valve) assembly

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Phenom 100 27-23
Powerplant
Oil System Schematic
The PW617F-E engine lubrication system has the following components:
Oil tank with a filler neck and a sight glass oil level indicator.
ACOC (Air-Cooled Oil Cooler) with a pressure and a thermal bypass valves
Breather system
Oil Pump
Oil PAV (Pressure Adjusting Valve)/CSV (Cold Start Valve) assembly

B
e
a
r
i
n
g

N
u
m
b
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r
1
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27-24 Phenom 100
Electrical chip detector/collector.
Oil filter module with a bypass valve and an impending bypass indicator
FOHE (Fuel-Oil Heat Exchanger)
Restrictor
Strainers
Basically, the system pulls oil from the oil tank, pressurized by the oil pres-
sure pump, and sends this oil to the filter, to the heat exchanger for cooling,
and then to the engine bearings.
The scavenge oil is removed from the bearing chambers to the AGB by the
scavenge elements of the oil pump. Afterwards the oil flows through the chip
detector/collector and then it is scavenged by the AGB scavenge pump to the
tank.
The oil that circulates through the engine, pumped by the oil pressure pump,
is mixed with the air existing in the system, deriving from the sealing of the
bearing chambers, which are pressurized by a compressor discharge air.
This oil also flows through the FOHE (Fuel-Oil Heat Exchanger), which basi-
cally is used for fuel heating and oil cooling.
The oil, including AGB lubrication oil, is then drawn by the AGB scavenge
pump and returned to oil tank. The air mixed with the oil in the AGB is sepa-
rated by an air/oil separator which is vented to the engine exhaust duct,
through the breather tube.
With the engine inoperative, all the oil from system returns to the oil tank,
what allows a check of oil level through the oil sight glass.
Oil Tank
The oil tank maximum capacity is 4.11 qts / 3.79 Liters. The minimum usable
oil quantity allowable without adversely affecting the operation of the engine
is 3.15 qts / 3.2 Liters. These values are for the worst allowable aircraft atti-
tude of 2 degrees on the ground.
The tank has sufficient oil to provide operation for 10 hours of flight time at the
maximum oil consumption of 0.018 gal/hr or 0.068 l/h. If oil level is at the
minimum servicing level, the oil is sufficient for 5 hours of flight time, consid-
ering the maximum oil consumption.
The oil pressure pump has the engine lubrication supply element and two scav-
enge elements. Oil from the tank enters the supply element of the oil pressure
pump. From this pressure element, the oil passes through the filter module.
The oil filter has a bypass valve, which permits oil flow to the engine if the fil-
ter becomes clogged. The filter has also a mechanical popup impending
bypass indicator.
Oil Indicating
An oil level indicator for each engine displays maximum and minimum
acceptable oil levels. The oil tank level indicator is a vertical sight glass dis-
27-24 Phenom 100
Electrical chip detector/collector.
Oil filter module with a bypass valve and an impending bypass indicator
FOHE (Fuel-Oil Heat Exchanger)
Restrictor
Strainers
Basically, the system pulls oil from the oil tank, pressurized by the oil pres-
sure pump, and sends this oil to the filter, to the heat exchanger for cooling,
and then to the engine bearings.
The scavenge oil is removed from the bearing chambers to the AGB by the
scavenge elements of the oil pump. Afterwards the oil flows through the chip
detector/collector and then it is scavenged by the AGB scavenge pump to the
tank.
The oil that circulates through the engine, pumped by the oil pressure pump,
is mixed with the air existing in the system, deriving from the sealing of the
bearing chambers, which are pressurized by a compressor discharge air.
This oil also flows through the FOHE (Fuel-Oil Heat Exchanger), which basi-
cally is used for fuel heating and oil cooling.
The oil, including AGB lubrication oil, is then drawn by the AGB scavenge
pump and returned to oil tank. The air mixed with the oil in the AGB is sepa-
rated by an air/oil separator which is vented to the engine exhaust duct,
through the breather tube.
With the engine inoperative, all the oil from system returns to the oil tank,
what allows a check of oil level through the oil sight glass.
Oil Tank
The oil tank maximum capacity is 4.11 qts / 3.79 Liters. The minimum usable
oil quantity allowable without adversely affecting the operation of the engine
is 3.15 qts / 3.2 Liters. These values are for the worst allowable aircraft atti-
tude of 2 degrees on the ground.
The tank has sufficient oil to provide operation for 10 hours of flight time at the
maximum oil consumption of 0.018 gal/hr or 0.068 l/h. If oil level is at the
minimum servicing level, the oil is sufficient for 5 hours of flight time, consid-
ering the maximum oil consumption.
The oil pressure pump has the engine lubrication supply element and two scav-
enge elements. Oil from the tank enters the supply element of the oil pressure
pump. From this pressure element, the oil passes through the filter module.
The oil filter has a bypass valve, which permits oil flow to the engine if the fil-
ter becomes clogged. The filter has also a mechanical popup impending
bypass indicator.
Oil Indicating
An oil level indicator for each engine displays maximum and minimum
acceptable oil levels. The oil tank level indicator is a vertical sight glass dis-
Phenom 100 27-25
Powerplant
playing the amount of oil in the tank. They are mounted externally to the oil
tank to make it possible to view the oil level.
Oil temperature and pressure indications are also provided for each engine
and displayed in the cockpit in the engine indication field on the EICAS. A
warning message is provided in the CAS window on the PFD in case of low
oil pressure. An electric master chip detector and a self-closing valve are
located in the scavenge return line in both oil tanks, where ferromagnetic par-
ticles are most likely to be deposited.
Oil Temperature / Pressure Indication
The oil temperature and pressure indications in the cockpit are provided by
the MOPT (Main Oil Pressure and Temperature) sensor that incorporates the
two functions. This sensor is mounted on the AGB (Accessory Gearbox),
downstream the FOHE (Fuel-Oil Heat Exchanger).
The oil indicating system includes the following components:
Oil Level Indicator
Oil Filter Impending Bypass Indicator
Chip Detector / Collector

The purpose of the MOPT sensor is to provide electrical outputs for pressure
and temperature values.
The sensor sends a signal to the cockpit that displays the current oil pressure
and temperature status in the engine indication field on the EICAS.
The oil filter impending bypass indicator is installed on the oil filter and is
equipped with a red button that pops up to indicate that the oil filter must be
replaced.
Chip Detector Indication
The function of the electrical chip detector/collector is to attract and trap mag-
netic particles that are suspended in the scavenge oil because it may be an
indication of an impending failure. This is achieved with the use of a permanent
magnet immersed in the scavenge oil flowing from the AGB (Accessory Gear-
box), before it passes through the AGB scavenge pump.The chip detector/col-
lector can also function as a drain of the oil tank.
Phenom 100 27-25
Powerplant
playing the amount of oil in the tank. They are mounted externally to the oil
tank to make it possible to view the oil level.
Oil temperature and pressure indications are also provided for each engine
and displayed in the cockpit in the engine indication field on the EICAS. A
warning message is provided in the CAS window on the PFD in case of low
oil pressure. An electric master chip detector and a self-closing valve are
located in the scavenge return line in both oil tanks, where ferromagnetic par-
ticles are most likely to be deposited.
Oil Temperature / Pressure Indication
The oil temperature and pressure indications in the cockpit are provided by
the MOPT (Main Oil Pressure and Temperature) sensor that incorporates the
two functions. This sensor is mounted on the AGB (Accessory Gearbox),
downstream the FOHE (Fuel-Oil Heat Exchanger).
The oil indicating system includes the following components:
Oil Level Indicator
Chip Detector / Collector

The purpose of the MOPT sensor is to provide electrical outputs for pressure
and temperature values.
The sensor sends a signal to the cockpit that displays the current oil pressure
and temperature status in the engine indication field on the EICAS.
The oil filter impending bypass indicator is installed on the oil filter and is
equipped with a red button that pops up to indicate that the oil filter must be
replaced.
Chip Detector Indication
The function of the electrical chip detector/collector is to attract and trap mag-
netic particles that are suspended in the scavenge oil because it may be an
indication of an impending failure. This is achieved with the use of a permanent
magnet immersed in the scavenge oil flowing from the AGB (Accessory Gear-
box), before it passes through the AGB scavenge pump.The chip detector/col-
lector can also function as a drain of the oil tank.
27-26 Phenom 100
Limitations
Fuel Specification
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37C
and turbulence.
Engines
Operational Limits
exceeding 80C.
Thrust
Setting
Time Limit
(minutes)
Max ITT
(trimmed)
(C)
N2
(%)
N1
(%)
Oil (1)
Press
(psig)
Oil Temp
(C)
Maximum 10 (1) 845 100.4 100 -) -
Takeoff 5 (2) 830 100.4 100 170 (3) 14 to 130 (4)
Maximum
Continuous
(7) 830 100.4 100 170 (3) 14 to 130
Ground Idle
Sea Level
No time
limit
- 54 (5) - 170 (3) -40 to 130
Flight Idle
Sea Level
No time
limit
- 59 (5) - 170 (3) 14 to 130
Starting N/A 830 (6) - - 0-275 -40(5)
Transient
20 sec. 830 (8) 102 101 (3) -
90 sec. - (3) 130 to 141
27-26 Phenom 100
Limitations
Fuel Specification
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -37C
and turbulence.
Engines
Operational Limits
exceeding 80C.
Thrust
Setting
Time Limit
(minutes)
Max ITT
(trimmed)
(C)
N2
(%)
N1
(%)
Oil (1)
Press
(psig)
Oil Temp
(C)
Maximum 10 (1) 845 100.4 100 -) -
Takeoff 5 (2) 830 100.4 100 170 (3) 14 to 130 (4)
Maximum
Continuous
(7) 830 100.4 100 170 (3) 14 to 130
Ground Idle
Sea Level
No time
limit
- 54 (5) - 170 (3) -40 to 130
Flight Idle
Sea Level
No time
limit
- 59 (5) - 170 (3) 14 to 130
Starting N/A 830 (6) - - 0-275 -40(5)
Transient
20 sec. 830 (8) 102 101 (3) -
90 sec. - (3) 130 to 141
Phenom 100 27-27
Powerplant
Oil Specification
pressure limit see Figure.
engine.
tion.
Phenom 100 27-27
Powerplant
Oil Specification
pressure limit see Figure.
engine.
tion.
27-28 Phenom 100
Oil Pressure Limits
AREA TIME LIMIT
A
B
C
D
500 sec
90 sec
15 sec
CONTINUOUS
300
250
200
150
100
50
0
0 25 50 75 100
A
D
B
C
% N2
M
O
P

