Professional Documents
Culture Documents
Pilot Operating
Handbook
Volume 2
Highlights
The following pages will give you a brief synopsis of the major
changes included in this revision.
It points you in the direction where to look for those changes, but
is does not relieve you from your duty to familiarize yourself thoroughly with the new policies, procedures and checklists.
1. The change bars next to the text indicate revised material
compared to the previous revision; change bars at the bottom
of the page next to the page number indicate a formatting
change on that page or material moved from a different page.
2. LEP, TOC, IDX, and Highlights Page are completely updated.
3. All Chapters where applicable:
Bulletins E145-06-02 thru E145-07-02, E145-07-04, E14507-06, E14507-08 thru EMB145-07-14, EMB145-07-16
thru E145-08-02 have been incorporated.
Corrected clerical errors, reformatted text, and rearranged
paragraphs.
Removed information for EMB 145 MP model.
Added information for EMB 145 LR2 model where
applicable. These are EMB 145 LR with structural
improvements to increase MZFW (only on Continental
colors).
4. Chapter 1 General Policies:
Reformatted text to better highlight important passages.
Added new guidelines for crew coordination when one
crew member has to leave the communication loop, e.g.
for Company calls or passenger announcements.
Changed RNAV A and B to RNAV 1 procedures.
Moved the general taxi procedures and guidelines from
Chapter 4 to Chapter 1.
Removed GPU information.
HGH-1
5. Chapter 2 Limitations:
Combined Operational Limits for A1P and A1/3
Rearranged fuel quantities to show pounds before US
gallons.
Max Continuous thrust is for single engine operation only.
6. Chapter 3 Normal Checklists:
Updated checklists.
Added mandatory briefing guide and generic holdover time
tables.
7. Chapter 4 Normal Procedures:
Added Security Checklist.
Added procedure for checking oxygen quantity and PBE.
Added proper gust lock engage and release procedure.
Added proper parking brake engage and release
procedure.
Briefings moved to Chapter 3.
Split after start checklists into single engine versus two
engine after start options.
Moved the general taxi procedures and guidelines to
Chapter 1.
Combined Brakes and Brake temperature in the Before
Takeoff Check.
Added Runway Heading confirmation to the Line Up
Check.
Added RNAV 1 difference to takeoff procedures.
Revised early turn instructions to comply with AeroData
requirements.
Changed acceleration altitude to 1000 feet AFE.
Defined crew coordination sequence of events before,
during and after the Approach Briefing to positively ensure
someone is flying the aircraft.
Stabilized Approach will be 1000 feet for all approaches.
Changed DH to DA.
HGH-2
HGH-3
HGH-4
Record of Revisions
Record the revision number and date of insertion on this page. All
additions, corrections, or changes to manuals will be issued as
manual revisions and will be numbered in ascending numerical
sequence. Revisions shall be incorporated into the manual as
soon as possible, but no later than the published effective date,
and shall not be inserted out of numerical sequence unless so
instructed on the Instruction page that accompanies the revision.
REVISION NUMBER
DATE ENTERED
09/01/03
YOUR INITIALS
MSD
10/15/03
MSD
4/1/04
TJR
7/15/04
TJR
8/13/05
MSD
2/15/06
KL
05/01/08
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Note:
ROR-1
ROR-2
Entry
N*RPREVISIONS
G.RP*178
S*UAX/RPRP
N*JNREVISIONS
RST-1
RST-2
F.
Required Reading
Memos issued from the Operations, Flight, and Inflight Departments take on two new concepts, 1) they become required
reading and 2) they are sequentially numbered in their category of
memo.
From a crewmember perspective you must have read any new
memo(s) prior to your next trip. You will have no sign-in obligation,
but you will be held in compliance with the content of the memo.
All memos will be placed on the pilot bulletin board at each base
and on the Companys Intranet web site under Department News.
For the LGA crews, the memos will be placed on the bulletin board
in the agents break room.
EMB Memos
E145-05-000
The number 04 refers to the year and the next three numbers
denote the memo sequence.
RST-3
RST-4
OBS-1
OBS-2
Date
Removed
Chapter/
Page
Location
08/06/08
4-7
Bulletin
No.
Effective
Date
E145-08-03
05-01-08
POH145-08-04
10/01/08
9-97
POH145-08-05
10/10/08
4-69, 4-71
Subject
OBS-3
Bulletin
No.
Effective
Date
Subject
Date
Removed
Chapter/
Page
Location
OBS-4
Table of Contents
Highlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HGH-1
Record of Revisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROR-1
Manual Revision Status . . . . . . . . . . . . . . . . . . . . . . . . . . . RST-1
Operations Bulletin Summary Record . . . . . . . . . . . . . . . OBS-1
Listing of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . LEP-1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOC-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRO-1
Chapter 1
General Policies
Section 1.
A.
B.
C.
Section 2.
A.
B.
C.
D.
E.
Section 3.
A.
B.
C.
D.
E.
F.
G.
H.
TOC-1
TOC-2
Section 12.
A.
B.
C.
D.
E.
TOC-3
Chapter 2
Limitations
Section 3.
A.
B.
C.
D.
E.
F.
G.
H.
I.
K.
L.
M.
Section 4.
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
J.
TOC-4
TOC-5
Chapter 3
Normal Checklists
Section 4.
A.
B.
C.
D.
E.
TOC-6
Chapter 4
Normal Procedures
Section 1.
A.
B.
C.
D.
E.
F.
G.
H.
Section 2.
A.
B.
C.
D.
E.
F.
Section 3.
A.
B.
C.
Section 4.
A.
B.
C.
D.
Section 5.
A.
B.
C.
D.
TOC-7
Section 10.
A.
B.
C.
D.
E.
F.
Section 11.
A.
B.
C.
D.
E.
F.
TOC-8
Section 15.
A.
B.
C.
D.
E.
F.
TOC-9
Section 17.
A.
B.
C.
Section 18.
A.
B.
C.
D.
E.
F.
Chapter 5
TOC-10
Chapter 6
Abnormal Procedures
Section 1.
A.
B.
C.
Section 2.
A.
B.
C.
D.
Section 3.
A.
B.
C.
D.
TOC-11
TOC-12
Chapter 7
Weather Operations
Section 1.
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
Section 2.
A.
B.
C.
D.
E.
F.
Section 3.
A.
B.
C.
D.
TOC-13
Chapter 8
Training Maneuvers
Section 1.
A.
B.
C.
Section 2.
A.
B.
C.
D.
E.
F.
G.
H.
Chapter 9
Section 1.
A.
B.
C.
D.
E.
F.
Performance
Section 2.
A.
B.
C.
TOC-14
Section 4.
A.
B.
C.
D.
E.
F.
Section 5.
A.
B.
C.
D.
E.
Section 6.
A.
B.
C.
D.
E.
F.
Section 7.
A.
B.
C.
TOC-15
Section 12.
A.
B.
C.
TOC-16
Section 2.
A.
B.
C.
D.
E.
F.
Section 3.
A.
B.
C.
Section 4.
A.
B.
C.
TOC-17
TOC-18
Section 9.
A.
B.
C.
Chapter 12 Differences
Section 1. Auxiliary Power Units T-62T-40C11 vs. T-62T-40C14 ........ 12-1
Section 2. EMB 145 MARK 1 Cockpit ................................................ 12-2
A. EMB 145 ORIGINAL COCKPIT vs.
EMB 145 MARK 1 COCKPIT ................................................... 12-2
B. Mark 1 Cockpit Differences ....................................................... 12-4
Section 3. EMB 145 vs. EMB 140 Differences .................................. 12-7
Section 4. EMB 145 vs. EMB 135 Differences ................................ 12-13
Section 5. EMB 145 vs. EMB 145 EP
(N977RP and N978RP) Differences ............................... 12-17
Section 6. EMB 145 LR vs. EMB 145 LR2 Differences .................... 12-18
TOC-19
TOC-20
Introduction
The information contained in this publication represents the EMB 145
Pilot Operating Handbook (EMB 145 POH) for Chautauqua Airlines
and replaces the aircraft manufacturers Airplane Flight Manual (AFM)
in accordance with FAR 121.141(b).
The EMB 145, EMB 140 and EMB 135 all fall under a common type
and the information presented in this manual is comprehensive and
pertains to all three aircraft. Differences are noted where applicable.
The Airplane Operators Manual (AOM), which contains detailed
system information, will be retained in each aircraft under a separate
cover.
INTRO-1
INTRO-2
INTRO-3
B. Questions
Chautauqua Airlines encourages all flight crewmembers to
address any questions or concerns regarding this manual to either
the Flight Standards Department, the EMB 145 Program Manager
or the Chief Pilot.
INTRO-4
Chapter 1
General Policies
Section 1
General Statement
A. Scope
The information contained in this publication represents the EMB
145 Pilot Operating Handbook (EMB 145 POH) for Chautauqua
Airlines and replaces the aircraft manufacturers Airplane Flight
Manual (AFM) in accordance with FAR 121.141(b).
The EMB 145, EMB 140 and EMB 135 all fall under a common
type and the information presented in this manual is comprehensive and pertains to all three aircraft. Differences are noted where
applicable.
The Airplane Operators Manual (AOM), which contains detailed
system information, will be retained in each aircraft under a separate cover.
B. Standard Operating Procedures
Central to the EMB 145 POH is the institution of Standard Operating Procedures (SOP) for the EMB 145 regional jet fleet. Research
has shown that standardized procedures and defined cockpit
communications are significant factors in maintaining flight safety.
The SOP form the shared mental model that flight crewmembers
need to perform their tasks effectively as a team. Promoting team
performance also accomplishes the main objective of Crew
Resource Management (CRM). Chautauqua Airlines is therefore
committed to providing SOP that are clear, comprehensive, and
readily available to its flight crewmembers.
At the same time, however, the SOP presented in this manual aim
to reduce as much as possible the operational shortcomings common to human interaction. These may include improper coordination among flight crewmembers, improper coordination between
flight and cabin crewmembers, distraction from basic flying skills
and misunderstandings.
1-1
1-2
Section 2
Definition of Terms
A. Checklist
A formal printed list used to identify, schedule, compare, or verify
a group of elements or actions.
B. Expanded Checklist
A detailed and sequential description of every checklist item and
an explanation of how each element shall be completed.
C. Recommended Flows
A systematic approach to accomplishing action items pertaining to
specific phases of flight prior to calling for a checklist.
D. Procedures
An itemized or narrative format utilized to describe how to complete action items which are not covered by a formal checklist but
are inherent to the operation of aircraft systems and/or flight operations.
E. Special Advisories
WARNING: Operating procedures, techniques and other related
information, which may result in personal injury or
loss of life, if not followed.
CAUTION:
Note:
1-3
Section 3
Checklist Philosophy
Chautauqua Airlines checklists are essential equipment necessary for the safe operation of the aircraft. Normal, Abnormal and
Emergency checklists are the primary documents for confirming
the aircraft is configured properly for all phases of flight. It is mandatory the checklists furnished are completed for every flight segment and utilized in a manner consistent with company
procedures.
Crewmembers will refrain from accomplishing action items
assigned to other crewmembers. Alternatively, crewmembers
should verbally prompt each other to complete their respective
duties.
A detailed description of each checklist item can be found in the
Normal Procedures of the POH under its respective Expanded
Checklist section.
A. Do Verify
Under normal operating conditions the Do Verify (DV) method (or
clean-up method) will be utilized to accomplish a checklist in a
variable sequence without a primary challenge.
After all checklist actions have been completed, the NORMAL
CHECKLIST is then read aloud while each item is verified. The
POH provides recommendations for pilot actions or flows that aid
in the completion of checklist items prior to actually calling for the
appropriate checklist. Detailed descriptions of how to accomplish
flow items are contained within their respective expanded checklist or procedure section. Upon completion of the flow, the corresponding checklist must be read as soon as workload permits to
ensure that all checklist items have been performed and the aircraft is in the proper configuration. These flows were developed to
mirror the natural progression of a particular checklist under normal circumstances. By using the flows set forth in the POH, checklists will be executed in a predictable and efficient method, thereby
reducing pilot distraction or confusion in critical phases of flight.
1-4
B. Challenge-Do-Verify
The Challenge-Do-Verify (CDV) method will be utilized for the
LINE UP CHECK. This requires the First Officer (FO) first make
the challenge before the appropriate crewmember completes the
action. Then the CA or FO as required will verify that the action
has been accomplished and give the proper checklist response.
In abnormal situations especially during emergencies the
Challenge-Do-Verify (CDV) method will be utilized. This requires
the Pilot Monitoring (PM) to first make a challenge before an action
is initiated, complete the action, and then verify that the action has
been accomplished.
The primary advantage of the CDV method is the deliberate and
systematic manner in which each action item must be accomplished. The CDV method also facilitates teamwork, provides for
concurrence from the Pilot Flying (PF) before a critical action is
taken, and attains positive confirmation that the action was
accomplished. A checklist shall be called for once it is ascertained
that the checklist can be completed in its entirety without interruption.
C. Challenge and Response under Normal Operating Conditions
1. On the Ground:
With the exception of the TERMINATING CHECK, all
checklists on the ground will be read by the First Officer (FO)
and responded to by the Captain (CA). The CA may
accomplish the TERMINATING CHECK alone.
2. In Flight:
The PM will read each item and the PF will make the standard
response, after both pilots have checked that the action has
been accomplished. The only exception is the CLIMB
CHECK. This checklist is completed by the PM utilizing the DV
method.
With regard to emergency and abnormal situations, as soon
as practical after the aircraft is stabilized, the crew will utilize
the appropriate checklist to assure all subsequent actions are
accomplished correctly. When using the emergency,
abnormal, and subsequent normal checklists, the PM will
confirm with the PF that the correct checklist is being
addressed for the specific situation. The PM will accomplish
the checklist(s) in accordance with the CDV method.
REV. 6, 01 MAY 2008
1-5
1-6
1-7
Section 4
Workload Sharing
1-8
C. Autopilot Operation
1. Use the autopilot system to the maximum extent possible
during all phases of flight as this promotes heightened
situational awareness for both crew members.
2. While CHQ encourages every pilot to maintain their hand
flying skills, it is Company policy to conduct coupled
instrument approaches under normal conditions with the
autopilot engaged whenever weather conditions are either:
ceiling below 500 feet, or
visibility below 1 SM.
D. Altitude Preselect
1. Autopilot ON
The PF will set the altitude preselect. This task may be
delegated to the PM.
a. Verification
The PM will read back the altitude to ATC while the PF sets
the altitude preselect. The PF will not remove his/her hand
from the preselect knob until the PM visually checks and
verbally confirms the correct altitude is set.
Event
PF
PM
New assigned
Set new altitude in the Alti- Repeat altitude assignment
tude Preselect.
to ATC.
altitude by ATC
Do not remove hand from
Visually check the ASEL.
the ASEL knob until PM con- Confirm altitude set by statfirms altitude.
ing the new altitude.
_____
_____
2. Autopilot OFF
The PM will set the altitude preselect when:
a change in altitude is issued by ATC. A specific prompting
by the PF is not necessary in this case.
or the PF commands a new altitude.
1-9
a. Verification
The PM will read back the altitude to ATC and
simultaneously set the altitude preselect. The PM will not
remove his/her hand from the preselect knob until the PF
visually checks and verbally confirms the correct altitude is
set.
Event
New assigned
altitude by ATC
PF
PM
1-10
Heading
Select Knob
(HDG),
Sync Button
Autopilot ON
Autopilot OFF
PF
PM
PF
PM
Course
Selector
Knob (CRS)
1(2),
Sync Button
PF
PM
Vertical
Speed Control Knob
(SPD),
SPD, FLC,
VS, ALT,
IAS/M Buttons
PF
PM
Exception:
PF when PM is unable to perform
task and workload permits
1-11
FGC
Function
Autopilot/
Flight Director Functions
(FD 1(2),
HDG, NAV,
APR, BNK,
AP, CPL,
YD)
Autopilot ON
Autopilot OFF
PF
PM
Exception:
PF when PM is unable to perform
task and workload permits
1-12
RMUs
(in flight)
RMUs
(approach)
Autopilot OFF
PM
PM
When commanded by PF
When commanded by PF
Exception:
PF when PM is unable to perform
task and workload permits
Exception:
PF when PM is unable to perform
task and workload permits
PM
PM
Exception:
PF when PM is unable to perform
task and workload permits
Exception:
PF when PM is unable to perform
task and workload permits
PM
PM
Exception:
PF when PM is unable to perform
task and workload permits
Exception:
PF when PM is unable to perform
task and workload permits
2. RMU Setup
a. COM 1 will be used as the primary radio for communication
with ATC.
b. COM 2 is the secondary radio used for "Company Radio"
communication or ATIS.
c. Cross-side Transfer Button (1/2 Button)
When using the Cross-side Transfer Button to tune the
cross-side RMU, ensure the on-side RMU is re-selected
immediately.
REV. 5, 15 FEB 2006
1-13
H. Altimeter Setting
Whenever a new altimeter setting has been received, both pilots
must set the new setting and confirm that all altimeters are set
correctly.
Event
Change of
Altimeter
Setting
I.
PF
PM
FO
announces,
CA announces,
____ SET LEFT AND CEN- ____ SET ON THE RIGHT
AND CROSS-CHECKED.
TER.
Altitude Callouts
The PM will call out 1,000 feet prior to any assigned altitude and
the assigned altitude. An example would be FIVE THOUSAND
FOR FOUR THOUSAND, thereby indicating the current and
expected level-off altitude. The callout 1,000 TO GO will not be
used.
Event
At 1000 feet to
an assigned
Altitude
PF
PM
Announces altitude passing
for assigned altitude; e.g,:
3000 FOR 4000 OR
FL 240 FOR 250.
1-14
PF
PM
When PF is
ready to resume
control of the
aircraft
1-15
Sterile Cockpit
Sterile cockpit begins when the flight attendant closes the cockpit
door prior to taxi. Sterile cockpit must be maintained at all times
below 10,000 feet, except during cruise flight below 10,000 feet.
The Sterile Cockpit light, if installed, will be ON at all times during
the sterile cockpit period.
Section 6
Cabin Signs
1-16
Volume 5
Section 8
In an effort to prevent runway and taxiway incursions, the Company has adopted the following general guidelines for all aircraft
surface movement.
A. Conduct Pre-Taxi Planning
-
C. Taxiway Diagram
-
1-17
Volume 5
E. Maintain CRM
-
F. Cockpit Coordination
-
1-18
Volume 5
CA
FO
Approaching
taxiway
intersections
Check left side for conflicting Check right side for conflicttraffic
ing traffic
CLEAR ON THE LEFT
CLEAR ON THE RIGHT
Approaching
runway
intersections
IF IN DOUBT
H. Taxi Thrust
I.
Taxi Speed
-
J. Taxi Turns
-
1-19
Volume 5
K. Brake Usage
-
L. Anti Skid
Anti skid is inhibited below 10 knots.
M. Thrust Reversers
Operating with thrust reversers while taxiing is prohibited. Dirt and
loose objects may be thrown forward during use of reverse and
could be drawn into the engine causing damage.
N. Departure Delays
In the event a takeoff delay cannot be absorbed at the gate or is
incurred after leaving the gate, the Captain should evaluate the
estimated holding time and if the APU is available, shut down both
engines to conserve fuel.
Restarting the engines should be accomplished in sufficient time
to allow proper completion of all applicable checklists and engine
warm-up.
O. Cabin Announcements
Courtesy information to the passengers such as an explanation for
ground delays, expected holding time, expected time enroute etc.
will only be relayed if the aircraft is not in motion.
1-20
Section 9
Airworthiness Release
1-21
1-22
C. Windshield Heat
The windshield heat is used to prevent fog formation on the inner
surface and to prevent ice accumulation on the exterior of the
windshield.
In all phases of flight, the windshield heat will be selected ON
whenever operating in icing conditions (+10C and lower in visible
moisture).
Note:
1-23
1-24
Note:
Once the APU has been started, at least one pilot must
be in the immediate vicinity of the aircraft at all times,
performing preflight functions.
1-25
1-26
1-27
1-28
Volume 5
1-29
Volume 5
C. Flight Release
1. Aircraft equipment code in the flight plan of the release is key
for dispatching into RNAV operational procedure.
2. Chautauqua Airlines will utilize the following aircraft
equipment suffixes for the EMB 145:
a. Normal operation:............... .............. ........................"/L"
b. FMS (GPS) deferred, but RVSM capable: .............. "/W"
c. Non-RVSM, but advanced RNAV capable:..............."/G"
d. Non-RVSM, non-RNAV:........................................... "/A"
3. Check the MEL listing on the flight release to verify that none
of the required navigational equipment needed for RNAV
operation is MEL'd.
D. Preflight Procedures
1. Review the maintenance log to ensure that all required
equipment for RNAV operations is operational.
2. Verify the appropriate flight plan suffix code is designated on
the flight release.
3. Confirm the availability of onboard navigation equipment
necessary for the route, DP, STAR, or RNAV (GPS) Approach
to be flown.
4. Ensure the onboard navigation data base in the FMS is
current and will remain current for the duration of the flight.
5. Ensure there is no degradation of the FMS system prior to
flight; i.e. there are no EICAS or FMS messages that relate to
the abnormal operation of the FMS and/or the GPS system.
6. Before any RNAV operations (DP, STAR, RNAV Approaches)
can be used, both crewmembers must be trained and
qualified.
1-30
Volume 5
Note:
The FMS may not show the flight path to the first
waypoint until the aircraft is actually airborne. In addition,
the UNIVERSAL FMS may show a course line that
appears to be going in the opposite direction.
4) That any discontinuities are resolved (deleted) with
respect to the departure procedure.