(
p
s
i
g
)
27-28 Phenom 100
Oil Pressure Limits
AREA TIME LIMIT
A
B
C
D
500 sec
90 sec
15 sec
CONTINUOUS
300
250
200
150
100
50
0
0 25 50 75 100
A
D
B
C
% N2
M
O
P

(
p
s
i
g
)
Phenom 100 27-29
Powerplant
Starter Limits
CAS Messages
1 60 seconds
2 60 seconds
3 15 minutes
4 30 minutes
Warning E1 (2) OIL LO PRES Engine 1 (2) oil pressure is low.
Caution
E1 (2) CTRL FAULT
Thrust modulating is unabled or
engine will respond slowly.
E1 (2) FAIL
Engine 1 (2) shutdown has
occurred without pilot command.
E1 (2) FUEL IMP BYP Fuel filter impending bypass.
E1 (2) TLA FAIL
Dual thrust lever angle sensor
failure.
E1 (2) TT0 HTR FAIL TT0 sensor heating failed.
ENG EXCEEDANCE
In flight engine limit exceedance
detected.
ENG NO DISPATCH
No dispatch condition detected
by FADEC.
ENG NO TO DATA
Takeoff data not entered suc-
cessfully.
Advisory
E1 (2) FADEC FAULT
One FADEC channel no longer
sending data.
E1 (2) SHORT
DSPTCH
Short-time dispatch fault condi-
tion detected by FADEC.
Phenom 100 27-29
Powerplant
Starter Limits
CAS Messages
1 60 seconds
2 60 seconds
3 15 minutes
4 30 minutes
Warning E1 (2) OIL LO PRES Engine 1 (2) oil pressure is low.
Caution
E1 (2) CTRL FAULT
Thrust modulating is unabled or
engine will respond slowly.
E1 (2) FAIL
Engine 1 (2) shutdown has
occurred without pilot command.
E1 (2) FUEL IMP BYP Fuel filter impending bypass.
E1 (2) TLA FAIL
Dual thrust lever angle sensor
failure.
E1 (2) TT0 HTR FAIL TT0 sensor heating failed.
ENG EXCEEDANCE
In flight engine limit exceedance
detected.
ENG NO DISPATCH
No dispatch condition detected
by FADEC.
ENG NO TO DATA
Takeoff data not entered suc-
cessfully.
Advisory
E1 (2) FADEC FAULT
One FADEC channel no longer
sending data.
E1 (2) SHORT
DSPTCH
Short-time dispatch fault condi-
tion detected by FADEC.
27-30 Phenom 100
27-30 Phenom 100
Phenom 100 28-1
Pressurization
Pressurization
Cabin Pressurization
The basic function of the Cabin Pressure Control System is to maintain the
cabin at safety pressure limits and control the cabin pressure rates within
comfort margins.
The aircraft operates at altitudes where the oxygen density is not sufficient to
sustain life. The pressurization control keeps the aircraft cabin interior at a
safe pressure altitude. This protects the passengers and crew from the
effects of hypoxia (oxygen starvation).
Pneumatic Supply
Overview
The Pneumatic System provides bleed air from the engines for cockpit and
cabin pressurization and heating.
The following are the primary functions of the pneumatic system:
To supply bleed leak protection.
To control the bleed air and supply it to the pressurization system, heating/
cooling system, wing and horizontal stabilizer de-ice boots.
To monitor bleed air supply for proper pressure and temperature

Status information of the Pneumatic System Operation is presented in the
Flight Display Unit to the crew in the cockpit as synoptic and CAS (Crew
Alerting System) messages.
Operation
In flight, the pneumatic system supplies 4 lb/min (Pound per Minute) per side
of bleed air flow into the cabin for pressurization in the normal flow setting
and 8 lb/min in the high flow setting at single bleed operation or high heating
mode. The system also supplies utility service air at 283 psi.
For ground operation, a total mass flow of 5 lb/min of bleed air (low flow
normal operation) meets the heating requirements in most cases. In cases
where this is not sufficient, the ECS controller demands the high flow setting.
In case of loss of bleed air from one engine, the remaining bleed air line
(operative engine) can double its bleed air supply to the cabin/cockpit in order
to compensate for the missing bleed air source.
There are sensors along the bleed lines that detect possible hot air leakage,
and alerts the system failure messages to the crew.
Phenom 100 28-1
Pressurization
Pressurization
Cabin Pressurization
The basic function of the Cabin Pressure Control System is to maintain the
cabin at safety pressure limits and control the cabin pressure rates within
comfort margins.
The aircraft operates at altitudes where the oxygen density is not sufficient to
sustain life. The pressurization control keeps the aircraft cabin interior at a
safe pressure altitude. This protects the passengers and crew from the
effects of hypoxia (oxygen starvation).
Pneumatic Supply
Overview
The Pneumatic System provides bleed air from the engines for cockpit and
cabin pressurization and heating.
The following are the primary functions of the pneumatic system:
To supply bleed leak protection.
To control the bleed air and supply it to the pressurization system, heating/
cooling system, wing and horizontal stabilizer de-ice boots.
To monitor bleed air supply for proper pressure and temperature

Status information of the Pneumatic System Operation is presented in the
Flight Display Unit to the crew in the cockpit as synoptic and CAS (Crew
Alerting System) messages.
Operation
In flight, the pneumatic system supplies 4 lb/min (Pound per Minute) per side
of bleed air flow into the cabin for pressurization in the normal flow setting
and 8 lb/min in the high flow setting at single bleed operation or high heating
mode. The system also supplies utility service air at 283 psi.
For ground operation, a total mass flow of 5 lb/min of bleed air (low flow
normal operation) meets the heating requirements in most cases. In cases
where this is not sufficient, the ECS controller demands the high flow setting.
In case of loss of bleed air from one engine, the remaining bleed air line
(operative engine) can double its bleed air supply to the cabin/cockpit in order
to compensate for the missing bleed air source.
There are sensors along the bleed lines that detect possible hot air leakage,
and alerts the system failure messages to the crew.
28-2 Phenom 100
Bleed Air

G
C
F
G
R
O
U
N
D

C
O
O
L
I
N
G

F
A
N
R
A
V
R
A
M

A
I
R

V
A
L
V
E
T
M
V
T
E
M
P
E
R
A
T
U
R
E

M
O
D
U
L
A
T
I
N
G

V
A
L
V
E
H
O
T

B
L
E
E
D

A
I
R
C
O
L
D

A
I
R
W
A
R
M

A
I
R
F
C
S
O
V
F
L
O
W

C
O
N
T
R
O
L

S
H
U
T
-
O
F
F

V
A
L
V
E
T
S
S
R
A
M

A
I
R
T
E
M
P
E
R
A
T
U
R
E

S
E
N
S
O
R

/

S
W
I
T
C
H

P
R
S
O
V
P
R
E
S
S
U
R
E

R
E
G
U
L
A
T
I
N
G

A
N
D

S
H
U
T
-
O
F
F

V
A
L
V
E
C
H
E
C
K

V
A
L
V
E
R
A
V
P
R
S
O
V
L
E
F
T

E
N
G
I
N
E
A
F
T

P
R
E
S
S
U
R
E
B
U
L
K
H
E
A
D
R
E
F
R
I
G
E
R
A
N
T

L
I
N
E
R
E
F
R
I
G
E
R
A
N
T

L
I
N
E
E
M
E
R
G
E
N
C
Y
V
E
N
T
I
L
A
T
I
O
N
C
O
C
K
P
I
T
B
L
E
E
D

L
I
N
E
C
A
B
I
N
B
L
E
E
D

L
I
N
E
X
Y
A B
R
I
G
H
T

E
N
G
I
N
E
C
O
M
P
R
E
S
S
O
R

A
N
D

D
C
E
L
E
C
T
R
I
C

M
O
T
O
R

M
O
D
U
L
E
T
E
M
P
E
R
A
T
U
R
E

M
O
D
U
L
A
T
I
N
G
V
A
L
V
E
(
S
)
G
C
F
P
R
S
O
V
F
C
S
O
V
F
C
S
O
V
CONDENSER & RECEIVER DRYER
H
E
A
T
E
X
C
H
A
N
G
E
R
D
E
-
I
C
I
N
G
T
S
S
T
S
S
O
V
E
R
B
O
A
R
D
C
O
N
D
I
T
I
O
N
E
D

B
L
E
E
D

A
I
R

S
U
P
P
L
Y
T
O

C
O
C
K
P
I
T

A
N
D

C
A
B
I
N

F
O
R
P
R
E
S
S
U
R
I
Z
A
T
I
O
N
28-2 Phenom 100
Bleed Air

G
C
F
G
R
O
U
N
D

C
O
O
L
I
N
G

F
A
N
R
A
V
R
A
M

A
I
R

V
A
L
V
E
T
M
V
T
E
M
P
E
R
A
T
U
R
E

M
O
D
U
L
A
T
I
N
G

V
A
L
V
E
H
O
T

B
L
E
E
D

A
I
R
C
O
L
D

A
I
R
W
A
R
M

A
I
R
F
C
S
O
V
F
L
O
W

C
O
N
T
R
O
L

S
H
U
T
-
O
F
F

V
A
L
V
E
T
S
S
R
A
M

A
I
R
T
E
M
P
E
R
A
T
U
R
E

S
E
N
S
O
R

/

S
W
I
T
C
H

P
R
S
O
V
P
R
E
S
S
U
R
E

R
E
G
U
L
A
T
I
N
G

A
N
D

S
H
U
T
-
O
F
F

V
A
L
V
E
C
H
E
C
K

V
A
L
V
E
R
A
V
P
R
S
O
V
L
E
F
T

E
N
G
I
N
E
A
F
T

P
R
E
S
S
U
R
E
B
U
L
K
H
E
A
D
R
E
F
R
I
G
E
R
A
N
T

L
I
N
E
R
E
F
R
I
G
E
R
A
N
T

L
I
N
E
E
M
E
R
G
E
N
C
Y
V
E
N
T
I
L
A
T
I
O
N
C
O
C
K
P
I
T
B
L
E
E
D

L
I
N
E
C
A
B
I
N
B
L
E
E
D

L
I
N
E
X
Y
A B
R
I
G
H
T

E
N
G
I
N
E
C
O
M
P
R
E
S
S
O
R

A
N
D

D
C
E
L
E
C
T
R
I
C

M
O
T
O
R

M
O
D
U
L
E
T
E
M
P
E
R
A
T
U
R
E

M
O
D
U
L
A
T
I
N
G
V
A
L
V
E
(
S
)
G
C
F
P
R
S
O
V
F
C
S
O
V
F
C
S
O
V
CONDENSER & RECEIVER DRYER
H
E
A
T
E
X
C
H
A
N
G
E
R
D
E
-
I
C
I
N
G
T
S
S
T
S
S
O
V
E
R
B
O
A
R
D
C
O
N
D
I
T
I
O
N
E
D

B
L
E
E
D

A
I
R

S
U
P
P
L
Y
T
O

C
O
C
K
P
I
T

A
N
D

C
A
B
I
N

F
O
R
P
R
E
S
S
U
R
I
Z
A
T
I
O
N
Phenom 100 28-3
Pressurization
Engine Pneumatic Bleed System
There are two independent bleed air flow paths, one from each engine. Each
bleed line pressure is controlled by means of a PRSOV (Pressure Regulating
and Shutoff Valve). The bleed air line will branch off into two paths. One path
will allow bleed air from the engine to circulate through the heat exchanger for
cooling purposes. The other path will bypass the heat exchanger and direct
the engine bleed air directly into the aircraft for cabin or cockpit heating.
PRSOV
There are two PRSOV, one in each respective engine pylon. Each of the
PRSOV regulates the high-temperature bleed air to 283 psig (Pound per
Square Inch Gauge). The valve is capable of withstanding inlet air tempera-
tures of up to 480C (Degree Celsius) and inlet air pressures from 7.5 to 300
psig.
The PRSOV is controlled manually by the bleed air rotary knob on the pres-
surization panel. In the event of a bleed air leak, the PRSOV is commanded
closed.
Temperature Control
The amount of bleed air that circulates by each circuit is controlled by a TMV
(Temperature Modulating Valve), which is responsible for maintaining the air
temperature in the cabin within certain limits.
If there is a hot air leak, the crew is informed by CAS (Crew Alerting System)
messages and the PRSOV (Pressure Regulating and Shutofff Valve) on the
affected side is automatically closed.
Phenom 100 28-3
Pressurization
Engine Pneumatic Bleed System
There are two independent bleed air flow paths, one from each engine. Each
bleed line pressure is controlled by means of a PRSOV (Pressure Regulating
and Shutoff Valve). The bleed air line will branch off into two paths. One path
will allow bleed air from the engine to circulate through the heat exchanger for
cooling purposes. The other path will bypass the heat exchanger and direct
the engine bleed air directly into the aircraft for cabin or cockpit heating.
PRSOV
There are two PRSOV, one in each respective engine pylon. Each of the
PRSOV regulates the high-temperature bleed air to 283 psig (Pound per
Square Inch Gauge). The valve is capable of withstanding inlet air tempera-
tures of up to 480C (Degree Celsius) and inlet air pressures from 7.5 to 300
psig.
The PRSOV is controlled manually by the bleed air rotary knob on the pres-
surization panel. In the event of a bleed air leak, the PRSOV is commanded
closed.
Temperature Control
The amount of bleed air that circulates by each circuit is controlled by a TMV
(Temperature Modulating Valve), which is responsible for maintaining the air
temperature in the cabin within certain limits.
If there is a hot air leak, the crew is informed by CAS (Crew Alerting System)
messages and the PRSOV (Pressure Regulating and Shutofff Valve) on the
affected side is automatically closed.
28-4 Phenom 100
Air Management System
PRESSURE REGULATOR VALVE
CHECK VALVE
CONDITIONED AIR FOR
CABIN PRESSURIZATION
SHUTOFF VALVE
LEGEND:
T
M
V
O
V
E
R
B
O
A
R
D
C
O
M
P
R
E
S
S
O
R

A
N
D

D
C
E
L
E
C
T
R
I
C

M
O
T
O
R

M
O
D
U
L
E
X
A B
Y
REFRIGERANT
LINE
REFRIGERANT
LINE
EMER
VENTIL-
ATION
C
O
C
K
P
I
T
B
L
E
E
D
L
I
N
E
T
M
V
HEAT
EXCHANGER
LEFT
ENGINE
AFT PRESSURE
BULKHEAD
PRSOV PRSOV
RIGHT
ENGINE
GCF
RAM AIR
RAV
FCSOV FCSOV
TSS TSS
CONDENSER
PASSENGER
GASPERS
PASSENGER
GASPERS
SIDELEDGE
DOWNWARD
INFLOWS
RETURN
AIR
RETURN
AIR
COCKPIT
EVAPORATOR
CABIN
EVAPORATOR
PILOT
GASPER
DISPLAY
CODING
SIDE-WINDOW
GRILL
WINDSHIELD
DEFOG
SIDE-WINDOW
GRILL
DISPLAY
CODING
COCKPIT
VENT
COCKPIT
VENT
PILOT
GASPER
CABIN
BLEED
LINE
FOOT
GRILL
FOOT
GRILL
28-4 Phenom 100
Air Management System
PRESSURE REGULATOR VALVE
CHECK VALVE
CONDITIONED AIR FOR
CABIN PRESSURIZATION
SHUTOFF VALVE
LEGEND:
T
M
V
O
V
E
R
B
O
A
R
D
C
O
M
P
R
E
S
S
O
R

A
N
D

D
C
E
L
E
C
T
R
I
C

M
O
T
O
R

M
O
D
U
L
E
X
A B
Y
REFRIGERANT
LINE
REFRIGERANT
LINE
EMER
VENTIL-
ATION
C
O
C
K
P
I
T
B
L
E
E
D
L
I
N
E
T
M
V
HEAT
EXCHANGER
LEFT
ENGINE
AFT PRESSURE
BULKHEAD
PRSOV PRSOV
RIGHT
ENGINE
GCF
RAM AIR
RAV
FCSOV FCSOV
TSS TSS
CONDENSER
PASSENGER
GASPERS
PASSENGER
GASPERS
SIDELEDGE
DOWNWARD
INFLOWS
RETURN
AIR
RETURN
AIR
COCKPIT
EVAPORATOR
CABIN
EVAPORATOR
PILOT
GASPER
DISPLAY
CODING
SIDE-WINDOW
GRILL
WINDSHIELD
DEFOG
SIDE-WINDOW
GRILL
DISPLAY
CODING
COCKPIT
VENT
COCKPIT
VENT
PILOT
GASPER
CABIN
BLEED
LINE
FOOT
GRILL
FOOT
GRILL
Phenom 100 28-5
Pressurization
Cabin Pressurization Control System
1 Bleed Air Knob
1: Closes the PRSOV valve on the #2 engine and keeps the PRSOV valve
open on the #1 engine.
BOTH: Commands the PRSOV valves on the #1 and #2 engine to the

open position.
OFF VENT: Commands the PRSOV valves to the closed position on the
#1 and #2 engine and opens the ram air valve to provide emergency ven-
tilation into the cabin.
2 Dump Button (Guarded)
This is a guarded switch to prevent inadvertent actuation. To activate dump
function in AUTO mode, the pilot raises the DUMP switch guard and
depresses the DUMP switch. This provides a "manual/dump" 28Vdc signal to
ECMU.
The DUMP button provides rapid cabin depressurization by opening the out-
flow valve and disables the recirculation fans. When the DUMP button is
pressed, a white striped bar illuminates on the button. When pressed a sec-
ond time, the system will return to normal operations (MAN or AUTO).
Dump Function Set Points
Parameter Limit Tolerance
DUMP function - AUTO control 12,000 ft Cabin Altitude
DUMP function - MANUAL control 14,500 ft Cabin Altitude
1
2
3
4

PRESSURIZATION
MODE BLEED
BOTH
1 2
AUTO
MAN OFF
VENT
DUMP CABIN ALT
UP
DN
L
Phenom 100 28-5
Pressurization
Cabin Pressurization Control System
1 Bleed Air Knob
BOTH: Commands the PRSOV valves on the #1 and #2 engine to the

open position.
OFF VENT: Commands the PRSOV valves to the closed position on the
#1 and #2 engine and opens the ram air valve to provide emergency ven-
tilation into the cabin.
2 Dump Button (Guarded)
This is a guarded switch to prevent inadvertent actuation. To activate dump
function in AUTO mode, the pilot raises the DUMP switch guard and
depresses the DUMP switch. This provides a "manual/dump" 28Vdc signal to
ECMU.
The DUMP button provides rapid cabin depressurization by opening the out-
flow valve and disables the recirculation fans. When the DUMP button is
pressed, a white striped bar illuminates on the button. When pressed a sec-
ond time, the system will return to normal operations (MAN or AUTO).
Dump Function Set Points
Parameter Limit Tolerance
DUMP function - AUTO control 12,000 ft Cabin Altitude
DUMP function - MANUAL control 14,500 ft Cabin Altitude
1
2
3
4

PRESSURIZATION
MODE BLEED
BOTH
1 2
AUTO
MAN OFF
VENT
DUMP CABIN ALT
UP
DN
L
28-6 Phenom 100
In the auto channel, the manual/dump signal is read by software and causes
automatic control to be disabled. Further, the motor command shutoff logic is
positively disabled so that erroneous software commands cannot access the
motor driver electronics and auto motor.
If an altitude limit condition is experienced, the altitude limit function overrides
the dump function within the altitude limit/manual motor control switch. In this
event, when altitude limit detection logic determines that the altitude limit
threshold is no longer exceeded, the dump function is re-enabled and the
OFV is commanded open again.
3 Cabin Altitude Selector Switch
Momentary switch:
DOWN: Manually closes the outflow valve, decreasing cabin altitude at an

initial rate of 300 ft/min.
UP: Manually opens the outflow valve, increasing the cabin altitude at an
4 Pressurization Mode Selector Switch
AUTO: Allows the automatic operation of the pressurization control sys-

tem.
MAN: Allows the manual operation of the pressurization control system.