5) The route of flight is verified either on the MFD map or
the Flight Plan on the FMS.
c. The information regarding the RNAV DP will be included
as part of the Departure Review briefing when covering
Clearance and DP.
d. The information regarding the RNAV DP will be included
as part of the Departure Review briefing when covering
Clearance and DP.
e. When utilizing a RNAV 1 DP with Radar Vectors to the first
RNAV fix:
1) The correct departure runway must be programmed
in the FMS prior to taking the active runway.
2) Takeoff in FMS mode with HDG selected and the
Flight Director displayed.
3) The auto pilot must be engaged (if operable) after
passing 500 AFE.
4) Upon reaching the first fix on the RNAV departure and
no longer under radar vectors, select NAV mode.
1-31
Volume 5
Note:
The FMS may not show the flight path to the first
waypoint until the aircraft is actually airborne. In addition,
the UNIVERSAL FMS may show a course line that
appears to be going in the opposite direction.
3) That any discontinuities are resolved.
4) The route of flight is verified either on the MFD map or
the Flight Plan on the FMS.
1-32
Volume 5
Note:
The FMS may not show the flight path to the first
waypoint until the aircraft is actually airborne. In addition,
the UNIVERSAL FMS may show a course line that
appears to be going in the opposite direction.
3) That any discontinuities are resolved.
4) The route of flight is verified either on the MFD map or
the Flight Plan on the FMS from the RNAV approach
plate.
c. FMS mode must be selected on the display control panel.
1) If one side has selected FMS, the course deviation
bar is presented in Magenta.
2) if both pilots select FMS, the course deviation bar is
presented in Yellow.
d. A RNAV (GPS) approach is considered a non-precision
approach. Use all call-outs and procedures as published
for a non-precision approach.
1-33
Volume 5
1-34
Volume 5
a. Honeywell FMS
1) The predictive RAIM page is accessed by selecting
the NAV mode, POS SENSORS, GPS, STATUS; line
select PRED RAIM prompt from any GPS STATUS
page. When selected, the PREDICTIVE RAIM page,
shown below, is displayed.
1-35
Volume 5
1-36
Volume 5
b. Universal FMS
1) GPS satellite geometry changes with position and
time. When the APPROACH arms, the FMS will automatically notify the pilot if suitable GPS accuracy will
be unavailable at the FAF at the time of arrival. If
RAIM will not be available, a CDU message "NO
RAIM AT FAF" is displayed.
2) During the enroute phase of flight the pilot may review
the RAIM available accuracy at the destination for the
period of time, 15 minutes before to 15 minutes after
ETA. Guidances are:
- Enroute ........................................... ENR<2.0 NM
- Terminal........................................TERM<1.0 NM
- Non-Precision Approach............... APPR<0.3 NM
3) A manual RAIM prediction program is available under
the Flight Plan Menu. This program should be used if
a stand alone or overlay GPS non-precision approach
is planned.
4) To access RAIM prediction press FPL key and then
the MENU key. FPL MENU will be displayed. As
shown below:
5) Press the line select key for "RAIM PRED" and the
RAIM PREDICTION page will be displayed.
6) If any RAIM availability is shown to be other than
APPR for the +/- 15 minute window then the pilot
should plan for a non GPS approach and not plan to
rely on the GPS for aircraft position during the nonprecision approach.
1-37
Volume 5
1-38
Volume 5
1-39
Volume 5
b. Callouts
Required CALLOUTS are depicted as flags above the
flight path. The verbiage is specific for that callout.
Symbol
Meaning
Calls to be made by the Captain
(CA) or the Pilot Flying (PF) are
placed in a BLACK FLAG with white
lettering.
Calls to be made by the First Officer
(FO) or the Pilot Monitoring (PM) are
in a WHITE FLAG with black lettering.
Seat specific callouts have notations
above the flag indicating which
crewmember makes that call.
1-40
Volume 5
c. Actions
Actions are placed in a box below the line depicting the
flight path, with individual actions set off by bullets.
Symbol
PM
x Gear handle UP
x Monitor gear indications
Meaning
Actions that are closely associated
with callouts are immediately below
the callout arrow. If necessary seat
specific actions (Captain or First
Officer, Pilot Flying or Pilot Monitoring) have notations above the flag
indicating which crewmember
makes that call.
d. Indications
Symbol
Meaning
Cockpit indications are displayed as
italic text individually or inside the
same box as action items and highlighted by an asterisk.
1-41
Volume 5
e. Sample Profile
1-42
Volume 5
CA (PF)
FO (PM)
First Column
shows event.
CALLOUTS SHOWN IN
BOLD TEXT
1-43
Volume 5
C. Recommended Flows
The following standard formats apply to the Recommended
Flows.
The flow title is indicated in BOLD CAPS centered in a box to
highlight the title from the rest of the text.
The individual flow item bulleted with an arrow symbol ().
Flow graphics show the cockpit layout with arrows
representing the sequence of actions.
The CA/PF flows are depicted with solid arrows.
The FO/PM flows are depicted with dashed arrows.
1. Example:
1-44
Volume 5
D. Expanded Checklists
The following standard formats apply to the Normal Checklist procedures.
- The checklist title is indicated in BOLD CAPS centered in a
box to highlight the title from the rest of the text.
- The individual checklist item (the challenge) is outlined by
number (e.g. 1., 2., 3. etc).
- The appropriate checklist response is presented to the right
after a dotted line (...........).
- The crewmember who is expected to give the response
follows on the far right.
CA stands for Captain, FO for First Officer, B for both
crewmembers, PF for Pilot Flying, and PM for Pilot
Monitoring. The same notations are used in the laminated
normal checklist in the aircraft.
- A blank line between quotation marks (____) indicates that
the crewmember must respond by stating the actual switch
setting or instrument indication called for by the checklist.
- Any explanations or checklist subpoints are indented below
their respective checklist items and denoted by dashed
bullets ( - ).
-
Example:
AFTER START CHECK
1. External Power ................................................. REMOVED
- If a GPU is connected, deselect the GPU and signal
the Ramp Crew to remove it.
- If an Air Cart is connected, signal the Ramp Crew to
remove it.
CA
1-45
Volume 5
1-46
Chapter 2
Limitations
Section 1
Preface
General
2-1
Section 3
Operational Limitations
A. Operational Envelope
40000
-65C
- 21.5C
37000 ft
35000
ALTITUDE - FT .
30000
25000
ISA + 35C
20000
15000
10000
8000 ft
5000
-1000 ft
0
-54C
-40C
52C
-5000
-70 -60 -50 -40 -30 -20 -10
10 20 30 40 50 60
145FAA47 - 08OCT98
TAKEOFF, LANDING
2-2
B.
Weight
Aircraft Type
Maximum
Maximum
Ramp Weight Takeoff Weight
(MRW)
(MTOW)
Maximum
Landing
Weight
(MLW)
Maximum Zero
Fuel Weight
(MZFW)
EMB-145 LR
48722
48501
42549
39462
EMB-145 LR2
50044
49823
43651
40564
EMB-145 EP
46495
46275
41226
37698
EMB-140
46738
46517
41226
37698
EMB-135
44312
44092
40785
35274
2-3
50000
18.4%
39.5%
MRW
48000
MTOW
46000
44000
MLW
42549 lb
42000
WEIGHT - lb
15.7%
40000
MZFW
38000
14.3%
37698 lb
36000
34170 lb
34000
32000
30000
29542 lb
28000
29542 lb
12%
26000
145FAA108 - 13APR1998
43%
27337 lb
30%
24000
22000
0
10
20
30
40
50
60
CG POSITION - %MAC
2-4
2-5
52000
38.5%
19.0%
16.7%
50000
49823 lb
48000
46000
WEIGHT - lb
44000
42549 lb
42000
40000
39.5%
38482 lb
38000
37698 lb
36000
34170 lb
34000
32000
30000
29542 lb
145FAA108B - 16FEB2006
28000
29542 lb
12.0%
43.0%
27337 lb
26000
30.0%
24000
0
10
15
20
25
30
35
40
45
50
55
60
CG POSITION - %MAC
2-6
54000
52000
30.1%
38.5%
50000
49823 lb
48000
46000
44000
42549 lb
WEIGHT - lb
42000
39.5%
40000
38000
37698 lb
36000
34170 lb
34000
32000
145FAA575B- 09JAN2006
30000
29542 lb
29542 lb
28000
12.0%
43.0%
27337 lb
26000
30.0%
24000
0
10
15
20
25
30
35
40
45
50
55
CG POSITION - %MAC
2-7
2-8
48000
39.5%
MRW
43%
46000
MTOW
45414 lb
44000
WEIGHT - lb
42000
MLW
40000
MZFW
38000
36000
34170 lb
34000
32000
30000
28660 lb
28660 lb
145FAA576 - 18SEP2003
28000
12%
43%
26455 lb
26000
40%
24000
0
10
20
30
40
50
60
CG POSITION - %MAC
2-9
2-10
2-11
K. Loading
Individual Overhead Compartment Capacity.................. 60 lbs.*
Forward Closet Capacity .............................................. 154 lbs.*
* above weights are limiting unless placarded otherwise
Note:
2-12
FLAPS UP
FLAPS DOWN
(9, 18, 22 and 45)
Positive
2.56 g
2.00 g
Negative
-1.00 g
0g
M. Runway Limits
Runway Slope ...................................................... -2% TO +2%
Runway Surface Type ................................................... PAVED
Section 4
Airspeeds
Note:
2-13
35000
MMO=0.78
30000
ALTITUDE - FT
25000
20000
VMO
15000
10000
145CTA49 - 27JAN1997
5000
0
200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350
AIRSPEED - KIAS
Note:
2-14
I.
Flap
Setting
EMB-145
LR/EP
EMB-145
LR2
EMB140
EMB135
Flaps 9
ALT T/O-1
T/O
ALT T/O-1
T/O
ALT T/O-1
T/O
ALT T/O-1
T/O
Flaps 18
NA
N/A
T/O
T/O
Flaps 22
T/O
T/O
NA
NA
Tailwind
Maximum Takeoff and Landing Tailwind Component..........10kt
J. Demonstrated Crosswind
See Performance, Section 9, Wind Components
2-15
Section 5
Fuel
AIRPLANE MODEL
Maximum usable
quantity per tank
Unusable quantity
per tank
LR
5717 lbs
(844.9 US Gal)
39 lbs
(5.8 US Gal)
EP
4600 lbs
(679.8 US Gal)
48 lbs
(7.1 US Gal)
Note:
Note:
Note:
Note:
Fuel Specification
Brazilian Specification ..................................................... QAV1
ASTM Specification ............................ D1655-JET A and Jet A1
American Specification ................................ MIL-T-83133A-JP8
A. Fuel Tank Temperature
Minimum ............................................................................-40C
Maximum ............................................................................52C
Note:
2-16
Section 6
A. Operational Limits
APU MODEL
PARAMETER
Sunstrand
T-62T-40C11
Sunstrand
T-62T-40C14
MIN
MAX
MIN
MAX
-54C
25,000 ft
30,000 ft.
ALTITUDE FOR
OPERATION
37,000 ft
37,000 ft
ROTOR SPEED
108%
108% (1)
884C
680C (2)
884C
680C (2)
-20C
-20C
TEMPERATURE
EGT:
- START
- CONTINUOUS
2-17
Section 7
Power Plant
A. Engines
Two Rolls-Royce (Allison) Engines AE3007A series.
B. Starter Limits
1. On the Ground:
Starting or
Dry Motoring: ....... Up to 5 MINUTES ON, 5 MINUTES OFF
OR
First to Fourth Cycles..........1 MINUTE ON, 1 MINUTE OFF
Following Cycles.............. 1 MINUTE ON, 5 MINUTES OFF
2. In Flight:
Maximum Continuous Operation Time: ..... 5 MINUTES ON
Note:
2-18
G. Operational Limits
1. AE3007A1/3 and A1P Engines
PARAMETER (6)
N1:
N2:
ITT:
MIN
MAX
100%
102.4%
800C
948C
901C
- BELOW 88% N2
- AT OR ABOVE 88% N2
34 psi
50 psi (8)
OIL TEMPERATURE:
FUEL TEMPERATURE:
VIBRATION (LP & HP SPOOL)
21C (4)
126C
-54C
52C
- START
- TAKEOFF MODES (1)
- MAX CONTINUOUS (2)
OIL PRESSURE:
2-19
Section 8
CAUTION:
Do not use the APU Bleed as pneumatic source for Antiicing System.
2-20
Section 9
Electrical
2-21
2-22
Volume 5
North
South
Note:
LATITUDE
LONGITUDE
North of 82N
South of 82S
2-23
Volume 5
2-24
Section 14 Autopilot
1. Minimum Altitude During ILS Approach ................... 200 ft.
2. Minimum Engagement Height .................................. 500 ft.
3. Autopilot coupled approaches are approved down to 200 ft
AGL.
4. Descent below Minimum Decision Altitude on a non-precision
approach with autopilot engaged is prohibited.
5. Single engine go-around with autopilot engaged is prohibited.
6. Approach mode selection during localizer capture is allowed
only when airplane is inbound.
Note:
Note:
2-25
Section 16 Oxygen
A. Minimum Oxygen Pressure for Dispatch
Crew comprising pilot and copilot................................ 1,100 psi
Crew comprising pilot, copilot, and observer............... 1,500 psi
Note:
2-26
FLIGHT
LEVEL
LATITUDE
80N
75N
70N
65N
60N
55N
50N
45N
40N
35N
JAN
W
-
FEB
MAR
E
W
E
W
330
330
330
330
350
330
360 340 330 330
360 350 340
360 350
-
JUL
W
E
350
360
360
360
-
AUG
W
-
E
-
E
320
330
330
340
340
350
360
-
SEP
W
-
E
-
APR
W
330
330
340
340
360
-
JUN
E
W
E
W
320
320
320
330
320
330 330 330 340
330 340 330 350
340 340 340 350
350 340 350
360 360
-
OCT
W
-
MAY
E
-
NOV
W
-
E
-
E
340
340
340
350
350
-
DEC
W
-
E
-
2-27
B.
NOTE: Values below are the altitude limitations which the airplane is
allowed to fly more than 3 continuous hours.
FLIGHT
LEVEL
LATITUDE
80N
75N
70N
65N
60N
55N
50N
45N
40N
35N
30N
FLIGHT
LEVEL
LATITUDE
80N
75N
70N
65N
60N
55N
50N
45N
40N
35N
30N
JAN
W
320
330
340
350
350
340
-
E
290
290
300
310
310
310
320
330
350
-
JUL
W
310
310
310
320
330
-
E
270
290
290
310
320
320
330
350
-
FEB
W
310
310
330
350
320
-
E
290
290
290
270
290
300
310
320
320
-
AUG
W
340
340
340
340
-
MAR
W
310
310
310
320
320
320
350
-
E
270
270
290
300
300
310
320
330
-
SEP
APR
W
300
290
290
270
290
310
-
E
270
270
270
270
290
290
310
310
350
-
OCT
E
W
E
W
310
310
330
320
330
330
340 350 330 330
350 350 350 330
350
350 350
350
-
MAY
W
270
270
290
290
310
330
-
E
270
270
290
290
310
330
350
-
NOV
JUN
W
310
310
310
310
330
350
-
E
270
270
290
290
290
300
320
330
350
-
DEC
E
W
E
W
E
310
300
310
310
310
310
320
310
310
330 350 310 330 310
330 350 310 330 320
350 350 330 350 330
350 350
350
350
350
-
2-28
2-29
2-30
Volume 5
2-31
2-32
ALTITUDE
(ft)
MAXIMUM
DIFFERENCE
BETWEEN PILOT
AND COPILOTS
ALTIMETER
(ft)
MAXIMUM
DIFFERENCE
BETWEEN PILOT
OR COPILOTS
STANDBY
ALTIMETER
(ft)
50
150
5000
60
200
10000
60
280
15000
70
320
20000
70
500
25000
100
600
30000
120
750
35000
150
750
37000
160
750
39000
180
800
2-33
2-34
2-35
2-36
Chapter 3
Normal Checklists
This chapter contains copies of the laminated checklists found in
each cockpit. The flight crew can use the POH checklists in case
the laminated checklists are lost or unusable.
Included in this Chapter are:
Exterior Inspection Checklist
Normal Checklist
Mandatory Briefing Guides
Generic Holdover Time Tables
3-1
3-2
Section 1
3-3
RIGHT WING
-4-
-5-
LEFT WING
TAIL
-6-
POST-DEICING/ANTI-ICING CHECK
PRE-DEICING/ANTI-ICING CHECK
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
Volume 5
3-4
Section 2
Normal Checklist
3-5
-4-
LINE UP CHECK
FO
CA
CA
CA
CA
CA
FO
FO
FO
PF
CA
B
CA
B
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
FO
CA
CA
DESCENT CHECK
-5-
APPROACH CHECK
Windshield Heat....................................... ON
Exterior Lights .......................................... ON
Pressurization .............................. CHECKED
Ldg Data & Speeds......... REVIEWED & SET
Altimeters ......... "___" SET LEFT & CENTER
"___" RIGHT & CROSS-CHECKED
Shoulder Harness ...................... FASTENED
Descent Check Complete
PF
PF
PF
PF
CA
FO
B
PF
PF
CA
FO
PF
CRUISE CHECK
PM
PM
PM
PM
PM
PM
PM
CLIMB CHECK
Landing Gear ............................................UP
Flaps .........................................................UP
Thrust Rating ..........................................CLB
Pressurization .............................. CHECKED
Bleeds & Packs.......................................SET
Exterior Lights ..............................REDUCED
Flight Attendant.............................NOTIFIED
Climb Check Complete
Landing Check to the Line
TERMINATING CHECK
SHUTDOWN CHECK
-6-
LANDING CHECK
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
CA
PF
Volume 5
3-6
Section 3
Mandatory Briefings
3-7
3-8
3-9
3-10
D. CREW BRIEFING
Note:
3-11
3-12
3-13
F. RELEASE BRIEFING
All asterisk (*) items must be briefed while in the Cockpit.
Authorized departure time (in Zulu Time) and date
*Flight number
Destination
Takeoff and Destination Alternate/s as required
*Minimum Fuel (MIN)
*Aircraft tail number
- When the PIC reads aloud the N-Number from the flight
release, the SIC will verbally confirm the correct NNumber from the aircraft placard.
*Preferred Fuel (RAMP)
Aircraft Equipment Code (e.g./G, /L, /W)
- The PIC is responsible to verify the aircraft status with
regard to RVSM operation.
*Filed flight plan / ATC clearance / RNAV Procedure
- Special emphasis if ATC clearance is different than the
filed flight plan
MEL/CDL (if any)
Remarks
Any remarks that affect the flight
Verify proper crew
Pertinent Weather and Notams
Performance
3-14
G. TAKEOFF BRIEFING
CAUTION:
Pilot Flying
Takeoff Speeds
Acceleration Altitude
Initial takeoff Clearance
Initial Course and Altitude
Departure Procedure
MSA
Verify Nav radios and altitude preselect are in agreement
with ATC clearance
Verify Heading bug to runway heading
Emergency Return Plan Consideration
Change to the Chautauqua Standard Takeoff
Additional Briefing Items
- For RNAV 1 DP with radar vectors to the first fix, brief
PM when to switch from HDG mode to NAV mode and
the Auto Pilot engagemnet altitude of 500 feet.
- For RNAV 1 DP with NO radar vectors to first fix, brief
and verify that the flight guidance is coupled to PF side,
TO Submode, NAV, and FMS selected on the Display
Controller Panel.
For RNAV Departures ensure that the correct departure
airport, active runway, RNAV DP and initial waypoints
are programmed correctly into the FMS.
- Rejected Takeoff considerations due to field length or
surface contamination
- Takeoff with less than landing minimums
- Takeoff alternate(s)
- 18/22 Takeoff flap setting
Initial pitch attitude and control forces of aircraft
during takeoff
Flap retraction schedule
Pitch attitude change during flap retraction
3-15
H. APPROACH BRIEFING
1. Approach Briefing - Instrument Approaches
The approach briefing must be tailored to the specific
approach situation and should include the items listed below
as appropriate.
Specific approach to be flown (page number and date).
NAV radio set up.
Courses to be flown.
Altitudes:
- Glideslope Intercept or FAF,
- DA / MDA,
- Airport Elevation and Touchdown Zone Elevation.
Missed Approach.
- including the Acceleration Altitude (1000 AGL).
Applicable Notes.
Minimum Safe Altitude (MSA).
Timing.
Notams.
Callouts.
- Specify if visual or instrument callouts are expected from
the PM.
Additional crew coordination items such as:
- Requesting the PM to select step-down altitudes in the
altitude preselector during a non-precision approach,
- Controlled Flight into Terrain (CFIT) items pertinent to
the approach being flown.
3-16
3-17
3-18
3-19
3-20
I.
3-21
27 and
above
below 27
to 21
below 21
to 14
below 14
-3 and
above
below -3
to -6
below -6
to -10
below
-10
0:45
0:45
0:45
0:45
Active
Frost
0:05-0:09
0:06-0:10
0:08-0:13
0:11-0:17
Freezing
Fog
0:07-0:08
0:11-0:13
0:14-0:17
0:18-0:22
Very
Light
0:04-0:07
0:06-0:11
0:08-0:14
0:11-0:18
Light
0:02-0:04
0:04-0:06
0:05-0:08
0:06-0:11
Moderate
Snow/Snow Grains
0:04-0:07
0:05-0:09
0:09-0:13
Freezing
Drizzle*
0:02-0:05
0:02-0:05
0:02-0:05
Light
Freezing
Rain
Other
0:02-0:05
Rain on Cold
Soaked
Wing**
CAUTIONS:
x THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH
MOISTURE CONTENT, HIGH WIND VELOCITY, OR JET BLAST MAY REDUCE HOLDOVER TIME
BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS
LOWER THAN OAT.
x SAE TYPE I FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING
FLIGHT.