The CPCS (Cabin Pressure Control-System) consists of one ECMU (Elec-
tronic Control and Monitoring Unit), one butterfly cabin OFV (Outflow Valve),
one pneumatic poppet valve which performs positive and negative relief func-
tion and its assembly (heated static port and tubing), one dual flap check
valve which performs a negative relief function.
Normal Operation Automatic Control
The CPCS performs automatic control of the cabin pressure to ensure fuse-
lage safety and occupant safety and comfort. The CPCS utilizes the ECMU
and OFV as well as their airplane interfaces to perform the automatic control
function.
During automatic control, cabin air exhaust is controlled during airplane
ground, takeoff, climb, descent, and taxi operations without dedicated flight
crew inputs. Only the LFE input is required from the pilots prior to departure. If
the FMS is used, the LFE is automatically provided to CPCS. If not, the crew
Note: It will take 6 seconds to fully open or fully close the outflow valve.
The cabin rate will increase/decrease exponentially as a function of
time until the valve is fully open or closed. Embraer strongly rec-
ommends that the pilot momentarily depress the switch for .5 sec-
onds and wait for the rate response then repeat if necessary..
28-6 Phenom 100
In the auto channel, the manual/dump signal is read by software and causes
automatic control to be disabled. Further, the motor command shutoff logic is
positively disabled so that erroneous software commands cannot access the
motor driver electronics and auto motor.
If an altitude limit condition is experienced, the altitude limit function overrides
the dump function within the altitude limit/manual motor control switch. In this
event, when altitude limit detection logic determines that the altitude limit
threshold is no longer exceeded, the dump function is re-enabled and the
OFV is commanded open again.
3 Cabin Altitude Selector Switch
Momentary switch:
DOWN: Manually closes the outflow valve, decreasing cabin altitude at an

UP: Manually opens the outflow valve, increasing the cabin altitude at an
4 Pressurization Mode Selector Switch
AUTO: Allows the automatic operation of the pressurization control sys-

tem.
MAN: Allows the manual operation of the pressurization control system.

The CPCS (Cabin Pressure Control-System) consists of one ECMU (Elec-
tronic Control and Monitoring Unit), one butterfly cabin OFV (Outflow Valve),
one pneumatic poppet valve which performs positive and negative relief func-
tion and its assembly (heated static port and tubing), one dual flap check
valve which performs a negative relief function.
Normal Operation Automatic Control
The CPCS performs automatic control of the cabin pressure to ensure fuse-
lage safety and occupant safety and comfort. The CPCS utilizes the ECMU
and OFV as well as their airplane interfaces to perform the automatic control
function.
During automatic control, cabin air exhaust is controlled during airplane
ground, takeoff, climb, descent, and taxi operations without dedicated flight
crew inputs. Only the LFE input is required from the pilots prior to departure. If
the FMS is used, the LFE is automatically provided to CPCS. If not, the crew
Note: It will take 6 seconds to fully open or fully close the outflow valve.
The cabin rate will increase/decrease exponentially as a function of
time until the valve is fully open or closed. Embraer strongly rec-
ommends that the pilot momentarily depress the switch for .5 sec-
onds and wait for the rate response then repeat if necessary..
Phenom 100 28-7
Pressurization
must input LFE through the MFD. The CPCS receives all required information
inputs via the integrated avionics system.
Automatic cabin pressure control is considered normal airplane operation.
The automatic control function is overridden by the positive pressure relief,
negative pressure relief, altitude limit, manual, and dump functions whenever
required.
While on the ground and the throttles are advanced to TO/GA, the ECMU
commands the outflow valve to close. This allows the cabin to pre-pressurize
to 200 150 ft below field elevation to help minimize any pressurization
"bumps" in the cabin during takeoff.
Abnormal Operation Manual Control
The manual function occurs when the pilot activates the man/auto switch on
the pressurization control panel to the MAN position.When the man switch is
activated, the ECMU is prepared to receive either an open or close com-
mand from the cabin altitude selector switch on the control panel. When the
pilot selects either the UP or DN setting, the OFV will open or close accord-
ingly. As the OFV opens or closes, the cabin is depressurized or re-pressur-
ized in response.
The OFV opening/closing speed affects the actual cabin altitude rate of
change. When the OFV opens or closes at its maximum speed it may be diffi-
cult for the crew to adjust the OFV position while keeping comfortable pres-
sure control. Therefore within the manual/monitor channel of the ECMU, the
manual control circuit causes the motor to spin at a slow speed for small
switch actuation durations, and then accelerates in speed as the UP/DN
switch is actuated for longer periods of time.
Phenom 100 28-7
Pressurization
must input LFE through the MFD. The CPCS receives all required information
inputs via the integrated avionics system.
Automatic cabin pressure control is considered normal airplane operation.
The automatic control function is overridden by the positive pressure relief,
negative pressure relief, altitude limit, manual, and dump functions whenever
required.
While on the ground and the throttles are advanced to TO/GA, the ECMU
commands the outflow valve to close. This allows the cabin to pre-pressurize
to 200 150 ft below field elevation to help minimize any pressurization
"bumps" in the cabin during takeoff.
Abnormal Operation Manual Control
The manual function occurs when the pilot activates the man/auto switch on
the pressurization control panel to the MAN position.When the man switch is
activated, the ECMU is prepared to receive either an open or close com-
mand from the cabin altitude selector switch on the control panel. When the
pilot selects either the UP or DN setting, the OFV will open or close accord-
ingly. As the OFV opens or closes, the cabin is depressurized or re-pressur-
ized in response.
The OFV opening/closing speed affects the actual cabin altitude rate of
change. When the OFV opens or closes at its maximum speed it may be diffi-
cult for the crew to adjust the OFV position while keeping comfortable pres-
sure control. Therefore within the manual/monitor channel of the ECMU, the
manual control circuit causes the motor to spin at a slow speed for small
switch actuation durations, and then accelerates in speed as the UP/DN
switch is actuated for longer periods of time.
28-8 Phenom 100
Pressurization Conversion Table
CONDITION: Cabin altitude or cabin P is not being
presented, or during use of the pressurization
manual control.
AIRPLANE/CABIN ALTITUDE CONVERSION TABLE
TABLE FROM QRH NON-ANNUNCIATED PROCEDURES
AIRPLANE
ALTITUDE
(ft)
CABIN
ALTITUDE
(ft)
DIFFERENTIAL
PRESSURE
(PSID)
10000 600 3.9
11000 700 4.2
12000 800 4.5
13000 1000 4.8
14000 1100 5.0
15000 1300 5.3
16000 1500 5.6
17000 1600 5.8
18000 1800 6.0
19000 2000 6.2
20000 2200 6.4
21000 2500 6.6
22000 2700 6.7
23000 2900 6.9
24000 3100 7.0
25000 3400 7.2
26000 3700 7.3
27000 3900 7.4
28000 4200 7.5
29000 4400 7.6
30000 4700 7.7
31000 5000 7.7
32000 5300 7.8
33000 5600 7.8
34000 5900 7.9
35000 6200 7.9
36000 6500 7.9
37000 6800 7.9
38000 7100 7.9
39000 7400 8.1
40000 7700 8.2
41000 8000 8.3
28-8 Phenom 100
Pressurization Conversion Table
CONDITION: Cabin altitude or cabin P is not being
presented, or during use of the pressurization
manual control.
AIRPLANE/CABIN ALTITUDE CONVERSION TABLE
TABLE FROM QRH NON-ANNUNCIATED PROCEDURES
AIRPLANE
ALTITUDE
(ft)
CABIN
ALTITUDE
(ft)
DIFFERENTIAL
PRESSURE
(PSID)
10000 600 3.9
11000 700 4.2
12000 800 4.5
13000 1000 4.8
14000 1100 5.0
15000 1300 5.3
16000 1500 5.6
17000 1600 5.8
18000 1800 6.0
19000 2000 6.2
20000 2200 6.4
21000 2500 6.6
22000 2700 6.7
23000 2900 6.9
24000 3100 7.0
25000 3400 7.2
26000 3700 7.3
27000 3900 7.4
28000 4200 7.5
29000 4400 7.6
30000 4700 7.7
31000 5000 7.7
32000 5300 7.8
33000 5600 7.8
34000 5900 7.9
35000 6200 7.9
36000 6500 7.9
37000 6800 7.9
38000 7100 7.9
39000 7400 8.1
40000 7700 8.2
41000 8000 8.3
Phenom 100 28-9
Pressurization
Landing Field Elevation (LFE) Input
Cabin pressurization information (cabin altitude and rate of change, differen-
tial cabin pressure) is shown along with the Landing Field Elevation (LFE)
and oxygen system pressure. The trend of cabin pressure altitude rate
change is indicated by a green arrow beside the rate readout.
The LFE is set automatically based on the destination in the active flight plan
by pressing the FMS LFE Softkey, but can also be adjusted manually by the
pilot. Automatically entered values appear in green; if the value is entered by
the pilot, it changes to light blue until accepted. Pilot selected LFE flashes yel-
low for 30 seconds when a difference of >5 feet occurs. A red "X" is displayed
if the LFE is out of range or the data source is invalid.
If the landing field elevation is high enough (over 9600), the indication "HI
FIELD" is shown at the top of the Pressurization Display and the cabin alti-
tude caution and warning thresholds are increased 14500 ft to avoid genera-
tion of nuisance alert indications.
If the decision is made to return the takeoff location, the system will descend
the cabin to the memorized takeoff field elevation if:
The aircraft decends 1000 from the maximum altitude achieved during
flight
The aircraft never climbs higher that 6000 from takeoff field elevation
Phenom 100 28-9
Pressurization
Landing Field Elevation (LFE) Input
Cabin pressurization information (cabin altitude and rate of change, differen-
tial cabin pressure) is shown along with the Landing Field Elevation (LFE)
and oxygen system pressure. The trend of cabin pressure altitude rate
change is indicated by a green arrow beside the rate readout.
The LFE is set automatically based on the destination in the active flight plan
by pressing the FMS LFE Softkey, but can also be adjusted manually by the
pilot. Automatically entered values appear in green; if the value is entered by
the pilot, it changes to light blue until accepted. Pilot selected LFE flashes yel-
low for 30 seconds when a difference of >5 feet occurs. A red "X" is displayed
if the LFE is out of range or the data source is invalid.
If the landing field elevation is high enough (over 9600), the indication "HI
FIELD" is shown at the top of the Pressurization Display and the cabin alti-
tude caution and warning thresholds are increased 14500 ft to avoid genera-
tion of nuisance alert indications.
If the decision is made to return the takeoff location, the system will descend
the cabin to the memorized takeoff field elevation if:
The aircraft decends 1000 from the maximum altitude achieved during
flight
The aircraft never climbs higher that 6000 from takeoff field elevation
28-10 Phenom 100
The aircratt flight time is less than 10 minutes to this point.

LFE Softkey Functions:
FMS LFE:Sets current flight plan destination elevation as displayed LFE
+500 FT:Increases currently displayed LFE value by 500 ft
-500 FT:Decreases currently displayed LFE value by 500 ft
+50 FT: Increases currently displayed LFE value by 50 ft
-50 FT: Decreases currently displayed LFE value by 50 ft
ACCEPT: Confirms the LFE setting and returns to the previous softkey
level
BACK: Returns display to previous softkey level

Pressure Indication On MFD
1 Cabin Altitude Indication
Displays cabin altitudes in feet, regardless of the operating mode.
RED: warning operating range.
RED X: invalid, out of range or failed.

2 Cabin Rate Of Change Indication
Displays the cabin rate of change in feet per minute, regardless of the operat-
ing mode.
Digital Pressure:

Note: During MFD reversionary mode, it is not possible to change the
planned LFE. If a change is required, the pressurization manual
(MAN) function must be used.
LFE 100 FT
CABIN
7500
HI FIELD
ALT
RATE
DELTA-P
0
5.0
FT
FPM
PSI
1
2
3
4
28-10 Phenom 100
The aircratt flight time is less than 10 minutes to this point.

LFE Softkey Functions:
FMS LFE:Sets current flight plan destination elevation as displayed LFE
+500 FT:Increases currently displayed LFE value by 500 ft
-500 FT:Decreases currently displayed LFE value by 500 ft
+50 FT: Increases currently displayed LFE value by 50 ft
-50 FT: Decreases currently displayed LFE value by 50 ft
ACCEPT: Confirms the LFE setting and returns to the previous softkey
level
BACK: Returns display to previous softkey level

Pressure Indication On MFD
1 Cabin Altitude Indication
Displays cabin altitudes in feet, regardless of the operating mode.

2 Cabin Rate Of Change Indication
Displays the cabin rate of change in feet per minute, regardless of the operat-
ing mode.
Digital Pressure:

Note: During MFD reversionary mode, it is not possible to change the
planned LFE. If a change is required, the pressurization manual
(MAN) function must be used.
LFE 100 FT
CABIN
7500
HI FIELD
ALT
RATE
DELTA-P
0
5.0
FT
FPM
PSI
1
2
3
4
Phenom 100 28-11
Pressurization
YELLOW: invalid information or value out of displayable range.
RED: warning operating range (low flow or cabin leak)
Digital Arrow :
GREEN UP or DOWN: Positive or negative cabin rate of change.
RED UP: warning operating range (low flow or cabin leak)
INHIBITED: invalid or lost information.

3 Differential Pressure Indication
Displays the differential pressure between the cabin interior and the outside,
in pound per square inches, regardless of the operating mode.
YELLOW: caution operating range.

4 Landing Field Elevation Indication
Displays the destination field elevation in feet, regardless of the operating
mode.
GREEN: inputs from FMS.
CYAN: manual inputs from MFD overriding the FMS inputs.
RED X: invalid, out of range or failed.Synoptic Page

Setting the displayed landing field elevation:
1. Select the SYSTEM Softkey.
2. Select the LFE Softkey.
3. Select the FMS LFE Softkey to set the LFE to the value for the destination
airport in the current flight plan.
Or:
Use the 500 and 50 FT softkeys to set the desired elevation.
4. To confirm the new LFE value, select the ACCEPT Softkey.
Phenom 100 28-11
Pressurization
YELLOW: invalid information or value out of displayable range.
RED: warning operating range (low flow or cabin leak)
Digital Arrow :
GREEN UP or DOWN: Positive or negative cabin rate of change.
RED UP: warning operating range (low flow or cabin leak)
INHIBITED: invalid or lost information.

3 Differential Pressure Indication
Displays the differential pressure between the cabin interior and the outside,
in pound per square inches, regardless of the operating mode.
YELLOW: caution operating range.

4 Landing Field Elevation Indication
Displays the destination field elevation in feet, regardless of the operating
mode.
GREEN: inputs from FMS.
CYAN: manual inputs from MFD overriding the FMS inputs.
RED X: invalid, out of range or failed.Synoptic Page

Setting the displayed landing field elevation:
1. Select the SYSTEM Softkey.
2. Select the LFE Softkey.
3. Select the FMS LFE Softkey to set the LFE to the value for the destination
airport in the current flight plan.
Or:
Use the 500 and 50 FT softkeys to set the desired elevation.
4. To confirm the new LFE value, select the ACCEPT Softkey.
28-12 Phenom 100
Synoptic
valve position.
flow line.
covered by an yellow cross
line covered by an yellow cross.
Digital Temperature.
The digital information displays settable and actual temperature for the cock-
pit and cabin.

4
6
1
7
8
3
2
5
CABIN CKPT
EVAP
OPEN
INTERMEDIATE
CLOSED
PRSOV
25
PSI
FCV
OFV
CABIN
PRSOV
25
PSI
FCV
CKPT
35 C
22 C
72 F
o
o
o
35 C
22 C
72 F
o
o
o
TEMPERATURE
SET
RAM
AIR
VCS GCF
HX HX
95 F
o
95 F
o ACTUAL
28-12 Phenom 100
Synoptic
valve position.
flow line.
covered by an yellow cross
line covered by an yellow cross.
Digital Temperature.
The digital information displays settable and actual temperature for the cock-
pit and cabin.

4
6
1
7
8
3
2
5
CABIN CKPT
EVAP
OPEN
INTERMEDIATE
CLOSED
PRSOV
25
PSI
FCV
OFV
CABIN
PRSOV
25
PSI
FCV
CKPT
35 C
22 C
72 F
o
o
o
35 C
22 C
72 F
o
o
o
TEMPERATURE
SET
RAM
AIR
VCS GCF
HX HX
95 F
o
95 F
o ACTUAL
Phenom 100 28-13
Pressurization


4 ECS Flow Line

green circle.

closed.

Digital Pressure.
WHITE: label (PSI).

Phenom 100 28-13
Pressurization


4 ECS Flow Line

green circle.

closed.

Digital Pressure.
WHITE: label (PSI).