August 2007
* Use light freezing rain holdover times if positive identification of freezing drizzle is not possible
** This column is for use at temperatures above 0 degrees Celsius (32 degrees Fahrenheit) only
Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, hail
TO USE THESE TIMES, THE FLUID MUST BE HEATED TO A MINIMUM TEMPERATURE OF 60 qC (140 qF) AT THE NOZZLE AND AT LEAST 1
LITER/M2 (| 2 GALS/100FT2) MUST BE APPLIED TO DEICED SURFACES
SAE Type I fluid/water mixture is selected so that the freezing point of the mixture is at least 10 qC (18 qF) below OAT.
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
Degrees
Fahrenheit
Degrees
Celsius
Section 4
Outside Air
Temperature
CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK PROCEDURES.
TABLE 1. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE I FLUID MIXTURES AS A FUNCTION OF WEATHER
CONDITIONS AND OUTSIDE AIR TEMPERATURE
Volume 5
3-22
-13
-25
100/0
8:00
0:20-1:05
0:15-0:20
0:20-0:55
0:15-0:30
0:10-0:20
0:15-0:30
0:05-0:15
0:15-0:30
0:20-0:45
Snow/
Snow Grains
***0:15-0:30
***0:15-0:45
0:05-0:15
0:20-0:45
0:30-0:55
Freezing
Drizzle*
***0: 05-0: 15
***0:10-0:20
0:05-0:10
0:10-0:25
0:15-0:30
Light Freezing
Rain
Other
CAUTION:
No holdover time
guidelines exist
0:05-0:25
0:05-0:40
Rain on Cold
Soaked Wing**
SAE Type II fluid may be used below -25 C (-13 F) provided the freezing point of the fluid is at least 7 qC (13 F) below the OAT
and the aerodynamic acceptance criteria are met. Consider use of SAE Type I when SAE Type II fluid cannot be used.
8:00
5:00
0:15-0:30
0:25-1:00
0:35-1:30
Freezing Fog
August 2007
CAUTIONS:
x
THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND
VELOCITY, OR JET BLAST MAY REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN
AIRCRAFT SKIN TEMPERATURE IS LOWER THAN OAT.
x
SAE TYPE II FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.
* Use light freezing rain holdover times if positive identification of freezing drizzle is not possible
** This column is for use at temperatures above 0 C (32 F) only
*** No holdover time guidelines exist for this condition below -10 qC (14 qF)
Snow pellets, ice pellets, heavy snow, moderate and heavy freezing rain, and hail
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
below
below
100/0
below
7 to -13
below
-14 to -25
100/0
75/25
below
3:00
50/50
27 to 7
5:00
8:00
Active
Frost
75/25
100/0
below
27 and
above
Neat-Fluid/Water
Degrees (Volume %/Volume %)
Fahrenheit
Type II Fluid
Concentration
-3 to -14
-3 and
above
Degrees
Celsius
Outside Air
Temperature
CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK PROCEDURES.
TABLE 2. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE II FLUID MIXTURES AS A FUNCTION OF WEATHER
CONDITIONS AND OUTSIDE AIR TEMPERATURE
Volume 5
3-23
27 and
above
below 27
to 14
below
14
-3 and
above
below -3
to -10
below
-10
0:30
2:00
1:00
50/50
100/0
75/25
2:00
1:00
100/0
2:00
75/25
Active
Frost
100/0
(Volume %/Volume %)
0:20 - 0:40
0:15 - 0:30
0:20 - 0:40
0:10 - 0:20
0:15 - 0:30
0:20 - 0:40
Freezing Fog
0:15 - 0:30
0:10 - 0:25
0:30 - 0:35
0:15 - 0:30
0:25 - 0:30
0:08 - 0:15
0:15 - 0:25
0:20 - 0:35
Light
0:30 - 0:35
0:15 - 0:20
0:25 - 0:35
0:35 - 0:40
Very Light
Snow/Snow Grains
0:08 - 0:15
0:07 - 0:10
0:09 - 0:15
0:04 - 0:08
0:08 - 0:15
0:10 - 0:20
Moderate
0:09 - 0:12
0:10 - 0:20
0:05 - 0:09
0:08 - 0:15
0:10 - 0:20
Freezing
Drizzle*
0:02 - 0.10
0:06 - 0:20
Rain on Cold
Soaked
Wing**
CAUTION:
No holdover time
guidelines exist
0:06 - 0:09
0:08 - 0:10
0:04 - 0:06
0:06 - 0:10
0:08 - 0:10
Light
Freezing
Rain
Other
August 2007
CAUTIONS:
x
THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND
VELOCITY, OR JET BLAST WILL REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN AIRCRAFT SKIN
TEMPERATURE IS LOWER THAN OAT.
x
SAE TYPE III FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR - AND DOES NOT PROVIDE - PROTECTION DURING FLIGHT.
*Use light freezing rain holdover times if positive identification of freezing drizzle is not possible
**This column is for use at temperatures above 0 C (32 F) only
Snow pellets, ice pellets, heavy snow, moderate and heavy freezing rain, and hail
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
Consider the use of SAE Type I when Type III fluid cannot be used.
SAE Type III fluid may be used below -10 qC (14 qF), provided the freezing point of the fluid is at least 7 qC (13 qF) below OAT and aerodynamic acceptance criteria are met.
Degrees
Fahrenheit
Degrees
Celsius
CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRETAKEOFF CHECK PROCEDURES.
TABLE 3. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE III FLUID MIXTURE AS A FUNCTION OF WEATHER
CONDITIONS AND OUTSIDE AIR TEMPERATURE.
Volume 5
3-24
below
27 to 7
below
7 to -13
below -13
below
-3 to -14
below
-14 to -25
below -25
100/0
100/0
75/25
0:15-0:40
0:25-0:50
0:20-1:20
0:15-0:35
1:05-1:45
1:15-2:30
0:15-0:30
0:15-0:35
0:20-0:40
0:05-0:15
0:20-0:55
0:35-1:15
Snow/Snow
Grains
***0:15-0:30
***0:20-0:45
0:10-0:20
0:35-0:50
0:40-1:10
Freezing
Drizzle*
***0:10-0:20
***0:10-0:25
0:05-0:10
0:15-0:30
0:25-0:40
Light Freezing
Rain
Other
CAUTION:
No holdover time
guidelines exist
0:05-0:35
0:10-0:50
Rain on Cold
Soaked Wing**
SAE Type IV fluid may be used below -25 C (-13 F) provided the freezing point of the fluid is at least 7 C (13 F)
below the OAT and the aerodynamic acceptance criteria are met. Consider use of SAE Type I when SAE Type IV fluid
cannot be used.
12:00
5:00
12:00
3:00
50/50
100/0
5:00
12:00
75/25
100/0
Active
Frost
August 2007
CAUTIONS:
x
THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND
VELOCITY, OR JET BLAST MAY REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY BE REDUCED WHEN
AIRCRAFT SKIN TEMPERATURE IS LOWER THAN OAT.
x
SAE TYPE IV FLUID USED DURING GROUND DEICING/ANTI-ICING IS NOT INTENDED FOR AND DOES NOT PROVIDE PROTECTION DURING FLIGHT.
* Use light freezing rain holdover times if positive identification of freezing drizzle is not possible
** This column is for use at temperatures above 0 C (32 F) only
*** No holdover time guidelines exist for this condition below -10 qC (14 qF)
Snow pellets, ice pellets, heavy snow, moderate and heavy freezing rain, and hail
THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER.
27 and
above
Type IV Fluid
Concentration
Degrees
Neat-Fluid/Water
Fahrenheit (Volume %/Volume %)
-3 and
above
Degrees
Celsius
CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRE-TAKEOFF CHECK PROCEDURES.
TABLE 4. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE IV FLUID MIXTURES AS A FUNCTION OF
WEATHER CONDITIONS AND OUTSIDE AIR TEMPERATURE
Volume 5
3-25
OAT Colder
Than -50 C
50 Minutes
30 Minutes
25 Minutes
10 Minutes
25 Minutes
25 Minutes
Operations
Not
Authorized
10 Minutes
(Operations
Not
Authorized
below -10C
OAT)
(Operations Not
Authorized below -10C
OAT)
Light Ice Pellets Mixed
with Light Rain
(Operations Not
Authorized below 0C
OAT)
25 Minutes
(Operations
Not
Authorized
below 0C
OAT)
(Operations
Not
Authorized
below 0C
OAT
3-26
Chapter 4
Normal Procedures
Section 1
Preflight
4-1
B. Security Inspection
1. As the In-Flight Security Coordinator, the Captain is
responsible to ensure the security and aircraft search policy
according to GOM Chapter 2 is complied with.
2. The flight crew must conduct an aircraft security inspection to
include opening compartment doors and inspecting the
compartment for tampering or foreign items that do not
belong.
3. The inspection must include all compartments as listed in the
Security Inspection checklist that are reachable from the
ground without assistance of ground equipment and designed
to be opened without a tool.
4. Due to flight safety concerns the following areas are
exempted from the Security Inspection:
- Radome.
- Engine cowlings.
- Compartments that are pressurized in flight.
- Avionics Compartments (forward/aft).
5. The Security Inspection may be accomplished simultaneously
with the Exterior Inspection.
1SECURITY
INSPECTION
COCKPIT
1. Abnormal gear extension
access door ...........................................OPEN & INSPECT
2. Main door alternate opening
panel......................................................OPEN & INSPECT
3. Crew Oxygen bottle door.......................OPEN & INSPECT
EXTERIOR
4. Main door closing control.......................OPEN & INSPECT
5. External power receptacle
(ramp interphone) door..........................OPEN & INSPECT
6. Battery compartment door .....................OPEN & INSPECT
7. Main hydraulic system door...................OPEN & INSPECT
4-2
CAUTION:
Note:
C. Exterior Inspection
The Exterior Inspection and Thruflight Inspection will normally be
accomplished by the First Officer and do not require the presence
of both crewmembers.
When checking the engine nacelle and fan blades make sure that
the blades have stopped or are windmilling at low speed that
allows the pilot to visually check the blades for damage.
Take time to assess the area where the airplane is parked. Evaluate if there is sufficient maneuvering room to taxi-out or perform a
push-back. Make sure that there will be enough clearance
throughout the required maneuver.
Also take time to inspect the airplane as a whole from a reasonable distance. See if the airplane looks physically sound and is
level and normal. Experience has shown that this "initial look" can
reveal details that will otherwise go unnoticed such as fluid spots
on the ground, unexpected things attached to the airplane, bent or
unaligned airframe components, etc.
4-3
1. Exterior Inspection
The First Officer will normally accomplish the Exterior
Inspection, although either or both crewmembers may
complete the inspection.
EXTERIOR INSPECTION
NOSE
1. FWD Entry Door ........................................................Check
2. Door Control Panel .................................Closed & Secured
3. Static Ports #1 & #3...............................No Obstructions or
Damage to Critical Area
4. Left Cockpit Side Window..........................................Check
5. AOA Sensor...............................................................Check
6. Pitot Tube # 1 ............................................................Check
7. Left TAT Probe ..........................................................Check
8. Ice Detector # 1 .........................................................Check
9. Battery Compartment Access Panel.......Closed & Secured
10. Battery Compartment Inlets & Vent .......... No Obstructions
11. Lt. Avionics Comp. Inlet & Vent ................. No Obstructions
12. Windshield Wipers.....................................................Check
13. Radome ...................................................Check & Secured
14. Nose Gear .................................................................Check
15. Landing & Taxi Lights ........... Check Condition & Operation
16. Wheels & Tires ..........................................................Check
17. Gear Pin .............................................................. Removed
18. Gear Uplock..........................................................Unlocked
19. Forward Avionics Access Hatch .............Closed & Secured
20. Right Avionics Compartment Inlet & Vent . No Obstructions
21. Hydraulic Lockout Pin.......................................... Removed
22. Hydraulic Compartment Door .................Closed & Secured
23. Pitot Tube #2 & TAT Probe .......................................Check
4-4
4-5
4-6
4-7
4-8
D. Safety Inspection
The SAFETY INSPECTION is part of the SET UP CHECK and
must be carried out by either crewmember prior to the first
flight of the day or whenever the crew-airplane combination
changes.
SAFETY INSPECTION
1. Logbook & Manuals ...........................................CHECKED
- Check that the following manuals are on board:
- Maintenance Logbook
- Review the Maintenance Log for MEL'd items,
CDL'd items, open write-ups, and a current
Airworthiness Release.
- Minimum Equipment List (MEL)
- EMB Operations Manual (AOM Vol.2)
- EMB Supplemental Performance Manual
Note:
Note:
Note:
4-9
4-10
4-11
- Fire Panel
- APU Fire Extg ........GUARDED/OUT
- BAGG.....................GUARDED/OUT
- APU Control Panel
- APU Master............................... OFF
- APU Fuel Shutoff ...GUARDED/OUT
- Powerplant Panel
- Ignitions.................................. AUTO
- Start/Stop Selectors ............... STOP
- Fire Extg Handle 2 ....................................IN
- Flight Controls Panel
- Ailerons & Rudders Shutoff...........IN
- Hydraulic Panel
- Eng Pumps Shutoff GUARDED/OUT
- Elec Hydraulic Pumps ............... OFF
- Logo Light ............................................. OFF
- Dome Light .................................... AS RQD
- Pax Signs................................................ON
- Ice Protection Panel
- Ice Protection Buttons ...................IN
- Sensors .....................................OUT
- Windshield Heating ...................OUT
- Ice Detection Override Knob .. AUTO
- Air Conditioning / Pneumatic Panel
- Recirc & Gasper............................IN
- Packs 1 & 2 ...............................OUT
- Eng Bleeds & APU Bleed..........OUT
- Sterile Cockpit Sign .............................. OFF
- Windshield Wipers ................................ OFF
- Main panel switches must be set as follows:
- AHRS 800...................................... SLAVED
- MFD Reversion.............................NORMAL
- ADC, AHRS, SG Reversion..................OUT
- DAU 1 & 2 ............................................OUT
5. Radar......................................................................... STBY
6. ELT ....................................................... ARMED (or) AUTO
7. Passenger Oxygen ....................................................AUTO
4-12
CAUTION:
E.
Airplane Power Up
1. APU Start Recommended Flow
APU START FLOW (Recommended)
Batteries
Avionics switches
Battery/GPU voltage
GPU (if available)
Fire test
Avionics switches
Right fuel pump
APU switch
APU bleed switch
APU switch
4-13
Note:
4-14
Note:
Once the APU has been started, at least one pilot must
be in the immediate vicinity of the aircraft at all times,
performing preflight functions.
4-15
Note:
4-16
Note:
3. Battery Voltage...................................................CHECKED
- Select the ELEC page on the MFD.
- Check the battery voltage.
- If the battery voltage is below 19 V, it must be
removed from the airplane to be recharged by
maintenance.
- Ensure BAT is greater than -20C.
- If the battery is colder than -20C it must be
warmed before use.
4. GPU ......................................................... "AVAIL" and ON
- While on the ELEC screen on the MFD, check GPU
voltage and amperage.
- Voltage must be 28.0 V (-2.0 V/+1.0 V)
- Push GPU Button to bring GPU on line.
- GPU AVAIL message goes out and white stripe
appears.
5. Fire Detection........................................................ TESTED
- Activate the Fire Detection Test by depressing the
TEST button for at least two (2) seconds.
4-17
Note:
Note:
4-18
Note:
Once the APU has been started, at least one pilot must
be in the immediate vicinity of the aircraft at all times,
performing preflight functions.
Note:
4-19
Note:
4-20
Note:
Note:
4-21
2 3
CA Flow
FO Flow
4-22
4-23
4-24
2Video
Master Switch....................................................ON
- If the system is deactivated, it is considered Not
Installed.
8. CVR....................................................................... TESTED
- Depress the CVR TEST button. The Status LED will
illuminate for approximately one second.
9. Electrical Panel ............................................................ SET
- GEN 1,2,3,4 buttons..........................................ON
- APU GEN button ...............................................ON
- ESSENTIAL POWER button .....GUARDED / OUT
- BUS TIES knob ............................................ AUTO
- SHED BUSES knob (if the APU is on-line) .OVRD
- AC PWR button .................................................ON
- BACKUP button ................................................ON
- AVIONICS 1 & 2 buttons ...................................ON
CA
CA
CA
CA
CA
CA
CA
4-25
12.
13.
14.
15.
4-26
CA
CA
CAUTION:
Note:
4-27
4-28
CA
4-29
CA
CA
CA
CA
4-30
CA
CA
CA
Note:
4-31
CAUTION:
CA
4-32
CA
Note:
4-33
CA
CA
4-34
CA
CA
Note:
4-35
2ACARS
initialized.
4-36
Section 2
Before Start
A. Release Briefing
The PIC shall brief the SIC after having received the
ATC CLEARANCE and prior to starting the BEFORE START
CHECK.
Both flight crew members shall become familiar with the contents
of the flight release and all attachments.
Both pilots will hold a copy of the flight release portion of the
paperwork while the PIC reads the required briefing items and the
SIC will confirm. As each required item on the release is briefed
and verified, each flight crew member will put a mark by that item.
The flight crew must ensure that no other activity or distractions
(i.e. getting ATIS, clearance, weight & balance, etc) occur during
the briefing.
B. Required Release Briefing Items
Refer to the EMB 145 POH Chapter 3 or the EMB 145 Data Cards
for a list of the required release briefing items.
C. Jump Seat Briefing
When a person is occupying the jump seat, the Captain is responsible to brief the jump seat occupant/additional crew member
before each takeoff on the items listed on the JUMP SEAT BRIEFING CARD in the EMB 145 Data Cards.
4-37
4-38
CA
3. Cabin Signs....................................................................ON
- Verify the NO SMOKING, FASTEN SEATBELT and
STERILE COCKPIT (if installed) signs are on.
- The STERILE COCKPIT (if installed) light is to be
illuminated anytime that sterile cockpit is in effect.
CA
CA
5. Beacon ...........................................................................ON
- Turn on the RED BCN to alert the ground crew that
you are ready to start main engines.
CA
4-39
CA
4-40
2. RMU Setup
a. COM 1
COM1 will be used as the primary radio for communication
with ATC.
b. COM 2
COM 2 is the secondary radio used for "Company Radio"
communication or ATIS.
c. NAV Active Window
Both pilots select the navigation fixes for the expected
departure route to be flown.
d. NAV Standby Window
Set to the expected approach in use at the departure
airport in case of an emergency return.
e. Transponder / TCAS
Ensure assigned transponder code is entered, TCAS is set
to ABOVE and a range appropriate for conditions.
3. RNAV DP Setup
In addition to paragraphs 1. and 2., the following items will be
accomplished:
a. FMS
The correct departure runway must be programmed into
the FMS prior to taking the active runway
CAUTION:
V2
4-41
4-42
Section 3
A. General
The following procedures should be used when conducting pushback operations. It is imperative that both flight and ground personnel are familiar with these procedures to ensure a safe
pushback operation.
1. Gear pins need not be installed when conducting this
operation.
2. The SET UP, or the THRUFLIGHT SET UP and BEFORE
START CHECKS must be completed prior to initiating the
pushback. All paperwork must also be completed and given
to the ramp agent. Passengers must all be seated and carryons stowed prior to pushback. Once the pushback has
started, the aircraft is considered to have departed.
3. All pushbacks must be accomplished using the ground crew
interphone system. This is the normal procedure. If the
handset/interphone is found to be inoperative or unavailable,
the exception as defined in the GOM applies.
4. The ramp agent shall initiate the procedure by first contacting
the flight crew through the interphone system to ensure they
are ready for the pushback. The appropriate ground control
facility should then be contacted requesting the pushback as
necessary. After permission has been received, the crew will
ensure the nosewheel steering is disarmed ("Steer Inop"
EICAS message) and the parking brake is released ("Brake
On" light not illuminated and handle is in down position). The
crew will then verbally state to ramp personnel that "Brakes
are released, steering is disengaged, ready for pushback".
The crew should use extreme diligence not to apply the
brakes during this procedure. The captain should keep both
hands and any other objects clear of the steering tiller so as to
not accidentally engage the steering during the pushback.
5. Engines may be started during the pushback procedure but
only after receiving a clear signal from the ramp personnel
over the ground interphone system. If an engine is started,
the captain shall monitor the engine start and the first officer
shall monitor the pushback procedure.
4-43
Cockpit
Ground Personnel
Connect tow bar.
Connect tug.
Tug is in PARK and BRAKES
set.
Remove all wheel chocks.
Ensure equipment, personnel,
and passengers clear for pushback.
Wing-walkers present and
ready.
When
Obtain pushback clearance
and repeat pushback instrucPushback is
tions.
desired
CLEARED TO PUSH, TAIL __
CONFIRM STEERING INOP,
BRAKES RELEASED
BRAKES ARE RELEASED,
STEERING IS DISENGAGED,
READY FOR PUSHBACK
Push Back
Complete
C. Powerback
Powerback is not authorized.
REV. 6, 01 MAY 2008
4-44
Section 4
Starting Engines
A. General
During gate operations, wait for the start signal from the ramp
agent.
The captain will start the engines using the APU or an external air
source. Before each start, a crewmember will visually check the
engine area to the best of their ability. During all engine starts,
both crewmembers should remain alert to engine start malfunctions and obstructions in the area. The Captain will guard the
START/STOP selector switch and monitor the engine start parameters. If the engine start occurs during a pushback, the First
Officer will monitor the pushback operation, while the Captain
monitors the engine start.