28-14 Phenom 100
Cabin Pressure Control System
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28-14 Phenom 100
Cabin Pressure Control System
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Phenom 100 28-15
Pressurization
Electronic Control and Monitoring Unit
The ECMU has two independent channels, one to control the cabin pressure
automatically and the other to monitor the cabin pressure and also provide
manual cabin pressure control through the control panel.The manual channel
has also a pressure altitude limit function to guarantee that both automatic
and manual speed commands do not drive the cabin pressure to unsafe con-
ditions. Each channel has one analog pressure sensor that respectively con-
trols and monitors/limits the cabin altitude.
Outflow Valve
The outflow valve consists of a valve body assembly and a rotary electrome-
chanical actuator. The outflow valve is mounted on the main cabin pressure
bulkhead to allow cabin air to exit the pressurized cabin environment as con-
trolled by the controller or flight crew manual control
Pressure Relief Valve
The PRV (Pressure Relief Valve) is designed to prevent overpressurization of
the fuselage due to either an increase in cabin pressure or a decrease in
ambient pressure. During normal operation, the PRV does not operate but
monitors the positive pressure differential across the fuselage with its positive
differential pressure metering section.The PRV is mounted on the main cabin
pressure bulkhead of the pressurized fuselage
The static pressure port senses the ambient static pressure through the sens-
ing orifices and transmits it to the PRV through tubes connected to the port, in
order to allow the overpressure relief device work.
Negative Pressure Relief Valve
The NPRV (Negative Pressure Relief Valve) is a dual flapper check valve. It
is located on the aircraft fuselage to allow ambient air to go from the atmo-
sphere into the fuselage.
Phenom 100 28-15
Pressurization
Electronic Control and Monitoring Unit
The ECMU has two independent channels, one to control the cabin pressure
automatically and the other to monitor the cabin pressure and also provide
manual cabin pressure control through the control panel.The manual channel
has also a pressure altitude limit function to guarantee that both automatic
and manual speed commands do not drive the cabin pressure to unsafe con-
ditions. Each channel has one analog pressure sensor that respectively con-
trols and monitors/limits the cabin altitude.
Outflow Valve
The outflow valve consists of a valve body assembly and a rotary electrome-
chanical actuator. The outflow valve is mounted on the main cabin pressure
bulkhead to allow cabin air to exit the pressurized cabin environment as con-
trolled by the controller or flight crew manual control
Pressure Relief Valve
The PRV (Pressure Relief Valve) is designed to prevent overpressurization of
the fuselage due to either an increase in cabin pressure or a decrease in
ambient pressure. During normal operation, the PRV does not operate but
monitors the positive pressure differential across the fuselage with its positive
differential pressure metering section.The PRV is mounted on the main cabin
pressure bulkhead of the pressurized fuselage
The static pressure port senses the ambient static pressure through the sens-
ing orifices and transmits it to the PRV through tubes connected to the port, in
order to allow the overpressure relief device work.
Negative Pressure Relief Valve
The NPRV (Negative Pressure Relief Valve) is a dual flapper check valve. It
is located on the aircraft fuselage to allow ambient air to go from the atmo-
sphere into the fuselage.
28-16 Phenom 100
Limitations
Pressurization
CAS Messages
Warning CAB ALTITUDE HI
Cabin altitude is equal to or
higher than 10000 ft.
Caution
BLEED 1 (2) FAIL
A bleed failure has been
detected. Bleed is no longer
available.
BLEED 1 (2) LEAK
A leakage has been detected at
the associated bleed line
CAB DELT-P FAIL
Cabin differential pressure is
higher than 8.5 psid or lower
than -0.3 psid
DUCT 1 (2) OVERTEMP
An overheat condition has been
detected at the associated
bleed line.
EBAY OVHT
The electronic bay temperature
is above 70C.
PRESN AUTO FAIL Loss of automatic mode.
Advisory
BLEED 1 (2) OFF Associated bleed is turned off.
RAM AIR FAIL
Forward emergency ram valve
has failed closed.
28-16 Phenom 100
Limitations
Pressurization
CAS Messages
Warning CAB ALTITUDE HI
Cabin altitude is equal to or
higher than 10000 ft.
Caution
BLEED 1 (2) FAIL
A bleed failure has been
detected. Bleed is no longer
available.
BLEED 1 (2) LEAK
A leakage has been detected at
the associated bleed line
CAB DELT-P FAIL
Cabin differential pressure is
higher than 8.5 psid or lower
than -0.3 psid
DUCT 1 (2) OVERTEMP
An overheat condition has been
detected at the associated
bleed line.
EBAY OVHT
The electronic bay temperature
is above 70C.
PRESN AUTO FAIL Loss of automatic mode.
Advisory
BLEED 1 (2) OFF Associated bleed is turned off.
RAM AIR FAIL
Forward emergency ram valve
has failed closed.
Phenom 100 29-1
Servicing
Servicing
General
Instructions are provided for training and familiarization only related to ground
handling and servicing of the airplane. Only the handling and servicing
actions which can be accomplished by the flight crew are included in this sec-
tion. For current instructions pertaining the subjects covered in this chapter
the Aircraft Maintenance Manual shall be consulted.
External Connections
Electrical Power Supply Connection
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turn on the GPU.
Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Adjust GPU output voltage to 28 V.
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Turn off the GPU.
Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Open the aircraft power supply receptacle door.
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Connect the GPU cable to the aircraft power supply receptacle.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Connect Battery 1 and / or Battery 2 to the electrical system by setting the
BATT 1 and / or BATT 2 switches to ON position.
Turn on the GPU. The AVAIL indication on the GPU button (cockpit) turns
on if GPU voltage is between 25V and 29V. The advisory message GPU
CONNECTED is also displayed.
Ground Power Unit Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN
Press the GPU Button. The AVAIL indication turns off and IN USE indica-
tion turns on.
Electrical Power Supply Disconnection
Ground Power Unit Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT
Press the GPU Button. The IN USE indication turns off and the AVAIL
indication turns on.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Phenom 100 29-1
Servicing
Servicing
General
Instructions are provided for training and familiarization only related to ground
handling and servicing of the airplane. Only the handling and servicing
actions which can be accomplished by the flight crew are included in this sec-
tion. For current instructions pertaining the subjects covered in this chapter
the Aircraft Maintenance Manual shall be consulted.
External Connections
Electrical Power Supply Connection
Turn on the GPU.
Voltage Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Adjust GPU output voltage to 28 V.
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Turn off the GPU.
Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Open the aircraft power supply receptacle door.
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Connect the GPU cable to the aircraft power supply receptacle.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Connect Battery 1 and / or Battery 2 to the electrical system by setting the
BATT 1 and / or BATT 2 switches to ON position.
Turn on the GPU. The AVAIL indication on the GPU button (cockpit) turns
on if GPU voltage is between 25V and 29V. The advisory message GPU
CONNECTED is also displayed.
Ground Power Unit Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN
Press the GPU Button. The AVAIL indication turns off and IN USE indica-
tion turns on.
Electrical Power Supply Disconnection
Ground Power Unit Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH OUT
Press the GPU Button. The IN USE indication turns off and the AVAIL
indication turns on.
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
29-2 Phenom 100
Turn off the batteries by setting the BATT 1 and /or BATT 2 switches to
OFF position. Turn off the GPU. The AVAIL indication turns off.
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT
Disconnect the GPU cable from the aircraft power supply receptacle.
Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Close the aircraft power supply receptacle door.
Towing
Ground towing can be accomplished by using a tow bar coupled to the nose
landing gear. The towbar incorporates breakable sections (fuse) with the
purpose of causing the tow bar to break in case of any towing abnormality,
to protect the airplane structure or the nose landing gear from damage.
During towing operations, a person properly trained must stay in the cockpit
to set the emergency/parking brake, if necessary.

CAUTION: TOWBARLESS OPERATIONS ARE NOT ALLOWED.
29-2 Phenom 100
Turn off the batteries by setting the BATT 1 and /or BATT 2 switches to
OFF position. Turn off the GPU. The AVAIL indication turns off.
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT
Disconnect the GPU cable from the aircraft power supply receptacle.
Power Supply Receptacle Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Close the aircraft power supply receptacle door.
Towing
Ground towing can be accomplished by using a tow bar coupled to the nose
landing gear. The towbar incorporates breakable sections (fuse) with the
purpose of causing the tow bar to break in case of any towing abnormality,
to protect the airplane structure or the nose landing gear from damage.
During towing operations, a person properly trained must stay in the cockpit
to set the emergency/parking brake, if necessary.

CAUTION: TOWBARLESS OPERATIONS ARE NOT ALLOWED.
Phenom 100 29-3
Servicing
Towbar Towing
Towing with towbar operation is accomplished following the steps below.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
Close passenger door, cargo doors and engine cowls.
Seatbelts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FASTEN
All the persons in the aircraft must be in a seat and seatbelts must be
fastened.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
Pull the emergency/parking brake handle and check if emergency/parking
brake light is ON.
Landing Gear Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Make sure that the main landing gears and nose landing gear shock
struts have sufficient extension.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check if emergency/parking brake accumulator is pressurized.
Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Mechanically disconnect the nose landing gear upper and lower torque
links.
Phenom 100 29-3
Servicing
Towbar Towing
Towing with towbar operation is accomplished following the steps below.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLOSED
Close passenger door, cargo doors and engine cowls.
Seatbelts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FASTEN
All the persons in the aircraft must be in a seat and seatbelts must be
fastened.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET
brake light is ON.
Landing Gear Shock Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Make sure that the main landing gears and nose landing gear shock
struts have sufficient extension.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check if emergency/parking brake accumulator is pressurized.
Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Mechanically disconnect the nose landing gear upper and lower torque
links.
29-4 Phenom 100
Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Make sure that all ground equipment is removed from areas adjacent to
the airplane and all external services are disconnected from the airplane.
Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Pull the locking pin and set the towing lever to the released position.
Install the towbar on the towing attachment on the NLG. Pull the locking
pin and set the towing lever to the towing position. Install the other end of
the towbar to the tow tractor.
Wheel Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the wheel chocks from all tires.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Release the emergency/parking brake handle in the cockpit.
Towing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ACCOMPLISH
Tow the airplane slowly straight ahead before turn. Complete the airplane
towing in a straight line for a minimum of 3 meters (10 ft.) or until the nose
wheel steering system is in the range of 170 degrees.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Check if emergency/parking brake light is ON.
Wheel Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Install the wheel chocks around all tires.
Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the towbar from the tractor. Pull the locking pin and set the tow-
bar lever to the released position. Remove the tow bar from the nose
landing gear.
Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT
Mechanically connect the nose landing gear upper and lower torque links.
Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Make sure that the landing gear downlock safety pins are removed from
the main and nose landing gears
29-4 Phenom 100
Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Make sure that all ground equipment is removed from areas adjacent to
the airplane and all external services are disconnected from the airplane.
Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Pull the locking pin and set the towing lever to the released position.
Install the towbar on the towing attachment on the NLG. Pull the locking
pin and set the towing lever to the towing position. Install the other end of
the towbar to the tow tractor.
Wheel Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the wheel chocks from all tires.
Emergency/Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Release the emergency/parking brake handle in the cockpit.
Towing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ACCOMPLISH
Tow the airplane slowly straight ahead before turn. Complete the airplane
towing in a straight line for a minimum of 3 meters (10 ft.) or until the nose
wheel steering system is in the range of 170 degrees.
Check if emergency/parking brake light is ON.
Wheel Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Towbar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the towbar from the tractor. Pull the locking pin and set the tow-
bar lever to the released position. Remove the tow bar from the nose
landing gear.
Nose Landing Gear Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT
Mechanically connect the nose landing gear upper and lower torque links.
Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Make sure that the landing gear downlock safety pins are removed from
the main and nose landing gears
Phenom 100 29-5
Servicing
Parking Brake Handle

Phenom 100 29-5
Servicing
Parking Brake Handle

29-6 Phenom 100
Parking
Parking Instructions cover normal parking, i.e. up to 7 days, between flights
and overnight stop. In case of prolonged parking i.e 8 to 28 days, or parking
in an extremely adverse weather condition, assistance of a maintenance
technician is required. For further details on this please refer to POH 5-15.
When parking, a minimum distance should be kept from other airplanes in
order to permit airplane movement.
If the parking area has ice or snow, a mat, a thick layer of sand or other appli-
cable material should be placed under the tires in order to prevent them from
freezing.
Emergency/parking brake should be set to the PARKING position and flaps
retracted if they are extended.
When the airplane is in the desired position, chocks may be placed against
the landing gear wheels and covers for sensors may be installed.
Parking Procedure
Landing Gear Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check if landing gear lever is set to DOWN position.
Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . ..............AS REQUIRED
The landing gear safety pins installation is up to the pilot's discretion.
Pilot must consider, however, that the pins must be installed for the
accomplishment of any maintenance procedure.
Airplane to Parking Position . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI/TOWING
Taxi or tow the airplane to the position specified for parking. If there is ice
or snow in the parking area, put a mat and a thick layer of sand or other
applicable material to prevent freezing of tires on ground.
Mooring. . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH, IF NECESSARY
Emergency/Parking brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
brake light is ON.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Retract the flaps if they are extended.
Note: In order to avoid tire deformation, turn the wheels one-third revolu-
tion at each 28 days. This is also necessary when the aircraft is
parked with the tires in an unsatisfactory condition to keep to a min-
imum the risk of wheel bearing fretting.

29-6 Phenom 100
Parking
Parking Instructions cover normal parking, i.e. up to 7 days, between flights
and overnight stop. In case of prolonged parking i.e 8 to 28 days, or parking
in an extremely adverse weather condition, assistance of a maintenance
technician is required. For further details on this please refer to POH 5-15.
When parking, a minimum distance should be kept from other airplanes in
order to permit airplane movement.
If the parking area has ice or snow, a mat, a thick layer of sand or other appli-
cable material should be placed under the tires in order to prevent them from
freezing.
Emergency/parking brake should be set to the PARKING position and flaps
retracted if they are extended.
When the airplane is in the desired position, chocks may be placed against
the landing gear wheels and covers for sensors may be installed.
Parking Procedure
Landing Gear Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check if landing gear lever is set to DOWN position.
Landing Gear Safety Pins . . . . . . . . . . . . . . . . . . . . . ..............AS REQUIRED
The landing gear safety pins installation is up to the pilot's discretion.
Pilot must consider, however, that the pins must be installed for the
accomplishment of any maintenance procedure.
Airplane to Parking Position . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI/TOWING
Taxi or tow the airplane to the position specified for parking. If there is ice
or snow in the parking area, put a mat and a thick layer of sand or other
applicable material to prevent freezing of tires on ground.
Mooring. . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH, IF NECESSARY
Emergency/Parking brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
brake light is ON.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
Retract the flaps if they are extended.
Note: In order to avoid tire deformation, turn the wheels one-third revolu-
tion at each 28 days. This is also necessary when the aircraft is
parked with the tires in an unsatisfactory condition to keep to a min-
imum the risk of wheel bearing fretting.

Phenom 100 29-7
Servicing
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Install covers to pitot tubes and engines.
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Mooring
Mooring is necessary when the weather conditions are bad or unknown. The
area where the airplane is to be parked in and moored must be paved and
level, with ground tie down anchors available.
Mooring Procedure
Parking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEED
Moor the airplane in the parking area with nylon ropes. Attach the rope to
the mooring attachment point and attach the anchor with a bowline knot.
Main Gear Mooring Point
Phenom 100 29-7
Servicing
Wheel Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Install covers to pitot tubes and engines.
Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Mooring
Mooring is necessary when the weather conditions are bad or unknown. The
area where the airplane is to be parked in and moored must be paved and
level, with ground tie down anchors available.
Mooring Procedure
Parking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEED
Moor the airplane in the parking area with nylon ropes. Attach the rope to
the mooring attachment point and attach the anchor with a bowline knot.
Main Gear Mooring Point
29-8 Phenom 100
Nose Gear Mooring Point
Engine Oil Servicing
The oil tank has a maximum capacity of 4.1 quarts (3.79 l) (to max. oil level
indication) considering the worst allowable ground slope of 2. The minimum
tank oil level indication is 3.38 quarts (3.2 l) considering the worst allowable
ground slope of 2. Tank quantities do not include undrainable oil or residual
oil in the accessory gearbox or oil filter.
High oil consumption indicates that something is not functioning properly or
possibly a leak has occurred which should be addressed by maintenance
personnel when convenient. In the absence of other problems associated
with the high oil consumption rate there is no mandatory action. Engine oil
consumption rates can increase as engine hours/cycles increase.
Approved Engine Oil Types
Type II (5 cSt) Oils per MIL-PRF-23699F Standard and High Thermal Stability
HTS Oils (known as third generation oil) are approved to be used in the
engines
BP Turbo Oil 2380
BP Turbo Oil 2197
AeroShell 500/Royco Turbine oil 500
Mobil Jet Oil II
Mobil Jet Oil 254
Castrol 5000
Turbo Nycoil TN 600

29-8 Phenom 100
Nose Gear Mooring Point
The oil tank has a maximum capacity of 4.1 quarts (3.79 l) (to max. oil level
indication) considering the worst allowable ground slope of 2. The minimum
tank oil level indication is 3.38 quarts (3.2 l) considering the worst allowable
ground slope of 2. Tank quantities do not include undrainable oil or residual
oil in the accessory gearbox or oil filter.
High oil consumption indicates that something is not functioning properly or
possibly a leak has occurred which should be addressed by maintenance
personnel when convenient. In the absence of other problems associated
with the high oil consumption rate there is no mandatory action. Engine oil
consumption rates can increase as engine hours/cycles increase.
Approved Engine Oil Types
Type II (5 cSt) Oils per MIL-PRF-23699F Standard and High Thermal Stability
HTS Oils (known as third generation oil) are approved to be used in the
engines
BP Turbo Oil 2380
BP Turbo Oil 2197
Mobil Jet Oil II
Mobil Jet Oil 254
Castrol 5000
Turbo Nycoil TN 600

Phenom 100 29-9
Servicing
Engine Oil Level Check
Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Open the engine oil inspection door.
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Observe the sight glass level indicator. The indication must be between
MIN and MAX marks. If indication is between MIN and MAX marks, no
further action is required. If the indication is visible and is below the MIN
mark, fill between MIN and MAX marks. If the indication is not visible or
above MAX mark, contact maintenance personnel.
Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Close the engine oil inspection door.
Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Open the engine oil filler cap.
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL
Carefully pour oil through the filler neck observing that the MAX mark on
the sight glass is not exceeded.
Oil Filler Cap O-Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Open the engine oil filler cap. Check the filler cap o-ring for dents, cracks
or breakage. If the o-ring is damaged, contact maintenance personnel for
replacement.
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Put the filler cap back in place and make sure that it is properly installed
and locked.
Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
OIL LEVEL
INDICATOR
FILLER NECK
OIL FILLER NECK AND SIGHT GLASS LEVEL INDICATOR
FIL FILLER CAP
Phenom 100 29-9
Servicing
Engine Oil Level Check
Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Observe the sight glass level indicator. The indication must be between
MIN and MAX marks. If indication is between MIN and MAX marks, no
further action is required. If the indication is visible and is below the MIN
mark, fill between MIN and MAX marks. If the indication is not visible or
above MAX mark, contact maintenance personnel.
Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Oil Inspection Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Open the engine oil filler cap.
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL
Carefully pour oil through the filler neck observing that the MAX mark on
the sight glass is not exceeded.
Oil Filler Cap O-Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Open the engine oil filler cap. Check the filler cap o-ring for dents, cracks
or breakage. If the o-ring is damaged, contact maintenance personnel for
replacement.
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Put the filler cap back in place and make sure that it is properly installed
and locked.
Oil Inspection Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
OIL LEVEL
INDICATOR
FILLER NECK
OIL FILLER NECK AND SIGHT GLASS LEVEL INDICATOR
FIL FILLER CAP
29-10 Phenom 100
Hydraulic System Servicing
Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
energized.
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Dump the emergency / parking brake accumulator by cycling the emer-
gency / parking brake handle until the brake light on the main panel goes
off.
DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
29-10 Phenom 100
Hydraulic System Servicing
Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
energized.
Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Dump the emergency / parking brake accumulator by cycling the emer-
gency / parking brake handle until the brake light on the main panel goes
off.
DPIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Phenom 100 29-11
Servicing
nance personnel for nitrogen servicing
Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Emergency /Parking Brake Accumulator Pre-Charge . . . . . . . . . . . . . CHECK
pressure can be found in the Aircraft Maintenance Manual or the temper-
ature / pressure placard on the Emergency / Parking Break Accumulator
servicing.
ACCESS TO
SERVICING PANEL
ACCESS TO
HYDRAULIC POWERPACK
Phenom 100 29-11
Servicing
nance personnel for nitrogen servicing
Access Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Emergency /Parking Brake Accumulator Pre-Charge . . . . . . . . . . . . . CHECK
pressure can be found in the Aircraft Maintenance Manual or the temper-
ature / pressure placard on the Emergency / Parking Break Accumulator
servicing.
ACCESS TO
SERVICING PANEL
ACCESS TO
HYDRAULIC POWERPACK
29-12 Phenom 100
Power Pack Access
Servicing Access / Nitrogen Servicing Pressure Placard
29-12 Phenom 100
Power Pack Access
Servicing Access / Nitrogen Servicing Pressure Placard
Phenom 100 29-13
Servicing
Reservoir Level Indication
Fuel System Servicing
Refueling is accomplished through the gravity filler cap in the top surface of
each wing which is located to prevent the refueling operator from exceeding
the fuel capacity. If desired, both wings can be filled from one side up to 60%
of total tank capacity by opening the gravity transfer shutoff valve.
The filler caps are key locked as security against unauthorized access. The
tank bottom skin is protected against damage caused by the refueling nozzle
by a mesh added to the fuel adapter.
Prior to refueling, the fueling nozzle must be grounded through the grounding
points under each wing surface or ground plate on the MLG.
The operation consists in opening the filler cap and inserting the fueling
nozzle into the filler port. Fuel quantity may be checked through the EICAS
indication.
Approved fuels:
ASTM-D1655 ASTM Specification for JET A, JET A1
CNP08-QAV-1 Brazilian Specification for Aviation Turbine Fuels
MIL-T-83133 Turbine Fuel, Aviation, Grade JP-8
Phenom 100 29-13
Servicing
Reservoir Level Indication
Fuel System Servicing
Refueling is accomplished through the gravity filler cap in the top surface of
each wing which is located to prevent the refueling operator from exceeding
the fuel capacity. If desired, both wings can be filled from one side up to 60%
of total tank capacity by opening the gravity transfer shutoff valve.
The filler caps are key locked as security against unauthorized access. The
tank bottom skin is protected against damage caused by the refueling nozzle
by a mesh added to the fuel adapter.
Prior to refueling, the fueling nozzle must be grounded through the grounding
points under each wing surface or ground plate on the MLG.
The operation consists in opening the filler cap and inserting the fueling
nozzle into the filler port. Fuel quantity may be checked through the EICAS
indication.
Approved fuels:
ASTM-D1655 ASTM Specification for JET A, JET A1
CNP08-QAV-1 Brazilian Specification for Aviation Turbine Fuels
MIL-T-83133 Turbine Fuel, Aviation, Grade JP-8
29-14 Phenom 100
Gravity Fueling
brake light is ON.
Wheel Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE
Aircraft and Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND
Prior to inserting the nozzle into the adapter ground the fuel nozzle to the
aircraft using the grounding point located in the lower skin.
Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Open the gravity fill cap and introduce the fueling nozzle into the gravity
refueling adapter. Start the fueling operation and monitor the fuel quantity
in the tank.
Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Remove the fueling nozzle from the gravity refueling adapter and close
the gravity fill cap
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the cables used to ground the fuel nozzle to the aircraft.
Fuel System Icing Inhibitor
Use Fuel System Icing Inhibitors (FSII) which complies with MIL-I-27686.
Biocide Fuel Additives
Use Type II Anti-biological Additive which complies with MIL-C-27725 and
Anti-fungi Additive which complies MIL-S-53021A.
Corrosion Fuel Additives
Corrosion Inhibitor which complies with MIL-I-25017.
Note: Follow the fluid manufacturers specifications to find the additive
proportions for each fuel.
GRAVITY
REFUELING
ADAPTER
GRAVITY
FILL CAP
GRAVITY FILLER
CAP KEY LOCK
H
A
C
T
O