Confirm the appropriate fuel pump is ON and the Crossbleed
Valve Selector is not in the CLOSED position. Rotate the START/
STOP selector switch from the OFF position momentarily to
START and back to RUN while simultaneously starting a timer.
This activates the starter air control valve and initiates the start
sequence in the FADEC. Holding the START/STOP switch in
START for more than three (3) seconds will cause the FADEC to
discontinue the start.
After selecting START on the selector, verify N2 rotation within 20
seconds.
At 14.7% N2, verify ignition. At 28.4%, fuel flow will be indicated.
The initial light off fuel flow should be 150 to 250 pph. If temperature is below -18C, NDOT will provide a maximum light off fuel
flow of 350 pph during start. Following light off detection, fuel flow
will be pulled back to minimum for approximately 0.5 seconds.
After that fuel flow is metered according to the predetermined
acceleration schedule.
Monitor ITT for light off.
Note:
Starts are faster if ITT is below 210C.
So as not to exceed parameters, monitor ITT, N2, N1 and oil pressure throughout the start.
The start cycle is completed at approximately at 63% N2 and takes
approximately 40 seconds. At the end of the start sequence, the
ignition message on the EICAS will extinguish. After start is complete, the engine stabilizes at about 64% N2 and 24% N1.
REV. 6, 01 MAY 2008
4-45
4-46
Ensure both packs are off and engine bleeds are closed
prior to connecting an external air bottle.
C. Crossbleed Start
To perform a crossbleed start, select bleed open on the operating
engine, ensure that the area behind the aircraft is clear of personnel and equipment, set N2 to 83% on the operating engine and
repeat the start procedure.
Note:
CAUTION:
4-47
4-48
4-49
CROSS-BLEED START
1. Towbar ................................................... DISCONNECTED
2. Clear behind airplane ............................................VERIFY
3. Non-operating Engine Bleed ..................................... CLSD
4. Operating Engine Bleed ...........................................OPEN
5. XBLEED ......................................................AUTO / OPEN
6. Fuel Pump .................................................................... ON
7. N2 ................................................................ SET 83% MIN.
8. START/STOP Selector ...................... START momentarily
- Less than 3 seconds
9. Start time
10. Verify:
- N2 rotation within 20 seconds.
- At 14.7% N2, Ignition
- At 28.4% N2, Fuel Flow
- Normal Fuel Flow 150 - 250 pph.
- If temperature is below -18C, maximum Fuel
Flow of 350 pph.
- Light Off:
- ITT rise within 10 seconds of Fuel Flow
indication.
- Fuel Flow may decrease to minimum for 0.5
seconds.
- N1 rotation prior to starter cut-out.
- Start cycle will be completed at approximately 63%
N2 and approximately 40 seconds.
- Check for N1, ITT, N2, Fuel Flow, Oil Pressure &
Temperature within limits.
11. Thrust Levers...............................................................IDLE
4-50
Section 5
After Start
4-51
4-52
CA
CA
CA
4-53
CA
CA
6. Ice Panel.......................................................................SET
- ENGINE AIR INLET pushbuttons:
- All conditions: DEPRESSED (dark).
- SENSORS pushbuttons: ON (dark).
- WING and STAB pushbuttons: DEPRESSED (dark).
- WINDSHIELD pushbuttons:
- Normal conditions: OFF (lighted)
- ICE DETECTION OVERRIDE knob:
- Normal conditions: AUTO
CA
CA
8. APU ..............................................................................OFF CA
- Press the APU STOP button and monitor APU
deceleration through 10% RPM.
- Below 10% RPM select the APU MASTER switch to
the OFF position and verify the EICAS indicates
APU FUEL SOV CLSD.
Note:
To minimize cooling stresses on the turbine wheel, the
APU should be shutdown while under load or within ten
seconds after the load is removed.
REV. 6, 01 MAY 2008
4-54
For RNAV 1 DP with radar vectors to the first fix use flight
guidance setup as above.
Note:
CA
FO
4-55
CA
4-56
CA
CA
3. APU.............................................................................. OFF CA
- Press the APU STOP button and monitor APU
deceleration through 10% RPM.
- Below 10% RPM select the APU MASTER switch to
the OFF position and verify the EICAS indicates
APU FUEL SOV CLSD.
Note:
To minimize cooling stresses on the turbine wheel, the
APU should be shutdown within ten seconds after the
pneumatic load is removed.
4. FADECs ................................................ RESET/ALTN/SET
- Reset and alternate the FADECs on the delayed
start engine.
- Select RESET to clear faults in the FADECs.
- Select ALTN to ensure proper operation of the
operating FADECs. If engine flames out or
does not alternate, do not attempt further starts
or takeoff and notify maintenance.
- Set the appropriate FADEC for the Pilot Flying.
- The Captain will use FADEC A.
- The First Officer will use FADEC B.
CA
CA
Note:
The aircraft may now resume its taxi after the above
checklist has been completed.
4-57
4-58
CA
CA
TIE
CA
4-59
CA
CA
CA
7. Ice Panel.......................................................................SET
- ENGINE AIR INLET pushbuttons:
- All conditions: DEPRESSED (dark).
- SENSORS pushbuttons: ON (dark).
- WING and STAB pushbuttons: DEPRESSED (dark).
- WINDSHIELD pushbuttons:
- Normal conditions: OFF (lighted)
CA
CA
4-60
9. APU.............................................................................. OFF CA
- Press the APU STOP button and monitor APU
deceleration through 10% RPM.
- Below 10% RPM select the APU MASTER switch to
the OFF position and verify the EICAS indicates
APU FUEL SOV CLSD.
Note:
To minimize cooling stresses on the turbine wheel, the
APU should be shutdown while under load or within ten
seconds after the load is removed.
10. Flight Guidance ........................................................."____" CA
- The Captain states,
- "Coupled to (Pilot Flying side), T/O submode,
heading, low bank".
or, in case of RNAV 1 departure without Radar vectors,
- "Coupled to (Pilot Flying side), T/O submode,
NAV, FMS".
- Flight Guidance System ........Coupled to PF
- Go-Around Button ............................. Press
- This action selects T/O SUBMODE
- Verify:
- Flight Director Bars on the PFD pitch to 14 (13
or 12 respectively) nose up in accordance with
flap setting.
- T/O Mode annunciation is presented as the
vertical mode at the top of the PFD.
- Flight Guidance Panel.. HDG mode and Low Bank
Note:
For RNAV 1 DP with radar vectors to the first fix use flight
guidance setup as above.
Note:
4-61
CAUTION:
CA
4-62
Section 6
Taxiing out
A. General
Only the Captain will taxi the airplane. The left seat pilot controls
the airplane during taxi since the hydraulic steering tiller is located
on the left side of the cockpit.
The Captain will not begin to taxi until both pilots are seated in the
cockpit with seat belt and shoulder harness fastened and the
cabin is secure.
Single engine taxi is strongly encouraged whenever the situation
allows; however, consideration must be given to congested areas,
local regulations and atmospheric conditions when performing single engine taxi.
Maneuvering the airplane on the ground is, in most respects, similar to maneuvering other conventional tricycle gear airplanes.
Nosewheel steering is used for directional control. Make all turns
at a slow speed.
Good taxi technique requires awareness of the proximity of obstacles, the effects of excessive noise, and the force of the jet
exhaust.
B. Single Engine Taxi from the Gate
In an effort to conserve fuel or to maneuver the aircraft away from
the gate area using one engine only, the following taxi procedures
have been established.
Upon completion of the first engine start, accomplish the SINGLE
ENGINE AFTER START checklist. Caution should be exercised
in the ramp and gate area for any excessive thrust that might be
required to maneuver the aircraft on one engine.
The following considerations should be taken into account when
deciding to start the remaining engine. The remaining engine will
only be started with the parking brake set so as to allow the Captain to devote their full attention to starting the remaining engine.
If an engine cross-bleed start is being performed, keep in mind
what is directly behind you. Allowance for engine warm-up limitations must also be taken into account.
After successful completion of the remaining engine start, the
DELAYED ENGINE AFTER START CHECK must be performed
prior to moving the aircraft. Once these items are completed, the
Captain may continue to taxi.
REV. 6, 01 MAY 2008
4-63
1. Restrictions
Single engine taxi is not permitted if:
- engine anti ice is required; or
- if ramp or taxiway surfaces are found to be slippery,
shining wet, or more than 15% of the taxi surface is
contaminated by ice, snow or slush; or
- any electric hydraulic pump function is inoperative.
2. Nose Wheel Deflection during Single Engine Taxi
When starting from a stop or operating at very slow speeds,
nose wheel deflection beyond 30 degrees into the operating
engine may result in the aircraft stopping. To avoid subjecting
the nose gear, wheel, and steering mechanism to excessive
stress, either initiate forward momentum or start the other
engine.
C. Engine Warm Up Prior to Takeoff
The engines must be allowed to run at taxi thrust to stabilize
engine temperatures before takeoff thrust is selected.
Run the engines at idle or taxi thrust a minimum of four (4) minutes
for cold engines and two (2) minutes for warm engines. An engine
is considered cold if it has been shutdown for more than ninety
(90) minutes.
4-64
4-65
F. Deicing/Anti-Icing
1. For deicing/anti-icing procedures and hold-over tables, see
EMB-145 Data Cards and GOM Chapter 2.
2. For guidance on proper aircraft configuration during deicing,
review the pre- and post-deicing checklists in Chapter 7.
3. Prior to deicing/anti-icing, the AFTER START CHECK must
be complete.
CAUTION:
1Ice
Protection Test
4-66
Note:
4-67
4-68
Bulletin:
Effective Date:
To:
From:
Subject:
Recording-
Highlights-
Placement-
Instructions-
POH145-08-05
10 OCT 2008
All EMB POH Manual Holders
Dirk Melchior, Manager of Flight Standards
Flight Attendant Before Takeoff Notification
OVER >>>
POH145
Page 1 of 4
Section 7
Before Takeoff
Page 2 of 4
The First Officer will release the gust lock and, while
waiting the required 10 seconds for the locking pins to
release, notify the flight attendant. Then check full
movement and freedom of the ailerons and elevators.
POH145
Section 7
Before Takeoff
The First Officer will release the gust lock and, while
waiting the required 10 seconds for the locking pins to
release, notify the flight attendant. Then check full
movement and freedom of the ailerons and elevators.
4-69
1Ice
PF
CA
3. Instruments........................................................ CHECKED
- Check the flight instruments for flags and proper
display information.
- Check the engine instruments on the EICAS for
proper indications.
- Check the heading bug is set to runway heading.
- Check the altitude pre-select for the first assigned
altitude.
- Check the navigation setup is in agreement with
departure clearance.
4. Flaps, Spoilers, Trim...................... "____" / CLSD / ____
- The flaps should be selected to 9 (18, 22) and
verified on the EICAS display.
- The spoilers will be verified by a CLOSED indication
on the EICAS and by the speed brake handle
position.
- The pitch trim will be verified in the correct position.
- Sample response: "9, closed, 8 UP."
- First Officer will also verify flap, spoiler, and trim
positions. (no response required)
CA
4-70
Placement-
This bulletin is issued in two parts. This is Part Two. Insert this bulletin
in Chapter 4, before Page 4-71.
Instructions-
OVER >>>
POH145
Page 3 of 4
FO
Page 4 of 4
POH145
6. EICAS ................................................................CHECKED
- Verify any EICAS messages to ensure the
messages are normal.
- Verify the absence of warning and caution
messages and acknowledge any advisory or
caution message associated with a deferred item.
CA
FO
4-71
4-72
Section 8
Line-Up
CA
3. Takeoff Config....................................................CHECKED
- Depress the TO CONFIG button to initiate the
takeoff configuration check.
CA
CA
4-73
4-74
Section 9
Takeoff
A. General
The PF's primary responsibility is outside the aircraft during the
takeoff phase, the PM will monitor the cockpit indications. As time
and workload permit, backup the other crewmember.
1. Change of Aircraft Control
When the First Officer is the PF and it is a STATIC TAKEOFF,
the Captain lines up the airplane on the runway, applies
brakes and calls out, "YOUR CONTROLS". The First Officer
responds by applying the brakes and calling out, " MY
CONTROLS ".
When the First Officer is the PF and it is a ROLLING
TAKEOFF, the Captain lines up the airplane on the runway
and calls out, "YOUR CONTROLS". The First Officer
responds by calling out, "MY CONTROLS" without braking the
airplane.
2. Use of Flight Director and/or Autopilot during Takeoff
Takeoffs must be performed with the yaw damper and the
autopilot off. The flight director will be in the takeoff submode.
The yaw damper and autopilot should be engaged after
takeoff (500 feet AGL minimum) with the aircraft properly
trimmed. Prior to autopilot engagement, ensure the PFs flight
director is in view and the autopilot is coupled to the Pilot
Flying side. When engaged, the autopilot will follow the flight
director command bars.
4-75
4-76
4-77
CA
Line up:
LINE UP CHECK.
Prior to Takeoff
Line up:
Cleared for
Takeoff
FO
FO Flow
Read LINE UP CHECK.
LINE UP CHECK COMPLETE.
PF
PM
CHECK THRUST.
At V1
Release TL's and place both
hands on the control wheel.
At VR
ROTATE.
Smoothly rotate to approximately 14 FD pitch at a rate
of 2 per second.
4-78
Event
PF
PM
* Positive vertical speed on the
VSI and 35 feet AGL:
POSITIVE RATE
ACCELERATION ALTITUDE,
V2 + 15.
FLAPS UP, CLIMB
THRUST.
1500 FEET.
ICE DETECTION OVERRIDE knob AUTO.
Packs reset if necessary.
Pressurization check.
4-79
CA
Line up:
LINE UP CHECK.
Prior to Takeoff
Line up:
Cleared for
Takeoff
FO
FO Flow
Read LINE UP CHECK.
LINE UP CHECK COMPLETE.
PF
PM
CHECK THRUST.
Release brakes.
Maintain runway centerline
with rudder steering.
Passing
80 KIAS
Visually confirm 80 knots.
At V1
Release TL's and place both
hands on the control wheel.
At VR
ROTATE
Smoothly rotate to approximately 14 FD pitch at a rate
of 2 per second.
4-80
Event
PF
PM
* Positive vertical speed on the
VSI and 35 feet AGL.
POSITIVE RATE.
ACCELERATION ALTITUDE,
V2 + 15.
FLAPS UP, CLIMB
THRUST.
1500 FEET.
ICE DETECTION OVERRIDE knob AUTO.
Packs reset if necessary.
Pressurization check.
4-81
4-82
x Gear Handle UP
x Monitor gear
indication
PM
* Positive rate on
VSI and 35 feet
AGL
Normal Takeoff
Procedures
PART 2
ACCELERATION ALTITUDE,
V2 + 15
* Acceleration Altitude
PF
Flaps 9q Takeoff
x
x
x
x
Select Flaps Up
Press CLB thrust button
Set FGC as requested by PF.
Reduce exterior lights
PM
PF
FLAPS UP,
CLIMB THRUST
PM
PF
1500 FEET
Volume 5
4-83
PF
PM
Start with Actions and Callouts for Takeoff with Flaps 9 as described earlier
in this Chapter.
500 feet AFE
500 FEET
AUTO PILOT ON.
Command Auto Pilot ON (if
operable).
Continue with Actions and Callouts for Takeoff with Flaps 9 as described
earlier in this Chapter.
4-84
4-85
Note:
Passing 1500 feet AGL, the PM will call out 1500 feet and
ensure that the ICE DETECTION OVERRIDE knob is in
AUTO, reset the packs if necessary, and check
pressurization.
[see Flaps 18 Takeoff Profile Part 2 or Flaps 22 Takeoff
Profile Part 2]
2. Static Takeoff with Flaps 18/22
A static takeoff must be performed whenever the aircraft is
runway limited according to the aircraft takeoff performance
data (see EMB 145 POH Chapter 9 for details). In this case,
the brakes should not be released until the engines have
reached the N1 target thrust. From that point on, follow the
procedure for the rolling takeoff.
Note:
4-86
CA
Line up:
LINE UP CHECK.
Prior to Takeoff
Line up:
Cleared for
Takeoff
FO
FO Flow
Read LINE UP CHECK.
LINE UP CHECK COMPLETE.
PF
PM
CHECK THRUST.
At V1
Release TL's and place both
hands on the control wheel.
At VR
ROTATE.
Smoothly rotate to approximately 13 (Flaps 18) or 12
(Flaps 22) FD pitch at a rate
of 2 per second.
4-87
Event
PF
PM
* Positive vertical speed on the
VSI and 35 feet AGL.
POSITIVE RATE.
ACCELERATION ALTITUDE,
V2 + 10.
Select Flaps - 9.
FLAPS 9.
Maintain speed no less than Monitor airspeed.
VFS through 1500 feet AGL
or MEA.
V2 + 30 min.
V2 + 30.
FLAPS UP, CLIMB
THRUST.
1500 FEET.
ICE DETECTION OVERRIDE knob AUTO.
Packs reset if necessary.
Pressurization check.
4-88
CA
Line up:
LINE UP CHECK.
Prior to Takeoff
Line up:
Cleared for
Takeoff
FO
FO Flow
Read LINE UP CHECK.
LINE UP CHECK COMPLETE.
PF
PM
CHECK THRUST.
Release brakes.
Maintain runway centerline
with rudder steering.
Passing
80 KIAS
Visually confirm 80 knots.
At V1
Release TL's and place both
hands on the control wheel.
4-89
Event
PF
PM
ROTATE.
At VR
Smoothly rotate to approximately 13 (Flaps 18) or 12
(Flaps 22) FD pitch at a rate
of 2 per second.
Airborne, Positive Climb
Indication
Acceleration
Altitude
AND
V2+10 min.
ACCELERATION ALTITUDE,
V2 + 10.
Select Flaps - 9.
FLAPS 9.
Maintain speed no less than Monitor airspeed.
VFS through 1500 feet AGL
or MEA.
V2 + 30 min.
V2 + 30.
FLAPS UP, CLIMB
THRUST.
1500 FEET.
ICE DETECTION OVERRIDE knob AUTO.
Packs reset if necessary.
Pressurization check.
4-90
4-91
x Gear Handle UP
x Monitor gear
indication
PM
* Positive rate on
VSI and 35 feet
AGL
Normal Takeoff
Procedures
PART 2
FLAPS 9
ACCELERATION ALTITUDE,
V2 + 10
x Select Flaps 9q
PM
* Acceleration Altitude
PF
Select Flaps Up
Press CLB thrust button
Set FGC as requested by PF
Reduce exterior lights
PF
x
x
x
x
PM
PF
FLAPS UP,
CLIMB THRUST
V2 + 30
PM
PF
1500 FEET
Volume 5
4-92
PF
PM
Start with Actions and Callouts for Takeoff with Flaps 18/22 as described
earlier in this Chapter.
500 feet AFE
500 FEET
AUTO PILOT ON.
Command Auto Pilot ON (if
operable).
Continue with Actions and Callouts for Takeoff with Flaps 18/22 as
described earlier in this Chapter.
1. Acceleration Altitude
a. Acceleration Altitude (AALT), also known as Flap Retraction Altitude (FRA), for all takeoffs is 1,000 feet AFE
unless a Special Departure Procedure prescribes otherwise.
b. Turns before reaching the acceleration altitude are
permitted if either:
the prevailing weather conditions are equal to or better
than 1000 feet ceiling and 3 SM visibility; and
the early turn restrictions published in this Chapter
are complied with.
OR
the assigned instrument departure procedure
specifically requires a turn before reaching 1000 feet
AFE.
REV. 6, 01 MAY 2008
4-93
4-94
e. ATC Instructions
In the event that the aircraft is not assigned a DP but on
departure the aircraft is in a radar environment and
Departure Control assigns a heading, the pilot is allowed
to turn to the assigned heading.
E. 1500 Feet AGL Recommended Flow
The PM performs the following flow, workload permitting, after
passing 1500 feet AGL minimum.
1500 FEET AGL (minimum) Flow (Recommended)
ICE DETECTION OVERRIDE knob
Packs
Pressurization
Verify:
-
Landing Gear
Flaps
Thrust
Exterior Lights
4-95
4-96
Section 10 Climb
A. General
1. Early Turns (Two Engine)
a. The Acceleration Altitude is 1000 feet AFE unless specified differently by a Special Departure Procedure.
b. The Acceleration Altitude dictates the minimum altitude for
a turn out. Turns before this altitude may not guarantee
the required obstacle clearance.
c. DO NOT initiate any turns before passing Acceleration Altitude unless the parameters listed below are met:
- Required by a Special Departure Procedure;
OR
- Required by a Departure Procedure.
OR
- The prevailing weather conditions are equal to or better
than 1000 feet ceiling and 3 SM visibility.
OR
- by request from ATC.
d. When starting an early turn:
- you must be above 200 feet AGL;
AND
- at an airspeed no less than V2;
AND
- you dont exceed 15 angle of bank (BNK).
2. Early Turns (Engine failure immediately after V1)
The Early Turn (Two Engine) restriction still apply except for:
- The turn to the initial engine failure heading, if part of the
Special Departure Procedure, may be started at 50 feet
AFE.
3. Compliance with Departure Procedure
PM closely monitors and assists the PF to comply with climb
gradient required in departure procedure/special departure
procedures/or noise abatement procedures.
4. Speed Restrictions: (FAR 91.117)
200 KIAS at or below 2500 ft AGL within 4NM of the
primary airport of a Class C or Class D airspace.
200 KIAS below Class B airspace.
250 KIAS below 10,000 feet MSL.
REV. 6, 01 MAY 2008
4-97
5. Use of Automation
Prior to engaging the autopilot or flight director, check the
proper modes have been selected and are shown as captured
(green) on the PFD. Mode selections must be confirmed and
Flight Director (FD) command bars must be displayed prior to
engaging autopilot.