C
29-14 Phenom 100
Gravity Fueling
brake light is ON.
Wheel Chocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE
Aircraft and Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND
Prior to inserting the nozzle into the adapter ground the fuel nozzle to the
aircraft using the grounding point located in the lower skin.
Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Open the gravity fill cap and introduce the fueling nozzle into the gravity
refueling adapter. Start the fueling operation and monitor the fuel quantity
in the tank.
Gravity Fill Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Remove the fueling nozzle from the gravity refueling adapter and close
the gravity fill cap
Grounding Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the cables used to ground the fuel nozzle to the aircraft.
Fuel System Icing Inhibitor
Use Fuel System Icing Inhibitors (FSII) which complies with MIL-I-27686.
Biocide Fuel Additives
Use Type II Anti-biological Additive which complies with MIL-C-27725 and
Anti-fungi Additive which complies MIL-S-53021A.
Corrosion Fuel Additives
Corrosion Inhibitor which complies with MIL-I-25017.
Note: Follow the fluid manufacturers specifications to find the additive
proportions for each fuel.
GRAVITY
REFUELING
ADAPTER
GRAVITY
FILL CAP
GRAVITY FILLER
CAP KEY LOCK
H
A
C
T
O

C
Phenom 100 29-15
Servicing
Landing Gear Servicing
Tire Pressure Check
Wheels Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
With airplane on ground, tire pressure must be between 166 psi (1145
kPa) and 176 psi (1213 kPa) for the MLG and between 112 psi (772 kPa)
and 122 psi (841 kPa) for the NLG.
If tire pressure is at (or close to) the bottom limit of the range, it is recom-
mended to inflate the tire to 166 psi (1145 kPa) for the MLG or to inflate
the tire to 122 psi (841 kPa) for the NLG.
Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that there is no gas leakage from the valve.
Wheels Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Waste Servicing
If the aircraft is parked outside a heated hangar in cold weather and the
expected cabin temperature will decrease below the freezing point, it is rec-
ommended that the waste holding tank be emptied.
The waste holding tank, after being drained and rinsed, should be
replenished with clean water and a germicidal deodorant.
Note: Tire pressure must be kept within specified limits for safety opera-
tion. Nitrogen shall be used to inflate tires.
TIRE PRESSURE
GAUGE
VALVE
CAP
kg
/C
m
lb
s/
o
l

CAP
TIRE
PRESSURE
GAUGE
VALVE
0
-
S
V
-
0
0
1
0
i
.
Phenom 100 29-15
Servicing
Landing Gear Servicing
Tire Pressure Check
Wheels Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONNECT
Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
With airplane on ground, tire pressure must be between 166 psi (1145
kPa) and 176 psi (1213 kPa) for the MLG and between 112 psi (772 kPa)
and 122 psi (841 kPa) for the NLG.
If tire pressure is at (or close to) the bottom limit of the range, it is recom-
mended to inflate the tire to 166 psi (1145 kPa) for the MLG or to inflate
the tire to 122 psi (841 kPa) for the NLG.
Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Leakage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check that there is no gas leakage from the valve.
Wheels Valve Cap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Waste Servicing
If the aircraft is parked outside a heated hangar in cold weather and the
expected cabin temperature will decrease below the freezing point, it is rec-
ommended that the waste holding tank be emptied.
The waste holding tank, after being drained and rinsed, should be
replenished with clean water and a germicidal deodorant.
Note: Tire pressure must be kept within specified limits for safety opera-
tion. Nitrogen shall be used to inflate tires.
TIRE PRESSURE
GAUGE
VALVE
CAP
kg
/C
m
lb
s/
o
l

CAP
TIRE
PRESSURE
GAUGE
VALVE
0
-
S
V
-
0
0
1
0
i
.
29-16 Phenom 100
Waste Servicing Procedure
Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Electrical Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT
Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT
Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Unlatch the waste tank.
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the waste tank by the tank handle.
Waste Tank Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Waste Tank Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN/RINSE
Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERVICE
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Install the waste tank by the tank handle.
Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCH
Latch the waste tank.
Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT
Electrical Connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT
Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
BOWL
SEAT
BOWL
SUPPORT
CONTROL
UNIT
MOTOR
PUMP
TANK
PCU
AFT CABIN
PARTITION
(REF.)
HANDLE
RECIRCULATING TOILET ASSEMBLY
P
1
0
0
-
S
V
-
0
0
1
1
i
29-16 Phenom 100
Waste Servicing Procedure
Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Electrical Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT
Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCONNECT
Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Unlatch the waste tank.
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVE
Remove the waste tank by the tank handle.
Waste Tank Cover. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Waste Tank Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN/RINSE
Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SERVICE
Waste Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
Install the waste tank by the tank handle.
Waste Tank Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCH
Latch the waste tank.
Discharge Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT
Electrical Connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CONNECT
Closure/Activation Manual Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Waste Tank Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
BOWL
SEAT
BOWL
SUPPORT
CONTROL
UNIT
MOTOR
PUMP
TANK
PCU
AFT CABIN
PARTITION
(REF.)
HANDLE
RECIRCULATING TOILET ASSEMBLY
P
1
0
0
-
S
V
-
0
0
1
1
i

p100 Faa PTM

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Copyright:

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p100 Faa PTM

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Embraer

Provide the necessary means to accomplish the required tasks.

Provide acceptable and reasonable workloads.

Minimize pilot errors and its consequences.

Provide optimized ergonomics aimed at safety, ease of operation, control

Provide the necessary means to accomplish the required tasks.

Provide acceptable and reasonable workloads.

Minimize pilot errors and its consequences.

Provide optimized ergonomics aimed at safety, ease of operation, control

No aural warnings are being issued.

The selector knobs are positioned at twelve oclock.

No aural warnings are being issued.

The selector knobs are positioned at twelve oclock.

Check Pressurization mode switch in AUTO position.

Check Bleed knob in BOTH position.

Check DUMP button pushed out.

Check both Engines Fire Shutoff buttons pushed out.

Set the Engine Fire Extinguisher switch to OFF.

Check Pressurization mode switch in AUTO position.

Check Bleed knob in BOTH position.

Check DUMP button pushed out.

Check both Engines Fire Shutoff buttons pushed out.

Set the Engine Fire Extinguisher switch to OFF.

Press the ANNUNCIATOR button.

Press the FIRE button.

Press the ANNUNCIATOR button.

Press the FIRE button.

Rotate Start/Run/Stop momentarily to Run, then to Start, hold for 3 sec-

Observe N2 increasing, Fuel Flow increasing, ignition A or B ON, ITT

Observe start cycle end at approximately 54% N2, when Ignition A or B

Repeat the sequence above

Rotate Start/Run/Stop momentarily to Run, then to Start, hold for 3 sec-

Observe N2 increasing, Fuel Flow increasing, ignition A or B ON, ITT

Observe start cycle end at approximately 54% N2, when Ignition A or B

Repeat the sequence above

Flight Level Change: press

Speed: 160 KIAS

Retract flaps on schedule

Thrust Levers: CON/CLB

Flight Level Change: press

Speed: 160 KIAS

Retract flaps on schedule

Thrust Levers: CON/CLB

Insert Arrival and Approach on Flight Plan

Perform Approach Briefing

Select authorized descent altitude and then select VNAV

Insert Arrival and Approach on Flight Plan

Perform Approach Briefing

Select authorized descent altitude and then select VNAV

Use flap maneuvering speeds as follows:

Use flap maneuvering speeds as follows:

Anticipate the approach procedures and speeds: a well-planned and exe-

Apply brakes with moderate-to-firm pressure, smoothly and symmetrically,

If no braking action is felt, hydroplaning is probably occurring. Do not apply

Anticipate the approach procedures and speeds: a well-planned and exe-

Apply brakes with moderate-to-firm pressure, smoothly and symmetrically,

If no braking action is felt, hydroplaning is probably occurring. Do not apply

Maintain aircraft control

Analyze the situation

Take appropriate action

Loss of Directional Control

Maintain aircraft control