At acceleration altitude, not lower than 1000 feet AGL, deselect low bank (BNK), engage the yaw damper and select a
vertical mode. The PF commands the desired configuration
and the PM sets up the FGC.
a. Altitude Preselect (ASEL)
To allow the aircraft to climb, set the assigned altitude with
the ASEL and select a vertical mode. When the altitude
selected by the ASEL is reached, the command bars will
initiate a pitch level command to capture and maintain the
desired altitude.
b. Flight Level Change Mode (FLC)
Note:
4-98
4-99
4-100
Climb Check
1. Landing Gear ................................................................. UP
- Verify the landing gear handle is up and EICAS
shows three (3) white gear up indications.
PM
2. Flaps .............................................................................. UP
- Verify the flaps handle is in the 0 detent and the
EICAS indicates 0 flaps.
PM
PM
4. Pressurization ....................................................CHECKED
- Verify a pressure differential is increasing.
PM
PM
PM
PM
2Sterile
4-101
PF
PM
10,000 FEET.
Accomplish 10,000 Feet
Flow and CLIMB CHECK.
Transition Altitude
(18,000 feet
MSL)
18,000 FEET.
FO sets 29.92 and
announces,
29.92 SET ON THE RIGHT
AND CROSS-CHECKED.
Turn off LDG 1 & 2, and
LOGO lights.
4-102
Section 11 Enroute/Cruise
A. General
Leveling off at a predetermined altitude requires a pitch decrease
prior to reaching the altitude. Climb rate will determine when the
PF should begin the level off.
After leveling off, the PF accelerates the airplane until the airspeed
has stabilized, then calls for the "Cruise Check". Make sure that
the airspeed stays below VMO/MMO or any ATC restriction. If maximum endurance and range is desired, consult the Supplemental
Performance Manual.
B. CRUISE CHECK Expanded Checklist
The CRUISE CHECK is to be run after leveling off at the cruise
altitude, CRZ is selected and workload permits. This checklist will
be completed by both pilots as challenge-and-response.
CRUISE CHECK
1. Thrust Rating................................................................CRZ
- Verify CRZ power mode annunciation on the EICAS
and the engine indications are appropriate for cruise
power.
PF
PF
4-103
C. RVSM
1. Autopilot
The autopilot must be operable and engaged for cruise flight
in RVSM airspace.
When climbing or descending to a cleared Flight Level, it is
recommended that the level-off be accomplished using the
autopilot altitude capture.
2. Altimeter
a. At the first level-off altitude above FL 180, the flight crew
must verify the correct altimeter setting and cross-check
between primary altimeters and the stand-by altimeters.
b. During cruise flight and at intervals of approximately 1
hour, cross-checks between the primary altimeters and the
stand-by altimeters must be made.
- Verify all altimeters are set to 29.92.
- The difference between the altitude
displayed on the three altimeters will be
within the limits specified in the Chapter
2 Limitations.
- Any failure of the altimeter system to
stay within the required limits must be
reported to ATC and to Maintenance.
D. TCAS
Set TCAS to Normal mode and range as desired.
E. VOR Check
Complete VOR Check and log result in the designated space in
the Maintenance/Flight Log.
4-104
4-105
4-106
Section 12 Descent
A. General
The preferred and most efficient method for descent is in a clean
configuration at idle thrust.
1. Use of Flight Director and/or Autopilot during Descent
To descend, set the new assigned altitude with the ASEL,
select a vertical mode, and reduce thrust as necessary.
a. Altitude Preselect (ASEL)
To allow the aircraft to descend, set the assigned altitude
with the ASEL and select a vertical mode. When the
altitude selected by the ASEL is reached, the command
bars will initiate a pitch level command to capture and
maintain the desired altitude.
b. Flight Level Change Mode (FLC)
When the Flight Level Change mode is selected, and if the
altitude preselected is below the current altitude, the FD
provides a descent rate of 2,000 feet per minute. Below
10,000 feet, pitch commands will limit the descent rate to
1,000 feet per minute. The command bars will pitch to
capture and maintain the altitude selected by the ASEL.
c. Vertical Speed Mode (VS)
The Vertical Speed mode may be used for descents, but
the flight crew must pay particular attention to the indicated
airspeed or Mach number. As the aircraft descends, the
vertical speed selected (annunciated in the lower right
corner of the PFD's) must be adjusted regularly to maintain
adequate airspeed and proper descent profile.
d. Indicated Airspeed Mode (SPD)
The Indicated Airspeed mode may be used for descents.
The flight crew must pay particular attention to the vertical
speed when using the SPD mode.
e. Pitch (PIT)
Use pitch mode to allow the aircraft to descend at a
constant pitch angle. Closely monitor vertical speed and
indicated airspeed.
4-107
PF
Transition Level
during Descent CA sets appropriate Altimeter Setting and announces,
____ SET LEFT AND CENTER.
PM
FL 180.
FO sets appropriate Altimeter Setting and announces.
____ SET ON THE RIGHT
AND CROSS-CHECKED.
Turn on landing lights.
b. Landing Lights
Turn ON the landing lights (LDG 1 & 2) when passing
18,000 feet in the descent.
B. Landing Data and Performance
During the descent but no later than the commencement of the
approach procedure or visual approach pattern, the Captain is
responsible to review and verify:
1. Landing Data
a. Prior to commencing the approach ensure the actual
landing weight will not exceed the maximum landing
weight (MLW) limitation.
b. Subtract the actual Zero Fuel Weight as calculated on the
Load Manifest from the Maximum Landing Weight in the
performance data. This will provide you with the maximum
amount of fuel on board at touchdown.
1) Example (EMB 145LR):
42,549 lbs (MLW) - 38,850 lbs (ZFW) = 3,699 lbs FOB
at touchdown
4-108
2. Landing Performance
The crew will review the factored and unfactored landing
distances provided with the performance package, or the EMB
145 Data Cards if not landing at planned destination.
C. Vertical Speed Control
Reduce vertical speed to between 500 and 1500 feet per minute
in the last 1000 feet before level off altitude.
D.
4-109
4-110
4-111
4-112
PF
PF
3. Pressurization ....................................................CHECKED
- Verify the cabin is descending and the landing
elevation is properly set in the digital pressure
controller always rounding down to the nearest 100
feet.
PF
PF
4-113
G. Approach Briefing
The approach briefing must be completed as soon as possible for
the anticipated landing runway.
Prior to conducting the approach briefing, both pilots will have their
appropriate approach charts out and in plain view until completion
of the approach.
1. Crew Coordination during Approach Briefing
The PF will determine how the approach briefing will be
conducted.
a. OPTION 1 - PF prefers to brief the approach:
1) PM will review the planned approach;
2) PF will positively transfer controls to the PM;
3) PM will assume control and fly the aircraft during the
approach briefing by the PF;
4) PF will review and brief the planned approach;
5) PM will positively transfer control back to the PF;
6) PF will assume control and fly the approach;
7) PM will monitor.
b. OPTION 2 - PF prefers to be briefed on the approach:
1) PM will review and brief the planned approach;
2) PF will maintain control of the aircraft;
2. Approach Charts
Utilize the Jeppesen Briefing Strip whenever available.
4-114
4-115
APPROACH CHECK
1. Descent Announcement .................................. COMPLETE
- INRANGE Call on Company radio is complete.
- Passengers are briefed.
- PA announcement FA, prepare the cabin for
landing.
PM
PF
3. X-Feed..........................................................................OFF
- Ensure that the crossfeed is turned OFF.
PF
PF
PM
4-116
Section 13 Holding
A. General
Proper planning is essential and airspeed must be reduced to
holding speed when the airplane is within 3 minutes of the ETA at
the holding fix.
Report to ATC the time and altitude/flight level upon reaching the
clearance limit, and report leaving the clearance limit. When holding at a VOR station, the turn to the outbound leg should be made
at the first complete reversal of the TO/FROM indicator.
1. Maximum Holding Speeds (VHOLD)
Up to 6,000 feet ........................................200 knots
6,001 to 14,000 feet .................................230 knots
(210 where published)
14,001 feet and above..............................265 knots
Some nonstandard holding patterns may have maximum
holding speeds as low as 175 knots. These nonstandard
speeds will be depicted on the chart.
2. Timing
The inbound leg should be one (1) minute at or below 14,000
feet and one and a half (1) minutes above 14,000 feet.
3. Configuration and Speed
Holding is conducted in the clean configuration using the
minimum power required to maintain the airspeed published in
the EMB Supplemental Performance Manual. The power
required to maintain this speed will prolong holding time by
increasing fuel economy.
Note:
4. Fuel Consumption
The pilot must always consider the reason for the holding, the
Expect Further Clearance (EFC) time, destination and
alternate fuel, comparing fuel on board versus required fuel.
Dispatch and flight plan fuel consumption during holding is
calculated at 42 lbs/min.
Note:
4-117
4-118
Section 14 Approach
A. General
1. Instrument Approach
An instrument approach is considered a critical phase of flight.
Each approach is unique and has its own variables such as
weather, terrain, field length, traffic congestion and arrival
headings to the initial approach fix. Plan and brief the
approach before the high task load of the approach begins.
Avoid high sink rates and non-standard maneuvers. Use all
available NAV aids and airplane installed alerting and warning
systems. Make maximum use of all cockpit resources through
active crew coordination. The PM crosschecks flight
instruments and NAV aids for flags and proper settings prior
to the final approach fix. The PM monitors the approach and
aids the PF with altitude calls and any deviations from
electronic guidance. The safest and best landings result from
a well planned and executed, stable approach.
2. Use of navigational aids and systems
The PFs NAV radio will be tuned to the primary approach
facilities while the PM sets up any additional nav-aids that are
used to identify segments of the approach, i.e. cross-radials.
After passing the last cross-radial, the PM will tune to the
primary approach nav-aid to monitor the approach and assist
the PF.
The PM identifies ALL Nav-Aids prior to beginning the
approach.
Nav-aids required for a Missed Approach will be tuned in the
standby window.
3. Responsibility of the PF/PM
The PF will monitor the instruments until the callout "Runway
in sight", then transition to outside references no later than
100 feet above the touchdown zone (TDZ) elevation.
The PM's responsibility is to monitor the approach, deliver the
proper callouts and visually acquire the runway.
4-119
VFS
VREF
VGA9
VTGT
Gear/Flap
Speed
UP/0*
180 KIAS*
UP/9
160 KIAS
DOWN/22
140 KIAS
DOWN/22
VTGT
Stabilized Approach
DOWN/45
VTGT
Crossing Threshold
DOWN/45
VREF
4-120
4-121
4-122
4-123
D.
Stabilized Approach
1. Definition and Parameters for Stabilized Approaches
A Stabilized Approach is one of the key features of safe
approaches and landings. It means the aircraft must be in an
approved landing configuration (including a circling
configuration, if appropriate), must maintain the proper
approach speed, and must be established on the proper
flightpath before descending below the minimum "stabilized
approach height" specified for the type of operation being
conducted. These conditions must be maintained throughout
the remainder of the approach. A stabilized approach is
characterized by a constant-angle, constant-rate of descent
approach profile ending near the touchdown point, where the
landing maneuver begins.
2. Minimum Stabilized Approach Heights
a. 1000 feet above the airport or TDZ elevation during instrument flight conditions and visual flight conditions.
b. In any type of abnormal or emergency situation, the
approach must be stabilized no later than 1000 feet above
the airport or TDZ elevation.
If the above conditions are not met a missed approach or
go-around must be executed.
4-124
4-125
4-126
4-127
4-128
c. NDB Approaches
There is no possibility to select or couple RMI/HSI
indication when executing an NDB approach. Tracking
must be accomplished through the HDG mode.
d. Vertical Modes during Non-Precision Approaches
VS, IAS, PIT, and FLC modes may be utilized to control
the descent during non-precision approaches. Pay
particular attention to the vertical speed and the Stabilized
Approach criteria.
e. Altitude Preselect (ASEL) during Non-Precision
Approaches
The ASEL is initially set to the procedure turn altitude,
subsequently, to the initial approach segment altitude,
crossing altitude restriction/step-down altitude, and MDA.
If the desired altitude is not an "even" number in hundreds
of feet, round the altitude up to the nearest 100 feet and set
that altitude in the ASEL (e.g. 525 ft rounds up to 600 ft).
In order to descend to 525 feet from 600 feet, the PF
should press and hold the TCS button, fly the airplane to
the desired altitude, then release the TCS button.
The FD/AP ALT mode will be armed for capture of the
selected altitude, and is noted by illumination of the white
ALT message on the PFD. The ALT message will change
to green as the selected altitude is captured.
After capturing the MDA and verifying ALT mode is
engaged, set the missed approach altitude in the ASEL.
4-129
H. Landing Clearance
1. At the 1,000 foot call-out, the crew will know whether landing
clearance has been received or not.
If not, the PM will take appropriate action.
2. No later than 500 feet AGL, both flight crew members must
verbally confirm they have received the landing clearance.
I.
Clearance Reminders
As a reminder, immediately upon receipt of the clearance for the
approach or clearance to land, set the lights as indicated below:
- Cleared for the Approach ....... NOSE Light - On
- Cleared to Land ......................... TAXI Light - On
CAUTION:
4-130
J. Precision Approaches
1. ILS (Flaps 45)
Prior to initiating an approach, the APPROACH CHECK will
be completed. While outbound, flaps 9 will be selected and
the aircraft slowed to 180 knots. The PF will call for, "Flaps 9"
and the PM will select flaps 9 after verifying airspeed within
limits.
When the glide-slope comes alive (no later than 2 miles from
the OM), the PF will call for, "Gear Down, Flaps 22." The PM
will select gear down, flaps 22 after verifying airspeed within
limits, then verify gear down and locked and flaps 22
indications on the EICAS. The PF will make the appropriate
thrust adjustments to begin slowing the aircraft to VTGT.
At half dot below glide slope intercept and below 145 knots,
the PF will call for, "Flaps 45, Landing Check (to the line)."
The PM will select flaps 45 and accomplish the LANDING
CHECK (TO THE LINE). The PF should slow to VTGT.
CAUTION:
4-131
PF
Before Initial
Approach Fix
IAF
Outbound/
Downwind
Localizer
Inbound/
Base Leg
PM
Glide Slope
Alive
(no later than 2
NM from OM)
Speed VTGT.
MARKER INBOUND.
Verify OM crossing altitude. Verify OM crossing altitude.
4-132
Event
PF
PM
4-133
PF
Arrival at DA,
Runway environment NOT in MISSED APPROACH.
Advance Thrust Levers to
sight
Thrust Set.
Simultaneously press Goaround button.
CHECK THRUST, FLAPS 9.
Rotate to FD command bars
(10 without FD).
PM
MINIMUMS - RUNWAY NOT
IN SIGHT.
Check thrust.
Select FLAPS - 9.
Check EICAS for thrust set
and flaps 9 indication.
THRUST SET.
PF
PM
RUNWAY NOT IN SIGHT.
MISSED APPROACH.
Advance Thrust Levers to
Thrust Set.
Simultaneously press Goaround button.
Check thrust.
CHECK THRUST, FLAPS 9.
Select FLAPS - 9.
Rotate to FD command bars
Check EICAS for thrust set
(10 without FD).
and flaps 9 indication.
THRUST SET.
4-134
FLAPS 45
LANDING
CHECK (TO
THE LINE)
DOT
3.) Localizer
Inbound/Base Leg
* LOC Alive
x Intercept and capture
Localizer
* LOC Captured
x Insure proper
localizer capture
* Glideslope Alive
x Gear Down
x Flaps - 22q
x Identify Marker
x Start Timing
x Verify crossing altitude
5.) OM
OM
1000 TO DA
MARKER INBOUND
x Speed VTGT
x N1 65%
IAF
x Approach Check Complete
x NAV Radios Set
6.) At DA
Missed Approach
MISSED APPROACH
or
LANDING
RUNWAY IN SIGHT
___OCLOCK
x 50 feet AGL
x Speed VREF
7.) Threshold
Missed Approach
MISSED APPROACH
MINIMUMS, RUNWAY
NOT IN SIGHT
or
CONTINUING
MINIMUMS, ____ IN
SIGHT, CONTINUE
* 100 feet
above DA
DA
100 TO DA
CLEARED TO LAND
500 TO DA
CLEARED TO LAND
GLIDESLOPE CAPTURED
4.) Glideslope
GEAR DOWN
FLAPS 22
GLIDESLOPE
ALIVE
LOCALIZER
CAPTURED
LOCALIZER ALIVE
(Flaps 45)
Precision Approach
FLAPS 9
Volume 5
4-135
4-136
GEAR DOWN
OM
FLAPS 22
x Select Flaps - 9q
1.) Approximately 2 NM
from Glideslope Intercept
FLAPS 9
(Flaps 45)
x Stabilized Approach
DA
FLAPS 45,
COMPLETE LANDING CHECK
(TO THE LINE)
x 50 feet AGL
x Speed VREF
6.) Threshold
Volume 5
4-137
BREAKOUT
with CLIMB Instruction
BREAKOUT
with DESCENT Instruction
4-138
a. Definitions
1) Precision Runway Monitoring (PRM)
Precision Runway Monitoring (PRM) is a new high
resolution display employing a high update radar.
This equipment allows the controller to recognize
deviations from the localizer more quickly than the
normal approach radar equipment. "ILS/LDA PRM
Approach" is derived from the precision radar and
employing the abbreviation makes it easier to use for
controller-pilot communication.
2) No Transgression Zone (NTZ)
This is a 2000 foot wide rectangular area centered
between approach courses.
3) Breakout Maneuver
Instructions issued by ATC to depart the ILS
approach prior to reaching decision height in order to
avoid collision with another aircraft that strayed into
the NTZ. The breakout instructions begin with the
phrase, "TRAFFIC ALERT".
4) Minimum Vectoring Altitude (MVA)
The MVA provides 1000 feet of obstacle clearance
(2000 feet in mountainous terrain) above the highest
obstacle.
b. Requirements
An airport with ILS/LDA PRM approaches must have two
controllers working each approach course. The extra
controller is called the Runway Monitor. The runway
monitor utilizes the high update radar to monitor airplanes
on simultaneous approaches.
Aircraft on ILS/LDA PRM approaches must be equipped
with dual VHF COM radios.
Aircrews must have received additional training on ILS/
LDA PRM approaches.
Additional approach charts are published for airports with
ILS/LDA PRM approaches entitled "ILS PRM Rwy xy
(Simultaneous Close Parallel)" and an ILS PRM Approach
Information Page. A reference to this page, which is
normally numbered 11-0, is included in a text box in the
applicable approach chart.
REV. 6, 01 MAY 2008
4-139
c. Communications
Airports with ILS/LDA PRM operations in progress will use two
frequencies assigned to each runway. The tower and final
monitor controllers will transmit on both frequencies while the
pilot will transmit only on the primary frequency. The dual
frequency set up makes it possible to transmit break-out
instructions even in the event of a stuck microphone or
blocked frequency. Ensure that the monitoring frequency is
tuned in and that both frequencies are being monitored at the
same volume.
d. ILS/LDA PRM Procedure
An ILS PRM or LDA PRM approach is a normal approach in
most respects. Differences include the additional training and
equipment requirements listed above and a few new
procedures.
1) Radio Set Up
Pilots must tune in the monitoring frequency listed on the
approach chart when told to contact tower. Both
frequencies must be monitored at equal volume. Pilots
will transmit on Tower frequency only.
2) TCAS Set Up
TCAS may be operated in TA/RA mode while executing
ILS PRM or LDA PRM approaches.
Pilots must understand that the final monitor controllers
instruction to turn is the primary means for ensuring safe
separation from another airplane. TCAS does not
provide separation in the horizontal plane, only in the
vertical plane. Therefore, during final approach only the
final monitor controller has the capability to command a
turn for lateral separation. Flight crews are expected to
follow any ATC instruction to turn.
An operative TCAS is not required to conduct ILS PRM or
LDA PRM approaches.
4-140
3) Approach Briefing
In addition to the normal approach briefing, a few more
items must be covered to ensure both pilots have
increased situational awareness and realize what is
required for the specific ILS PRM approach.
- When ATIS advises ILS PRM in use, ensure all crew
requirements are met.
- Set up and brief frequencies, tuning, and volume.
- Brief TCAS RA response.
- Review and brief hand flown breakout procedures.
- Brief crew coordination during the breakout.
- Brief the MVA.
4) Traffic Alert
The words Traffic Alert when used by the PRM final
monitor controller, signal critical instructions that the pilot
must act on promptly to preserve adequate separation.
5) Breakout
A breakout will be issued if the airplane on a parallel
approach deviates into the No Transgression Zone (NTZ).
All breakout maneuvers will be hand flown to ensure the
fastest reaction time. A breakout instruction will consist of
a horizontal command (turn direction), and/or a vertical
command (climb, descent, or maintain altitude) and a new
altitude to maintain.
You will not be expected to descend in excess of 1000 ft/
min. A descending breakout will never require you to
descend below the Minimum Vectoring Altitude (MVA).
Following the breakout, expect holding instructions or
vectors for sequencing.
4-141
4-142
e.
Event
PF
PM
TRAFFIC ALERT, (CALL SIGN) TURN (LEFT/RIGHT) IMMEDIATELY HEADING (DEGREES). CLIMB AND MAINTAIN
(ALTITUDE).
Immediately
Positive Climb
Indication
GEAR UP.
ACCELERATION ALTITUDE.
Acceleration
Altitude
* At or above VGA9.
FLAPS UP, SET CLIMB
THRUST.
Adjust pitch to acquire
Enroute Climb Speed.
Level Off
VGA9.
Assist PF with altitude callouts.
CLIMB CHECK.
Complete CLIMB CHECK.
Accelerate to 200 KIAS or as CLIMB CHECK COMPLETE.
assigned by ATC.
Switch secondary radio to
Company frequency.
4-143
f.
Event
PF
PM
TRAFFIC ALERT, (CALL SIGN) TURN (LEFT/RIGHT) IMMEDIATELY HEADING (DEGREES). DESCEND AND MAINTAIN
(ALTITUDE).
Immediately
Level Off
Reconfigure aircraft.
Accelerate to 200 KIAS or as
assigned by ATC.
CLIMB CHECK.
Complete CLIMB CHECK
items alone.
CLIMB CHECK COMPLETE.
Switch secondary radio to
Company frequency.
4-144
K. Non-Precision Approaches
1. Non-Precision Approach with a depicted FAF (Flaps 45)
Prior to each approach, the APPROACH CHECK will be
completed. While outbound or on downwind, flaps 9 should
be selected and the aircraft slowed to 180 knots. The PF will
call for, "Flaps 9" and the PM will select flaps 9 after verifying
airspeed within limits.
CAUTION: Stay within depicted procedure turn airspace.
When established inbound and prior to the FAF, the PF will
call for, "Gear Down, Flaps 22." The PM will select gear down,
flaps 22 after verifying airspeed within limits. Check on the
EICAS that the gear indicates down and locked, and flaps 22.
The PF should make the appropriate thrust adjustments to
begin slowing the aircraft to VTGT. Shortly prior to reaching
the final approach fix inbound and below 145 knots, the PF
should call for, "Flaps 45, Landing Check." The PM will select
flaps 45 after verifying airspeed within limits and then
complete the LANDING CHECK. The PF will slow to VTGT.
CAUTION:
4-145
4-146
PF
Final Approach
Course Inbound Intercept and track Inbound
Course.
GEAR DOWN, FLAPS 22.
Slowing to Speed VTGT.
N1 35% to 40%.
* At VTGT.
N1 60% to 65%.
PM
Shortly prior
crossing Final
Approach Fix
At Final
Approach Fix
Identify FAF.
Start TIME.
Speed VTGT.
Descent Rate approximately
1000 ft/min.
Identify FAF.
FINAL APPROACH FIX.
Start TIME.
CLEARED TO LAND.
4-147
Event
Arrival at MDA
Runway
environment
in sight from
MDA
Crossing
Threshold
PF
Arrive at MDA at the published or computed Visual
Descent Point.
Level Off at MDA.
PM
MINIMUMS.
LEAVING MDA.
Speed VTGT until 200 feet
AGL.
Yaw Damper/Auto Pilot - Off LANDING CHECK COMPLETE.
Altitude 50 feet AGL.
Speed VREF.
PF
Missed
Both identify the MAP by timing and/or DME.
Approach Point,
Runway NOT in
sight
MISSED APPROACH.
Advance Thrust Levers to
Thrust Set.
Simultaneously press Goaround button.
CHECK THRUST, FLAPS 9.
Rotate to FD command bars
(10 without FD).
PM
Both identify the MAP by timing and/or DME.
MISSED APPROACH POINT,
RUNWAY NOT IN SIGHT.
Check thrust.
Select FLAPS - 9.
Check EICAS for thrust set
and flaps 9 indication.
THRUST SET.
4-148
FLAPS 45,
LANDING CHECK
(TO THE LINE)
* Course Alive
x Intercept and capture course
* Course Captured
x Insure proper course capture
x Flaps - 45q
x Perform Landing Check (to the line)
x Set ASEL to MDA rounding up to
nearest 100 ft
x Flaps 22q
x Gear - Down
x N1 35% to 40%
x Slowing to VTGT
* At VTGT
x N1 60% to 65%
GEAR DOWN,
FLAPS 22
COURSE ALIVE
Identify FAF
Start Timing
Speed VTGT
Descent Rate 1000
ft/min
6.) At MDA
MINIMUMS
CONTINUING
APPROACH LIGHTS
IN SIGHT, CONTINUE
x
x
x
x
5.) FAF
CLEARED
TO LAND
500 TO
MDA
CLEARED
TO LAND
1000 TO MDA
100 TO MDA
IAF
FAF
Non-Precision Approach
with depicted FAF (Flaps 45)
FLAPS 9
x 50 feet AGL
x Speed VREF
8.) Threshold
7.) MISSED
APPROACH
POINT
Missed Approach
MISSED APPROACH
LEAVING MDA
MDA
Volume 5
4-149
4-150
4-151
PF
PM
COURSE ALIVE.
Check airspeed indicator for
correct VLG.
Select GEAR - DOWN.
Check airspeed indicator for
correct VFL22.
Select Flap - 22.
CLEARED TO LAND.
MINIMUMS.
4-152
x N1 60% to 65%
x Set ASEL to MDA rounding up to nearest 100 ft
x Gear Down
x Flaps - 22q
x Descent Rate 1000 ft/min
x Flaps 45q
x Perform Landing Check
(to the line)
FLAPS 45,
LANDING CHECK
(TO THE LINE)
GEAR DOWN,
FLAPS 22
COURSE ALIVE
Non-Precision Approach
without depicted FAF
CLEARED
TO LAND
500 TO MDA
CLEARED TO
LAND
5.) At MDA
MINIMUMS
CONTINUING
APPROACH LIGHTS
IN SIGHT, CONTINUE
100 TO MDA
1000 TO MDA
IAF
FLAPS 9
x 50 feet AGL
x Speed VREF
7.) Threshold
6.) MISSED
APPROACH
POINT
Missed Approach
MISSED APPROACH
LEAVING MDA
MDA
Volume 5
4-153
4-154
3. Circling Approaches
a. Chautauqua Airlines Restrictions
1) Chautauqua Airlines flight crews are permitted to
accept instrument approaches that terminate in a
circle-to-land maneuver only if the reported visibility
is
better than 3 SM.
2) The flight crews must use the highest of the following
landing minimums for an instrument approach that
requires a circle-to-land maneuver to align the aircraft
with the runway of intended landing when a straightin landing from an instrument approach is not possible
or is not desirable:
The circling landing minimum specified by the
applicable instrument approach procedure,
or
1,000 FT HAA ceiling and 3 Statute Miles
Visibility,
whichever is higher.
b. Procedure
1) Proper planning is the key to a well-executed circling
approach. The circling approach must be thoroughly
briefed during the approach briefing with emphasis on
crew duties, callouts, times to be used (if any), direction of circle, and missed approach considerations.
2) Prior to each approach, the APPROACH CHECK will
be completed. While outbound, flaps 9 will be
selected and the aircraft slowed to 180 knots. The PF
will call for, Flaps 9" and the PM will select flaps 9
after verifying the airspeed within limits.
3) When established inbound and prior to the FAF (or
glide-slope alive), the PF will call for, Gear Down,
Flaps 22". The PM will select gear down and flaps 22
after verifying airspeed within limits. The PM will
verify gear down and locked and flaps 22 on the
EICAS. The PF will make the appropriate thrust
adjustments to begin slowing the aircraft to VTGT.
4-155
4)
4-156
MDA (1000)
x Maintain VTGT
FAF
MDA (1000)
* Runway in sight
x Maintain visual contact with airport
environment
x Abandon final approach course only
when within Circling Approach Area
x Start Timing and turn 45q and maintain
heading for approximately 45 seconds
x Maintain at or above MDA or 1000
AFE, whichever is higher
x Speed VTGT
OR
* Runway not in sight
x Perform Missed Approach
45q
MISSED APPROACH
OR
GOING VISUAL
15q
x
x
x
x
LEAVING MDA,
FLAPS 45,
LANDING CHECK
Circling
Approach
Minimum
for Circling
Approaches:
Circling Landing Minimums
or
1000 ft Ceiling, 3 SM Visibility
whichever is higher
NOTE:
Volume 5
4-157
L. Visual Approaches
1. Visual Descent Planning
At each airport, ATC has established descent profiles to
vector aircraft to intercept an instrument approach. Visual
approaches, however, leave the descent profile to the
discretion of the pilot. If the pilot's descent profile does not
result in a stabilized visual approach by 1000' AFE, a missed
approach must be executed.
Visual approaches can be difficult. The wide range of
variables, such as position and altitude when cleared for the
approach, the lack of glideslope information, and establishing
separation from a variety of visual traffic all contribute to the
complexity.
Accurate descent planning will yield consistently safe visual
approaches. It requires analysis of flight parameters at
sequential points during the descent and approach, and
making positive corrections to altitude and airspeed.
The Descent Planning Guide provides suggested reference
points or "gates" to assist in analyzing the descent to arrive at
1000' AFE in a stabilized condition. These Visual Approach
Gates are predicated on flying distance to the touchdown
point.
As you progress through these "gates," it is important that
any deviations from the previous gate be corrected
immediately to arrive at the next gate within the desired
parameters for that gate.
Configure the aircraft in sufficient time in order to pass the
gate in parameters.
During the early stages of the descent, corrections to altitude
and/or airspeed can usually be done easily. The longer the
delay in making a correction, the greater the chance will be of
arriving at 1000' AFE in an unstabilized condition.
Utilizing available instrument approach facilities and FMS
guidance to reference the landing runway is an excellent
technique for aiding a visual approach. This can easily
establish a DME reference to the landing runway for the
targeted "gates".
The key to a successful visual approach is to plan and make
corrections early.
4-158
15
NM
5000 FT AGL
Speed 250 KIAS
Approach Gates
FLYING DISTANCE
3000 FT AGL
Speed 200 KIAS
10
NM
5
NM
x
x
x
No 1500 FT AGL
Flaps 9q
Speed 180 KIAS
On Glidepath
3
NM
x
x
x
x
1000 FT AGL
STABILIZED APPROACH
Gear Down
Flaps 45q
Speed VTGT
On Glidepath
IF NOT o MISSED APPROACH
Volume 5
a. Approach Gates
4-159
4-160
x Speed VTGT
x YD/AP Off
STABILIZED APPROACH
1000 FEET
FLAPS 45
LANDING CHECK
x Speed VREF
x Thrust levers Idle
7.) Touchdown
* 50 feet AGL
x Speed VREF
6.) Threshold
FO
CA
9.) Rollout
If FO was PF
during landing:
YOUR CONTROLS
FO
MY CONTROLS
CA
x Approach Check
Complete
x 250 KIAS maximum
FLAPS 9
3.) Downwind
GEAR DOWN,
FLAPS 22
x Slowing to VTGT
CLEARED TO LAND
500 FEET
CLEARED TO LAND
Volume 5
4-161
4-162
Volume 5
4-163
Volume 5
C. Procedure
By definition, a missed approach and a rejected landing are two
separate maneuvers. However, the procedures for execution of
these two maneuvers are identical.
When the decision is made to initiate a missed approach or
rejected landing, the PF will immediately press the go-around button and advance the thrust levers to the THRUST SET position.
The PF will call out, "Check Thrust, Flaps 9." The PM will check
thrust, select flaps 9 and call out, "Thrust Set." The PM will confirm that proper thrust and flaps 9 are indicated on the EICAS.
The PF will initiate a pitch-up as indicated by the flight director
command bars or a 10 pitch up without a flight director. As soon
as a positive rate of climb is indicated, the PM will call out, "Positive Rate." The PF will verify a positive rate and call out, "Gear
Up." The PM will select the gear lever to the UP position.
The PF will maintain the attitude commanded by the flight director
and maintain a minimum of VGA9. The PM will monitor aircraft performance and call out, "Acceleration Altitude" and VGA9. The PF
will respond by verifying the airspeed and call out, "Flaps Up,
Climb Thrust." The PM will select the flap lever to the zero position, press the CLB button.
Out of 1500 ft. AGL the PM will call out "1500 Feet". When reaching the missed approach level-off altitude, the PF commands the
"Climb Check." The PM will complete the checklist. The appropriate missed approach procedure must be followed or other ATC
instructions as appropriate.
For a maximum rate of climb, a pitch attitude of approximately 9
may be used for an airspeed of 200 knots. When required, appropriate noise abatement procedures must be followed.
1. Acceleration Altitude
During a missed approach, the acceleration altitude to be
used is 1000 feet AGL, unless the published acceleration
altitude for the runway in use is known. In this case use the
actual acceleration altitude.
4-164
Volume 5
4-165
Volume 5
PF
MISSED APPROACH.
Advance Thrust Levers to
Thrust Set.
Simultaneously press Goaround button.
CHECK THRUST, FLAPS 9.
Check thrust.
Rotate to FD command bars
Select FLAPS - 9.
(10 without FD).
Check EICAS for thrust set
and flaps 9 indication.
THRUST SET.
Positive Climb
Indication
Acceleration
Altitude
(1000 ft AGL)
PM
Level-off
CLIMB CHECK.
4-166
PF
Normal Approach
Procedures
MISSED APPROACH
(GO-AROUND)
x Gear handle Up
PM
GEAR UP
x
x
x
x
Select Flaps Up
Depress CLB
Select FGC as requested by PF.
Reduce exterior lights
PM
PF
* Acceleration Altitude
(1000 ft AGL) and VGA9
ACCELERATION ALTITUDE
VGA9
NOTE:
A Rejected Landing uses the same procedures but demands aggressive, precise action due
to the close proximity to the ground. Arrest sink rate immediately. Retract the landing gear
only after no ground contact is assured.
x Select Flaps 9
x Check Thrust
PM
PF
THRUST SET
CHECK THRUST,
FLAPS 9
POSITIVE RATE
x Performs
Climb Check
PM
* Level Off
PM
1500 FEET
CLIMB CHECK
Volume 5
4-167
Volume 5
4-168
Section 16 Landing
A. Landing Procedures
1. Configuring for Landing
When calling for configuration changes both crewmembers
shall visually confirm gear and flap indication. In Transit
calls for gear and flaps are not required as there are sufficient
visual, aural, and tactile clues to the PF.
2. Normal Landing
Plan and fly your approach so as to touchdown at the fixed
distance marker (1000') on runway centerline. The approach
to the threshold should follow a 2 1/2 to 3 degree glide path
angle at a stabilized airspeed. For normal landing
configuration, the descent rate will be 650 to 800 ft/min. A
stabilized speed, power and attitude will facilitate a proper
flare and touchdown. To prevent landing with the brakes
applied inadvertently, keep feet low on the rudder pedals
during landing.
Cross the runway threshold at 50 feet AGL and VREF. No
attempt should be made to hold the airplane off the runway by
further increasing pitch attitude. Thrust should be reduced to
idle at or just before touchdown. With proper airspeed control
and thrust management touchdown will occur at no less then
VREF.
The airplane tends to float in ground effect if flare control and
thrust are excessive. Floating before touchdown will rapidly
consume available runway length. If speed is too high, it is still
preferable to set the airplane down onto the runway as near
the 1000 foot point as possible, rather than allowing it to float
to bleed off speed. Deceleration on the ground is
approximately three (3) times greater than in the air.
Holding the airplane off the runway for speeds below
reference speed similarly increases landing distance.
On touchdown, with the thrust levers at idle, the ground
spoilers will automatically open. Directional control is
maintained with rudder pedal nosewheel steering. Reverse
thrust may be used as required.
It is important to lower the nose wheel to the runway and hold
positive forward pressure on the control column. This
increases rolling friction and brake effectiveness.
REV. 6, 01 MAY 2008
4-169
3. Crosswind Landings
If a crosswind is present, use the crab method for drift
correction on final. Transition to a sideslip for touchdown with
increased control deflection as control effectiveness
decreases.
Note:
4-170
PM
PF
PF
PF
4-171
PF
PM
* Airspeed 60 knots.
60 KNOTS.
4-172
4-173
4-174
b. Planning
To conduct LAHSO, pilots should become familiar with all
available information concerning LAHSO at their
destination airport. Pilots should have, readily available,
the published ALD and runway slope information for all
LAHSO runway combinations at each airport of intended
landing. Additionally, knowledge about landing
performance data permits the pilot to readily determine
that the ALD for the assigned runway is sufficient for safe
LAHSO. As part of a pilot's preflight planning process,
pilots should determine if their destination airport has
LAHSO. If so, their preflight planning process should
include an assessment of which LAHSO combinations
would work for them given their aircraft's required landing
distance. Good pilot decision making is knowing in
advance whether one can accept a LAHSO clearance if
offered.
Note:
4-175
Sys/Seq Number
Item
EMB 135/140/145
78-30-00
Thrust Reversers
EMB 135/140/145
78-34-00
Note:
4-176
4-177
f.
g.
h.
i.
4-178
4-179
EXAMPLEATC: "(Aircraft ID) cleared to land runway six right, hold short
of taxiway bravo for crossing traffic (type aircraft)."
Aircraft: "(Aircraft ID), wilco, cleared to land runway six right
to hold short of taxiway bravo."
ATC: "(Aircraft ID) cross runway six right at taxiway bravo,
landing aircraft will hold short."
Aircraft: "(Aircraft ID), wilco, cross runway six right at bravo,
landing traffic (type aircraft) to hold."
5. Rejected Landing Procedure (RLP)
If a rejected landing becomes necessary, the PIC must
promptly notify ATC.
A rejected landing must be initiated immediately if any doubt
exists whether a safe landing will occur within the first onethird of the ALD, or within 3,000 feet down the runway,
whichever is less.
a. With Published RLP
1) Upon conducting an instrument approach and cleared
to land and hold short, and a go around becomes
necessary:
a) Below 1000 feet AGL and in VMC, execute the
published rejected landing procedure and maintain clear of clouds.
b) At or above 1000 feet AGL, and in IMC or VMC,
execute the published missed approach for the
instrument procedure being flown.
2) If conducting a visual approach and cleared to land
and hold short, and a go around becomes necessary:
a) Below 1000 feet AGL, execute the published
rejected landing procedure and maintain clear of
clouds.
3) Heading and/or altitude assignments must be flown
as published until directed otherwise by ATC.
4-180
8. Crew Briefing
There have been several instances where the pilot operating
the radios accepted a LAHSO clearance but forgot to tell the
pilot flying the aircraft. Effective communication between
cockpit crewmembers is critical. The approach briefing must
cover the required LAHSO items.
4-181
4-182
4-183
Flaps
- Select the flaps UP and verify the flaps are
retracted on EICAS.
Transponder/Radar
- Use one of the following transponder modes on
the ground depending on ATC requirements:
- STBY
- ATC ON
Replies on Modes S and A, no altitude reporting.
- ATC ALT
Replies on Modes A, C and S, with altitude reporting.
Note:
Trims
- Verify on the EICAS that the aileron and rudder
trims are in their normal positions, and the pitch
trim is in the green band.
Ice Panel
- Turn off the windshield heat and sensor heat.
- Deselect any anti-icing not required for ground
operation.
4-184
4-185
4-186
Section 18 Shut-down
A. Shutdown Recommended Flow
CA - SHUTDOWN FLOW (Recommended)
Thrust levers
Parking brake
GPU (if available)
Start/Stop selector(s)
Note:
Fuel pumps
Shed bus
Exterior Lights
Steering
4-187
CA
2. Thrust Levers...............................................................IDLE
- Verify both thrust levers are at IDLE for engine
shutdown.
CA
CA
4. Flaps...............................................................................UP
- Verify the flaps are indicated UP on the EICAS.
CA
CAUTION: If flaps are still down when arriving at the gate, ensure area
around the flaps is clear before moving the flap handle.
5. Transponder/RADAR....................................... STBY/STBY
- Switch the Transponder to STBY.
- RADAR controller(s) are selected to Standby.
CA
6. Trims................................................................THREE SET
- Verify on the EICAS that the aileron and rudder
trims are in their normal positions, and the pitch trim
is in the green band.
CA
7. Steering .......................................................DISENGAGED
- Verify the STEER INOP message is on the EICAS.
CA
4-188
CA
CA
CA
CA
CA
CA
4-189
CA
CA
CA
FO
Aircraft at the
Gate
Flows
Completed
SHUTDOWN CHECK
4-190
4-191
2Mechanical
CA
2. Emergency Lights.........................................................OFF
- Verify the EMERG LT switch is selected OFF.
CA
Note:
3. Avionics ........................................................................OFF CA
- Before turning OFF the avionics, check MFD Systems
pages to ensure that engine oil quantity, hydraulic fluid
quantity, and oxygen system pressure is within limits
required for start up.
- Wait 3 minutes after engine shutdown to check engine
oil quantity. Minimum quantity for engine start is 8
quarts.
- Wait 3 minutes after turning off the hydraulic pumps to
check the hydraulic quantity. Hydraulic quantity must
show in the green.
- Oxygen quantity for dispatch is 1500 psi (adjusted for
ambient temperature).
Note:
4-192
4.
CA
CA
CA
CA
CA
CA
4-193
CA
CA
4-194
1. Gust Lock
It is the Captains responsibility to ensure the gust lock is
engage before leaving the cockpit.
WARNING: The Gust Lock must be engaged with power on the
aircraft, otherwise the locking pin in the elevator will
not engage.
2. Chocking the Airplane
It is the crew's responsibility to ensure the airplane is chocked
when left at the gate.
3. Gear pins
Any time the aircraft remains on the ground over night, the
gear pins must be installed.
4. Secure door/entry to the airplane
Any time the crew leaves the airplane unattended, ensure that
no obvious method is available for a non-authorized person to
gain easy access to the airplane.
Do not leave the doors open, stairs down or any mobile stairs
in position against the entrance.
Note:
4-195
4-196
Chapter 5
Emergency and Abnormal Checklists
Chapter Table of Contents
Section 1 ALPHABETICAL INDEX of EICAS Messages . . . . 5-2
Section 2 ALPHABETICAL TABLE OF CONTENTS . . . . . . 5-12
A. EMERGENCY & ABNORMAL CHECKLISTS . . . 5-12
Section 3 TABLE OF CONTENTS BY SYSTEMS . . . . . . . . 5-19
A. EMERGENCY CHECKLISTS . . . . . . . . . . . . . . . . 5-19
B. ABNORMAL CHECKLISTS . . . . . . . . . . . . . . . . . 5-21
Section 4 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Section 5 EMERGENCY CHECKLISTS . . . . . . . . . . . . . . . . E-1
Section 6 ABNORMAL CHECKLISTS . . . . . . . . . . . . . . . . . . A-1
5-1
Section 1
EICAS Message
Type
Page
CAU
A-10
CAU
A-84
A/ICE SW OFF
CAU
A-86
CAU
A-1
ADV
A-101
CAU
A-100
ADV
A-102
ADV
A-102
ADV
A-101
CAU
A-101
ADV
A-102
CAU
A-101
ADV
A-103
ADV
A-103
AIL DISC
LGT
A-66
CAU
A-46, A-63
CAU
A-47, A-63
CAU
A-44
CAU
A-89
5-2
EICAS Message
Type
Page
AP AIL MISTRIM
CAU
A-110
AP ELEV MISTRIM
CAU
A-108
CAU
A-72
CAU
A-10
CAU
A-13
APU FAIL
CAU
A-23
APU FIRE
WRN
E-17
CAU
A-12
CAU
A-20
ADV
A-20
CAU
A-19
CAU
E-9, A-7
CAU
A-8
CAU
A-22
CAU
A-22
ATTCS FAIL
WRN
E-22
A-ADV
A-5
A-ADV
A-5
CAU
A-4
CAU
E-30, E-32,
E-36, A-108
AUTOPILOT
A-ADV
E-48
AUTOPILOT FAIL
WRN
E-30, E-48
CAU
A-13
BAGG SMOKE
WRN
E-15
CAU
A-1
5-3
EICAS Message
BANK ANGLE
Type
Page
A-CAU
E-3
CAU
A-8
WRN
E-7
CAU
A-9
WRN
E-45
CAU
A-69
WRN
E-46
ADV
A-71
WRN
E-45
CAU
A-70
BRAKE DEGRADED
CAU
A-54
BRAKE ON
LGT
A-56, A-58
BRAKE OVERHEAT
CAU
A-57
CAU
A-55
CABIN
A-WRN
E-46
CAUTION TERRAIN
A-CAU
E-3
ADV
A-42
CHECK IC 1 (2) SW
CAU
A-94
CAU
A-95
CHECKLIST MISMATCH
ADV
A-99
CHK IC CONFIG
CAU
A-94
CLACKER
A-WRN
E-6
CMC FAIL
ADV
A-100
CONFIG MISMATCH
ADV
A-94
CAU
A-72
5-4
EICAS Message
Type
Page
ADV
A-73
CAU
A-72
CAU
A-96
ADV
A-96
ADV
A-100
CAU
A-98
CAU
A-98
CAU
A-98
DAU AC ID MISCOMP
CAU
A-98
CAU
A-6
DFDR FAIL
CAU
A-92
A-CAU
E-3
LGT
A-2
ADV
A-99
ADV
A-39
CAU
A-34
WRN
E-22
CAU
A-36
CAU
A-13
CAU
A-13
E 1 (2) EXCEEDANCE
CAU
A-42
ADV
A-40
CAU
A-12
ADV
A-40
5-5
EICAS Message
Type
Page
CAU
A-14
CAU
A-15
ADV
A-19
CAU
A-18
ADV
A-49
ADV
A-49
ADV
A-39
E 1 (2) LOW N1
WRN
E-21
E 1 (2) NO DISP
CAU
A-40
ADV
A-40
WRN
E-24
ADV
A-42
ADV
A-46
ADV
A-44
ADV
A-47
CAU
A-9
WRN
E-8
ELEKBAY OVTEMP
CAU
A-78
ELEV DISC
LGT
A-66
CAU
A-1
CAU
A-11
CAU
A-58
WRN
E-19
WRN
E-23
5-6
EICAS Message
Type
Page
CAU
E-25
CAU
A-83
CAU
A-41
CAU
A-37
CAU
A-38
ADV
A-84
ENG NO TO DATA
CAU
A-37
CAU
A-35
LGT
E-19
CAU
A-6
FADEC ID NO DISP
CAU
A-41
FDAU FAIL
ADV
A-92
FIRE BELL
A-WRN
FLAP FAIL
CAU
A-64
ADV
A-68
WRN
E-16
CAU
A-21
FUEL IMBALANCE
CAU
A-16
CAU
A-15
CAU
A-16
ADV
A-21
CAU
A-17
ADV
A-10
CAU
E-9, A-7
CAU
A-8
E-17, E-19
5-7
EICAS Message
GLIDE SLOPE
Type
Page
A-CAU
E-3
GPWS
WRN
E-3
GPWS INOP
CAU
A-5, E-9
GUST LOCK
LGT
A-68
HIGHSPEED
A-WRN
E-6
CAU
A-70
ADV
A-49
CAU
A-48
CAU
A-46
CAU
A-44
CAU
A-47
ADV
A-48
ADV
A-99
IC 1 (2) OVERHEAT
CAU
A-92
IC BUS FAIL
CAU
A-93
ADV
A-94
CAU
A-93
WRN
E-47, A-80,
A-81, A-83,
A-84, A-85
CAU
A-87
CAU
A-87
INTEG
LGT
A-105
CAU
A-109
LAV SMOKE
WRN
E-14
LG AIR/GND FAIL
CAU
A-53
5-8
EICAS Message
Type
Page
LG/LEVER DISAGREE
WRN
E-29, A-51
WRN
E-1
NO ICE-A/ICE ON
CAU
A-86
NO TAKEOFF CONFIG
WRN
E-7
OXYGEN LO PRESS
CAU
A-91
CAU
A-75
CAU
A-74
ADV
A-77
CAU
A-76
WRN
E-32, E-36
CAU
A-89
CAU
A-77
WRN
E-32, E-36
WRN
E-32, E-36
CAU
E-39
CAU
E-39
CAU
E-39
A-CAU
E-3
PULL UP
RAD ALT 1 (2) FAIL
ADV
A-103
ADV
A-103
CAU
A-73
CAU
A-62
RUDDER OVERBOOST
CAU
A-62
CAU
A-46, A-61
CAU
A-44, A-61
5-9
EICAS Message
Type
Page
CAU
A-47, A-61
WRN
E-1
CAU
A-6
A-CAU
E-3
CAU
A-65
SPOILER FAIL
CAU
E-44
WRN
E-2, E-2,
E-40
SPS ADVANCED
CAU
A-3
CAU
A-81
LGT
A-5
STEER INOP
CAU
A-59
CAU
E-2, E-40,
A-4
SINK RATE
A-WRN
E-7
CAU
A-90
TERRAIN INOP
CAU
A-4
A-CAU
E-3
A-CAU
E-3
A-CAU
E-3
A-CAU
E-3
TRAFFIC
A-WRN
E-5
CAU
A-109
WDSHEAR
WRN
E-4
CAU
A-88
CAU
A-80
5-10
EICAS Message
Type
Page
WG A/ICE ASYMETRY
CAU
A-85
WG A/ICE FAIL
CAU
A-80
A-WRN
E-4
WINDSHEAR INOP
CAU
A-5
CAU
A-110
WINDSHEAR
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
B. ABNORMAL CHECKLISTS
EQUIPMENT AND FURNISHINGS
EMERGENCY EXIT OPEN . . . . . . . . . . . . . . . . . . . . . . . . . A-1
BAGGAGE DOOR OPEN/ACCESS DOORS OPEN . . . . . A-1
MAIN DOOR BLOCKED . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
CREW AWARENESS
ERRONEOUS STALL PROTECTION ACTUATION . . . . . A-3
ADVANCED STALL PROTECTION . . . . . . . . . . . . . . . . . . A-3
STICK PUSHER JAMMING . . . . . . . . . . . . . . . . . . . . . . . . . A-4
EGPWS INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
AURAL WARNING FAILURE . . . . . . . . . . . . . . . . . . . . . . . A-4
AURAL WARNING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
GPWS INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
WINDSHEAR DETECTION INOPERATIVE . . . . . . . . . . . . A-5
STALL PROTECTION SYSTEM UNTESTED . . . . . . . . . . A-5
ELECTRICAL
DC BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-6
ESSENTIAL BUS OFF OR SHED BUS OFF . . . . . . . . . . A-6
GENERATOR OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . A-7
GENERATOR OVERLOAD . . . . . . . . . . . . . . . . . . . . . . . . . A-8
BATTERY OFF BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
BACK-UP BATTERY OFF BUS . . . . . . . . . . . . . . . . . . . . . A-9
ELECTRICAL EMERGENCY ABNORMAL
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-9
APU CONTACTOR CLOSED . . . . . . . . . . . . . . . . . . . . . . A-10
115V AC BUS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10
GENERATOR BEARING FAILURE . . . . . . . . . . . . . . . . . . A-10
LIGHTING
EMERGENCY LIGHTS NOT ARMED . . . . . . . . . . . . . . . A-11
FIRE PROTECTION
FIRE DETECTION FAILURE . . . . . . . . . . . . . . . . . . . . . . . A-12
FIRE EXTINGUISHING INOPERATIVE . . . . . . . . . . . . . . A-13
5-21
FUEL
FUEL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . A-14
FUEL LOW TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . A-15
FUEL CROSSFEED FAILURE . . . . . . . . . . . . . . . . . . . . . . A-16
FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-16
CROSSFEED OPERATION . . . . . . . . . . . . . . . . . . . . . . . . A-17
REFUELING COMPARTMENT DOOR OPEN . . . . . . . . . . . A-17
ENGINE FUEL SHUTOFF VALVE FAILURE . . . . . . . . . . A-18
ENGINE FUEL SHUTOFF VALVE CLOSED . . . . . . . . . . A-19
APU FUEL SHUTOFF VALVE FAILED . . . . . . . . . . . . . . A-19
APU FUEL SHUTOFF VALVE CLOSED . . . . . . . . . . . . . A-20
APU FUEL LOW PRESSURE . . . . . . . . . . . . . . . . . . . . . . A-20
FUEL LEVEL AMBER RANGE. . . . . . . . . . . . . . . . . . . . . . A-20
FUEL PUMP FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-21
FUEL CROSSFEED OPEN . . . . . . . . . . . . . . . . . . . . . . . . A-21
FUEL CROSSFEED MISCOMMAND. . . . . . . . . . . . . . . . . . A-21
AUXILIARY POWER UNIT
APU OIL LOW PRESSURE /
OIL HIGH TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . A-22
APU AUTOMATIC SHUTDOWN . . . . . . . . . . . . . . . . . . . . A-23
POWERPLANT
ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-24
ONE ENGINE INOPERATIVE APPROACH
AND LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-25
ONE ENGINE INOPERATIVE GO-AROUND . . . . . . . . . . A-25
ENGINE ROTOR BURST . . . . . . . . . . . . . . . . . . . . . . . . . . A-26
ABNORMAL ENGINE START . . . . . . . . . . . . . . . . . . . . . . A-26
ENGINE DRY MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . A-28
PRECAUTIONARY ENGINE SHUTDOWN . . . . . . . . . . . . A-29
ENGINE AIRSTART ENVELOPE DIAGRAM . . . . . . . . . . A-30
ENGINE AIRSTART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-31
ENGINE HIGH OIL PRESSURE . . . . . . . . . . . . . . . . . . . . A-33
ENGINE HIGH OIL TEMPERATURE . . . . . . . . . . . . . . . . A-33
ENGINE LOW OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . A-34
ENGINE ATS SHUTOFF VALVE OPEN . . . . . . . . . . . . . A-34
ENGINE REFERENCE ANTI-ICE DISAGREE . . . . . . . . . A-35
REV. 4, 13 AUG 2005
5-22
ENGINE
ENGINE
ENGINE
ENGINE
OVERTEMPERATURE . . . . . . . . . . . . . . . . . . . .
CONTROL FAILURE . . . . . . . . . . . . . . . . . . . . .
NO TAKEOFF DATA . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER DISAGREE . . . . . . . . . .
A-35
A-36
A-37
A-37
A-38
A-39
A-39
A-39
A-40
A-40
A-40
A-40
A-41
A-41
A-42
A-42
A-42
A-43
A-44
A-46
A-47
A-48
A-48
A-49
A-49
A-49
A-50
A-50
A-51
A-53
5-23
5-24
A-73
A-74
A-75
A-76
A-77
A-77
A-78
A-79
A-80
A-81
A-83
A-84
A-84
A-84
A-85
A-86
A-86
A-87
A-88
A-89
A-89
A-90
A-91
A-91
A-92
A-92
A-92
A-93
A-93
A-94
5-25
5-26
MISCELLANEOUS
BIRD IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IMPAIRED OR CRACKED WINDSHIELD . . . . . . . . . . .
OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . .
STRUCTURAL DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . .
LANDING BELOW -40C . . . . . . . . . . . . . . . . . . . . . . . . . .
SENTRY ONE - VIDEO SURVEILLANCE SYSTEM . . . . .
A-111
A-112
A-113
A-113
A-114
A-114
5-27
5-28
Section 4
Introduction
A.
Formats
The following formats are used in Chapter 5 Emergency and Abnormal
Procedures:
1. Page Numbers
The pages of the EMERGENCY PROCEDURES are denoted
by E- followed by the page number.
Example: E - 2.
The pages of the ABNORMAL PROCEDURES are indicated
by A- followed by the page numbers.
Example: A - 3.
5-29
2.EICAS Messages
EICAS WARNINGS are shown in the procedures as a black box
surrounding the actual message in white text.
Example:
GEN 1, 2, 3, 4 OFF BUS
5-30
3. Action Items
Emergency/Abnormal Checklist action items are depicted as
a bulleted list with a diamond. These actions should be
performed as soon as the condition permits.
Example:
5. Checklist Subpoints
- Action items may contain additional information which is
displayed underneath the respective line and indented
with a dash.
Example:
Proceed.
-
5-31
6. Cross References
Several Emergency and Abnormal Checklists contain cross
references to follow-up procedures. These page references
are indicated by squared parenthesis. If a checklists sends
you to a cross-referenced checklist, it is paramount that you
return to the original checklist and verify that it is completed.
Example:
LOSS OF ALL GENERATOR
Procedure [page E-xx] ..................ACCOMPLISH
7. Advisory Statements
a. Occasionally checklists will run over several pages. To
indicate that the checklist continues on the next page, the
following statement is placed at the bottom of the page.
Example:
CONTINUE NEXT PAGE
b. The conclusion of a specific checklist procedure is indicated by the statement End of Procedure. This statement does NOT apply to cross-referenced procedure.
Before closing the checklist, make sure you have
completed all cross-referenced checklists as well.
Example:
END OF PROCEDURE
c.
5-32
5-33
5-34
Section 5
Emergency Checklists
If the door internal lock indicators are not aligned or it is not possible to maintain the pressurization:
Proceed.
- Altitude ............ MEA or 10,000 FT (whichever is higher)
- Cabin................................................... DEPRESSURIZE
E-1
CAUTION:
E-2
EPWS WARNING:
If an EGPWS WARNING occurs and unless operating in visual
meteorological conditions (VMC) and/or the pilot determines,
based on all available information, that a turning in addition
to the procedure established below is the safest course of
action, proceed:
Autopilot ................................................DISCONNECT
Thrust levers..........................................................MAX
E-3
CAUTION:
E-4
E-5
STALL RECOVERY
Aural Warning:
CLACKER
CONDITION: Buffet, stick shaker and/or stick pusher actuation.
INDICATION: Airspeed indication on PFD becomes red.
At high altitudes:
Note:
AIRPLANE OVERSPEED
Aural Warning:
HIGHSPEED
MASTER WARNING LIGHT
INDICATION: Airspeed and Mach indications on PFD enter
the red range.
E-6
Do not takeoff.
BATTERY OVERTEMPERATURE
BATT 1 (2) OVTEMP
MASTER WARNING LIGHT
INDICATION: Associated battery temperature indication on MFD
becomes red.
Associated Battery.....................................................OFF
E-7
Bus ties.........................................................................OFF
Shed buses...................................................................OFF
E-8
CAUTION:
CAUTION:
E-9
Diversion...........................................................CONSIDER
SMOKE EVACUATION
Procedure (if necessary) [page E-11].............. COMPLETE
- Determine and extinguish any source of fire or smoke
within the cockpit or cabin.
- After conducting the fire or smoke procedures, even
though smoke has dissipated, land at the nearest suitable
airport, unless it can be visually verified that the fire has
been extinguished.
E-10
SMOKE EVACUATION
CONDITION: Smoke concentration in cockpit and/or passenger
cabin requiring smoke removal.
Diversion.......................................................... CONSIDER
EN D O F P R O C ED U R E
E-11
Bus Ties........................................................................OFF
Battery 2 .......................................................................OFF
Battery 2 ....................................................................AUTO
Battery 1 .......................................................................OFF
Battery 1 ....................................................................AUTO
Battery 2 .......................................................................OFF
E-12
E-13
Diversion...........................................................CONSIDER
LAVATORY SMOKE
LAV SMOKE
MASTER WARNING LIGHT
EMERGENCY EVACUATION
Procedure [page E-53] ............................... AS REQUIRED
END OF PROCEDURE
E-14
Diversion.......................................................... CONSIDER
Altitude............................................................... MAINTAIN
- Maintain the current flight level as long as possible.
Note:
EMERGENCY EVACUATION
Procedure [page E-53]................................AS REQUIRED
EN D O F P R O C ED U R E
E-15
CROSSFEED OPERATION
Procedure [page A-17] ............................... AS REQUIRED
E-16
APU FIRE
APU FIRE
MASTER WARNING LIGHT
Aural Warning:
FIRE BELL
If the valve is not confirmed closed and the fire message remains:
Right Electric Fuel Pumps. .......................................... OFF
Crossfeed .................................................................... OFF
Initiate a descent to 25,000 FT. or MEA, whichever is higher.
After 30 seconds, if the APU FIRE message remains displayed on
EICAS:
APU Fire Extinguishing Button. .............................. PRESS
Land at the nearest suitable airport.
WARNING: DO NOT ATTEMPT TO RESTART APU.
On ground, consider emergency evacuation:
EMERGENCY EVACUATION
Procedure [page E-53]................................AS REQUIRED
EN D O F P R O C ED U R E
E-17
APU OVERTEMPERATURE
INDICATION: EGT enters amber or red range.
APU Bleed ..............................................................CLOSE
- Wait 10 seconds.
If EGT is still in red or yellow range:
APU Fuel Shutoff Valve...........................................CLOSE
APU Master Knob.........................................................OFF
END OF PROCEDURE
E-18
Thrust Lever...............................................................IDLE
E-19
In flight:
EMERGENCY EVACUATION
Procedure [page E-53] ............................... AS REQUIRED
Note:
E-20
ENGINE LOW N1
E 1 (2) LOW N1
MASTER WARNING LIGHT
REJECTED TAKEOFF
Procedure [page E-26] ..............................ACCOMPLISH
EN D O F P R O C ED U R E
E-21
REJECTED TAKEOFF
Procedure [page E-26].............................. ACCOMPLISH
- Report to the maintenance personnel.
- Another takeoff is not permitted.
CAUTION:
E-22
ENGINE AIRSTART
Procedure [page A-31] ..............................ACCOMPLISH
CAUTION:
Note:
FORCED LANDING
Procedure [page E-50].................................ACCOMPLISH
EN D O F P R O C ED U R E
E-23
E-24
REJECTED TAKEOFF
Procedure [page E-26].............................. ACCOMPLISH
If in flight:
E-25
E-26
Airspeed ......................................................................... V2
Note:
Flaps ....................................................................... UP
E-27
Landing Gear.................................................................UP
Airspeed ........................................................................ V2
Note:
Flaps ......................................................................... 9
At V2 + 30 KIAS:
Flaps ........................................................................UP
E-28
In an extension:
E-29
Below V1:
Above V1 or in flight:
At safe altitude:
E-30
Autopilot......................................................AS REQUIRED
E-31
At a safe altitude:
Pitch Trim Circuit Breaker (F11 and C24) . PULL & RESET
E-32
Note:
Airspeed............................................................... REDUCE
- Airspeed reduction alleviates control column forces and
may permit Pitch Trim command to be recovered.
Note:
E-33
If pitch trim command is not reestablished and the airplane presents a NOSE UP tendency:
Airspeed ...............................................................REDUCE
- If it is necessary to reduce airspeed below 180 KIAS (or
200 KIAS in icing conditions), extend flaps to 9 (20,000
ft maximum).
- If it is necessary to reduce airspeed below 160 KIAS,
extend flaps to 22.
Note:
CAUTION:
If pitch trim command is not reestablished and the airplane presents a NOSE DOWN tendency:
Airspeed ...............................................................REDUCE
E-34
Flaps .............................................................................. 22
- Flaps .......................................................................... 22
- Airspeed............................................. VREF 45 + 25 KIAS
CAUTION:
E-35
At a safe altitude:
Pitch Trim Circuit Breaker (F11 and C24) . PULL & RESET
E-36
Airspeed............................................................... REDUCE
- Airspeed reduction alleviates control column forces and
may permit Pitch Trim command to be recovered.
Airspeed............................................................... REDUCE
- If it is necessary to reduce airspeed below 180 KIAS (or
200 KIAS in icing conditions), extend flaps to 9 (at 20,000
ft maximum).
- If it is necessary to reduce airspeed below 160 KIAS,
extend flaps to 22.
Note:
E-37
CAUTION:
If pitch trim command is not reestablished and the airplane presents a NOSE DOWN tendency:
Airspeed ...............................................................REDUCE
Flaps.............................................................................. 22
- Flaps .......................................................................... 22
- Airspeed ............................................ VREF 45 + 25 KIAS
CAUTION:
E-38
In flight:
E-39
JAMMED ELEVATOR
SPS 1-2 INOP
MASTER WARNING LIGHT
(may be presented)
STICK PUSHER FAIL
MASTER CAUTION LIGHT
CONDITION: Both control columns can not be moved either forward or backward.
Autopilot........................................................................OFF
E-40
If necessary:
E-41
JAMMED AILERON
CONDITION: Both control wheels can not be moved to either
side.
Aileron Disconnect...................................................PULL
Autopilot........................................................................OFF
If the copilots aileron is operative, roll trim and artificial feel are
available.
If the pilots aileron is operative, roll trim and artificial feel are not
available. Do not make sudden and large aileron inputs. Do not
increase bank angle above 20.
CAUTION:
E-42
JAMMED RUDDER
CONDITION: Pedals can not be moved.
If not possible:
CAUTION:
E-43
Speed Brake..........................................................CLOSE
Do not reduce engine thrust during flare to avoid abrupt lateral and
directional corrections before touchdown.
CAUTION:
CAUTION:
E-44
BLEED LEAK
BLD 1 (2) LEAK
or
BLD APU LEAK
MASTER WARNING LIGHT
Inscription in affected button:
LEAK
Crossbleed.............................................................. CLOSE
Wait 3 minutes.
Wait 3 minutes.
If the message still remains:
Associated Bleed........................................ CLOSE
Altitude ....................... MINIMUM MEA or 10,000 ft
WHICHEVER IS HIGHER
Wait 3 minutes.
E-45
BLEED OVERTEMPERATURE
BLD 1 (2) OVTEMP
MASTER WARNING LIGHT
INDICATION: Pointer on MFD may be out of view and indication
may be red.
Crossbleed ................................................................OPEN
Associated Bleed.....................................................CLOSE
E-46
Below V1:
On the ground, whenever the message is displayed, do not takeoff and perform the test below:
For each side separately, check that the OPEN inscription in the
anti-icing buttons flash alternately and that the ICE DET 1 (or 2)
FAIL caution message and the ICE CONDITION advisory message are displayed on the EICAS.
If any OPEN inscription does not flash:
Do not takeoff.
Do not takeoff.
Takeoff ..................................................ACCOMPLISH
CONTINUE NEXT PAGE
E-47
In flight:
If necessary:
AUTOPILOT FAILURE
AUTOPILOT FAIL
MASTER WARNING LIGHT
Aural Warning:
AUTOPILOT
(only below 2,500 FT radio altitude, when autopilot is disconnected)
Autopilot......................................................... DISENGAGE
E-48
EMERGENCY DESCENT
Fasten Belts..................................................................ON
Airspeed..............................................................250 KIAS
CAUTION:
Note:
E-49
FORCED LANDING
This procedure is recommended for landings, with all engines inoperative or for landings in unprepared surfaces.
Landing on unprepared surfaces is not recommended. However, if
specific circumstances render such landing inevitable, accomplish the
procedures below.
Transponder ................................................................7700
ELT ................................................................................ ON
Emergency Lights.......................................................... ON
Flaps.............................................................................. 45
- If it is not possible to achieve the selected flap position,
maintain airspeed according to the following:
FLAPS POSITION
MINIMUM AIRSPEED
0 TO 8
VREF45+ 30 KIAS
9 TO 21
VREF45+ 10 KIAS
22 TO 44
VREF45+ 5 KIAS
45
VREF45
If necessary, inhibit EGPWS (J8) and Aural Warning System (B4 and
E30) by pulling their circuit breakers.
CONTINUE NEXT PAGE
E-50
Batteries....................................................................... OFF
EMERGENCY EVACUATION
Procedure [page E-53].................................ACCOMPLISH
In case of fire:
Fire Extinguishing
Handles.....................PULL AND ROTATE AS REQUIRED
EN D O F P R O C ED U R E
DITCHING
WARNING: THE EMB WAS NOT TESTED FOR DITCHING.
BELOW ARE THE RECOMMENDED
PROCEDURES, WHICH HAVE BEEN
DEVELOPED BASED ON PREVIOUS
EXPERIENCE.
ELT ................................................................................ ON
If necessary, inhibit EGPWS (J8) and Aural Warning (B4 and E30) by
pulling their circuit breakers.
CONTINUE NEXT PAGE
E-51
Approach Configuration:
Landing Gear..................................................................UP
Flaps.............................................................................. 45
- If it is not possible to achieve the selected flap position,
maintain airspeed according to the following:
FLAPS POSITION
MINIMUM AIRSPEED
0 TO 8
9 TO 21
22 TO 44
45
VREF45
The final path should be made with airplane straight and level. Yaw
angles should be limited to one ball of sideslip. If possible, ditching
should be made parallel to the line of the wave crests.
Before touchdown:
EMERGENCY EVACUATION
Procedure [page E-53] ................................ ACCOMPLISH
Batteries .......................................................................OFF
END OF PROCEDURE
E-52
EMERGENCY EVACUATION
Emergency Lighting.....................................................ON
ATC........................................................................ NOTIFY
Batteries...................................................................... OFF
Note:
Emergency Egress
(for Intrusion Resistant Cockpit Doors)
Retainer Cover....................................................REMOVE
Retainer............................................................... ROTATE
Hinge Pins.....................................................DISENGAGE
E-53
E-54
Volume 5
Fasten Belts................................................................... ON
A-1
Check that the door opening area is free of both people and
ground equipment.
A-2
Volume 5
B. CREW AWARENESS
CAUTION:
CAUTION:
A-3
EGPWS INOPERATIVE
TERRAIN INOP
MASTER CAUTION LIGHT
A-4
Volume 5
GPWS INOPERATIVE
GPWS INOP
MASTER CAUTION LIGHT
Avoid windshear.
EN D O F P R O C ED U R E
A-5
C. ELECTRICAL
DC BUS OFF
DC BUS 1 (2) OFF
MASTER CAUTION LIGHT
INDICATION: DC BUS indication on MFD may be amber.
If DC Bus 2 is off:
Note:
A-6
Volume 5
CAUTION:
CAUTION:
A-7
GENERATOR OVERLOAD
GEN 1 (2, 3, 4) OVLD
or
APU GEN OVLD
both with
MASTER CAUTION LIGHT
INDICATION:
amber.
Shed buses...................................................................OFF
If message remains:
A-8
Volume 5
If message remains:
CAUTION:
A-9
Bus Ties........................................................................OFF
Battery 2 .......................................................................OFF
END OF PROCEDURE
If unsuccessful:
AC Power .....................................................................OFF
END OF PROCEDURE
A-10
D. LIGHTING
If unsuccessful:
A-11
E. FIRE PROTECTION
Engine or APU....................................................MONITOR
A-12
Volume 5
On APU:
Consider shutting APU down (or not starting it) if bleed extraction
or electrical generation is not essential.
On Baggage compartment:
In flight:
On ground:
A-13
F. FUEL
A-14
Volume 5
Before takeoff, check that fuel icing inhibitor has been added
to the fuel.
A-15
FUEL IMBALANCE
FUEL IMBALANCE
MASTER CAUTION LIGHT
If fuel imbalance is confirmed:
CROSSFEED OPERATION
Procedure [page A-17] ................................ ACCOMPLISH
END OF PROCEDURE
A-16
Volume 5
CROSSFEED OPERATION
CONDITION: Fuel Imbalance.
Note:
In flight:
A-17
Crossfeed .....................................................................OFF
A-18
Volume 5
A-19
If message remains:
If necessary:
A-20
Volume 5
A-21
APU ................................................................SHUTDOWN
If APU is essential:
APU OVERTEMPERATURE
Procedure [page E-18] ...................................... APPLY
APU..........................................................SHUTDOWN
END OF PROCEDURE
A-22
Volume 5
Note:
A-23
H. POWERPLANT
ENGINE FAILURE
ENGINE AIRSTART
Procedure [page A-31] ............................... AS REQUIRED
A-24
Volume 5
Flaps .............................................................................. 22
CAUTION:
Flaps ................................................................................ 9
At Acceleration Altitude:
Note:
A-25
A-26
Volume 5
To abort start:
Start/Stop Selector...................................................STOP
If fire occurs or engine does not shutdown:
Note:
A-27
CAUTION:
Ignition ..........................................................................OFF
- Check IGN OFF indication on EICAS display.
After 30 seconds:
Ignition Selector.........................................................AUTO
END OF PROCEDURE
A-28
Volume 5
APU .........................................................................START
Crossbleed..................................................AS REQUIRED
CAUTION:
CAUTION:
A-29
A-30
Volume 5
ENGINE AIRSTART
Affected Engine:
Start/Stop Selector.....................................................STOP
Airspeed and
Altitude ........ Refer to AIRSTART ENVELOPE [page A-30]
CAUTION:
APU ...................................................................START
A-31
Windshield Heating........................................... ON
Windmilling Start:
Airspeed ................................................. ABOVE 260 KIAS
Minimum N2 .................................................................10%
Note:
Note:
After Start:
Crossbleed ................................................................AUTO
A-32
Volume 5
Associated Procedure
[page A-33] and/or
[page A-34] and/or
[page A-39] ..................................................ACCOMPLISH
A-33
Oil Pressure........................................................MONITOR
In flight:
Crossbleed ..............................................................CLOSE
END OF PROCEDURE
A-34
Volume 5
ENGINE OVERTEMPERATURE
INDICATION: ITT pointer and digits become red and flash.
A-35
Associated FADEC..................................................RESET
If FADEC alternates automatically:
Note:
A-36
Volume 5
REJECTED TAKEOFF
Procedure [page E-26] .............................. ACCOMPLISH
During landing:
In flight:
N1 ...........................................................................CHECK
If N1 is decreasing:
PRECAUTIONARY ENGINE
SHUTDOWN Procedure [page A-29] ....ACCOMPLISH
Note:
A-37
Associated FADEC..................................................RESET
Associated FADEC.....................................................ALTN
If thrust lever still does not respond:
PRECAUTIONARY ENGINE
SHUTDOWN Procedure [page A-29]... AS REQUIRED
END OF PROCEDURE
A-38
Volume 5
CAUTION:
CAUTION:
PRECAUTIONARY ENGINE
SHUTDOWN Procedure [page A-29] ..........ACCOMPLISH
EN D O F P R O C ED U R E
A-39
A-40
Volume 5
ENGINE OUT
ENG 1 (2) OUT
MASTER CAUTION LIGHT
REJECTED TAKEOFF
Procedure [page E-26] .............................. ACCOMPLISH
If in flight:
ENGINE AIRSTART
Procedure [page A-31]................................AS REQUIRED
EN D O F P R O C ED U R E
A-41
Do not takeoff.
A-42
Volume 5
PRECAUTIONARY ENGINE
SHUTDOWN Procedure
[page A-29] ....................................AS REQUIRED
EN D O F P R O C ED U R E
A-43
I. HYDRAULIC POWER
CAUTION:
A-44
Volume 5
Flaps .............................................................................. 22
CAUTION:
A-45
CAUTION:
A-46
Volume 5
CAUTION:
CAUTION:
Note:
A-47
Affected Hydraulic
System.................... 15 MINUTES OFF, ONE MINUTE ON
A-48
Volume 5
A-49
Wait 3 seconds:
A-50
Volume 5
Wait 10 seconds:
Passengers/Crew:
A-51
Prior to approach:
Inhibit EGPWS (J8) and Aural Warning System (B4 and E30) by
pulling their circuit breakers.
Emergency Lights.......................................................... ON
Flaps.............................................................................. 45
Landing Briefing.................................................PERFORM
EMERGENCY EVACUATION
Procedure [page E-53] ................................ ACCOMPLISH
END OF PROCEDURE
A-52
Volume 5
Landing Configuration:
- Flaps .......................................................................... 45
- Airspeed.............................................................. VREF 45
CAUTION:
If in icing conditions:
Landing Configuration:
- Flaps ...................................................................... 22
- Airspeed......................................... VREF 45 + 30 KIAS
CAUTION:
A-53
Note:
Note:
BRAKES DEGRADED
BRAKE DEGRADED
MASTER CAUTION LIGHT
CAUTION:
A-54
Volume 5
BRAKES INOPERATIVE
BRK OUTBD (INBD) INOP
MASTER CAUTION LIGHT
If one pair of brakes is inoperative:
In any case:
Landing Configuration:
- Flaps .......................................................................... 45
- Airspeed.............................................................. VREF 45
CAUTION:
A-55
Do not takeoff.
A-56
Volume 5
BRAKES OVERHEAT
BRAKE OVERHEAT
MASTER CAUTION LIGHT
If during landing and runway length is enough:
If after takeoff:
When on ground:
Note:
A-57
If required:
TIRE BURST
CONDITION: Abnormal noise from any landing gear, visual cues
or report of tire burst.
If failure has occurred during takeoff:
Allow reasonable time for wheel spin down and tire cooling.
END OF PROCEDURE
A-58
Volume 5
A-59
K. FLIGHT CONTROLS
Do not use yaw trim system for the remainder of the flight.
CAUTION:
A-60
Volume 5
CAUTION:
A-61
RUDDER OVERBOOST
RUDDER OVERBOOST
MASTER CAUTION LIGHT
If message remains:
Do not takeoff.
Inflight:
A-62
Volume 5
CAUTION:
A-63
MAXIMUM AIRSPEED
1 to 9
250 KIAS
10 to 22
200 KIAS
23 to 45
145 KIAS
MINIMUM AIRSPEED
0 to 8
VREF45 + 30 KIAS
9 to 21
VREF45 + 10 KIAS
22 to 44
VREF45 + 5 KIAS
45
VREF45
CAUTION:
CAUTION:
A-64
Volume 5
CAUTION:
Note:
Note:
A-65
A-66
Volume 5
Note:
A-67
In Flight:
Consider diversion.
A-68
Volume 5
A-69
BLEED OVERTEMPERATURE
Procedure [page E-46] ............................... AS REQUIRED
Crossbleed ................................................................OPEN
Crossbleed ..........................................................OPEN
A-70
Volume 5
If APU is serviceable:
APU ..................................................................START
CAUTION:
A-71
APU ................................................................SHUTDOWN
END OF PROCEDURE
CROSSBLEED FAILURE
CROSS BLD FAIL
MASTER CAUTION LIGHT
If the valve has failed open, associated with a duct leakage or
engine over temperature:
A-72
Volume 5
CROSSBLEED OPEN
CROSS BLD OPEN
If not in icing conditions:
If necessary:
A-73
PACK OVERLOAD
PACK 1 (2) OVLD
MASTER CAUTION LIGHT
If required:
A-74
Volume 5
PACK OVERHEAT
PACK 1 (2) OVHT
MASTER CAUTION LIGHT
Note:
A-75
Crossbleed ..............................................................CLOSE
Associated Bleed.....................................................CLOSE
If required:
A-76
Volume 5
A-77
A-78
Volume 5
CABIN ALTITUDE
(ft)
DIFFERENTIAL
PRESSURE (psi)
10,000
300
4.4
11,000
500
4.7
12,000
700
5.0
13,000
900
5.2
14,000
1,100
5.5
15,000
1,300
5.7
16,000
1,500
5.9
17,000
1,700
6.1
18,000
1,900
6.3
19,000
2,200
6.5
20,000
2,400
6.7
21,000
2,700
6.8
22,000
2,900
7.0
23,000
3,200
7.1
24,000
3,400
7.2
25,000
3,800
7.3
26,000
4,100
7.4
27,000
4,400
7.5
28,000
4,700
7.6
29,000
5,000
7.6
30,000
5,400
7.7
31,000
5,700
7.7
32,000
6,100
7.7
33,000
6,500
7.7
34,000
6,800
7.8
35,000
7,200
7.8
36,000
7,600
7.8
37,000
8,000
7.8
EN D O F P R O C ED U R E
A-79
If failure persists:
If failure persists:
Landing configuration:
- Flaps .......................................................................... 22
- Airspeed ............................................. VREF 45+ 30 KIAS
CAUTION:
A-80
If failure persists:
Stabilizer Anti-Icing Button...................................... CYCLE
If failure persists:
Stabilizer Anti-Icing Button.......................................... OFF
Avoid or exit icing conditions.
After exiting icing conditions:
Ice Detection Override Knob..................................... AUTO
CAUTION:
A-81
A-82
Volume 5
If message persists:
Note:
A-83
If the message still persists and the Wing and/or Stabilizer AntiIcing System message is presented, then:
Crossbleed ................................................................OPEN
A-84
Volume 5
If it is not possible to descend below 15,000 ft, failure messages may be presented. In this case:
Landing configuration:
- Flaps .......................................................................... 22
- Airspeed.............................................VREF45 + 30 KIAS
CAUTION:
A-85
Check the overhead panel and turn off all unnecessary anti-icing
systems.
Crossbleed ................................................................OPEN
A-86
Volume 5
Note:
A-87
Bus Ties........................................................................OFF
A-88
Volume 5
MINIMUM AIRSPEED
UP
VREF45+25 KIAS
VREF45+5 KIAS
18
VREF45+5 KIAS
22
VREF45+5 KIAS
45
VREF45
EN D O F P R O C ED U R E
A-89
A-90
Volume 5
N. OXYGEN
OXYGEN LEAKAGE
CONDITION: Evidence of oxygen leakage through the crew
mask, mask hose, flow indictor (blinker), or oxygen line.
Altitude........................................................AS REQUIRED
If oxygen pressure is below minimum oxygen pressure for
dispatch:
The pilot of the affected side should use the crew portable
oxygen cylinder, if necessary.
A-91
O. NAVIGATION
FDAU FAIL
FDAU FAIL
IC OVERHEAT
IC 1 (2) OVERHEAT
MASTER CAUTION LIGHT
Turn off the associated IC by pulling its circuit breaker (C3 or D32).
END OF PROCEDURE
A-92
Volume 5
A-93
IC CONFIGURATION FAILURE
IC 1 (2) CONFIG FAIL
CHECK IC SOFTWARE
CHECK IC 1 (2) SW
MASTER CAUTION LIGHT
Do not takeoff.
A-94
Volume 5
DISPLAY FAILURE
CHECK PFD 1 (2)
MASTER CAUTION LIGHT
If PFD failed:
If EICAS failed:
RMU............................................................AS REQUIRED
- Use RMU to access powerplant or navigation data.
A-95
DAU FAILURE
DAU 1 (2) A FAIL
with
MASTER CAUTION LIGHT
or
DAU 1 (2) B FAIL
For DAU 1A FAIL caution message, proceed:
DAU 1 Reversion........................................................... ON
Note:
DAU 2 Reversion.......................................................... ON
Note:
A-96
If both channels of DAU 1 have failed, the messages and indications associated with the following systems will not be available:
All messages and indications:
- Oxygen, Steering, Pressurization, Landing Gear, Roll
Trim, and the message EMERG LIGHT NOT ARMED.
Some messages and indications:
- Doors, Stall Protection, Electrical, Fire Protection, Fuel,
APU, Power Plant, Thrust Reverser, Flap, Spoiler, Brakes,
Air Conditioning, Ice and Rain Protection, Hydraulic.
If both channels of DAU 2 have failed, the messages and indications associated with the following systems will not be available:
All messages and indications:
- Smoke, Hydraulic, Rudder, Yaw Trim.
Some messages and indications:
- Doors, Stall Protection, Electrical, Fire Protection, Fuel,
APU, Power Plant, Thrust Reverser, Flap, Spoiler, Brakes,
Air Conditioning, Ice and Rain Protection.
For DAU 1 (2) B FAIL advisory message:
A-97
DAU MISCOMPARE
DAU 1-2 ENG MISCOMP
or
DAU 1-2 SYS MISCOMP
or
DAU 1-2 WRN MISCOMP
MASTER CAUTION LIGHT
Do not takeoff.
A-98
Volume 5
MESSAGE MISCOMPARISON
CAS MSG on PFD
CHECKLIST MISMATCH
CHECKLIST MISMATCH
IC FAN FAILURE
IC 1 (2) FAN FAIL
An overheat condition may arise in the associated IC. In this
case, turn the IC off:
A-99
DAU REVERSION
DAU 1 (2) REVERSION
If the reversionary condition is not required:
If necessary:
A-100
Volume 5
AHRS OVERHEAT
AHRS 1 (2) OVERHEAT
MASTER CAUTION LIGHT
AHRS data is valid for 30 minutes after failure.
AHRS FAIL
AHRS 1 (2) FAIL
MASTER CAUTION LIGHT
AHRS ALIGNMENT
AHRS 1 (2) ALN
This message is normally presented during alignment phase. No
action is required.
EN D O F P R O C ED U R E
A-101
Maintain wings level and constant airspeed until AHRS 1 (2) ALN
message is no longer displayed and the attitude is recovered
(approximately 20 seconds).
CAUTION:
CAUTION:
Note:
AHRS ON BATTERY
AHRS 1 (2) ON BATT
Associated AHRS will operate for 40 minutes.
END OF PROCEDURE
A-102
Volume 5
A-103
A-104
Volume 5
INTEG ANNUNCIATOR ON
INTEG
A-105
LOCATION
PFD
RA (amber)
RA1 (2) (amber)
PFD or EICAS
Blank or X (red)
HDG FAIL (red)
PFD
MFD
HDG (amber)
MENU INOP
(amber)
ACTION
MFD
A-106
Volume 5
ANNUNCIATOR
/FAILURE
ATT: CAGE
(amber)
LOCATION
ISIS
ACTION
Press the CAGE push button in order to
recover attitude indication. Caging the ISIS
in flight will result in loss of attitude indication for up to 10 seconds and the amber
message ATT 10s will be presented during
this time. Until attitude indication is available again use the primary indication
source.
Use the primary indication source. Report to
the maintenance personnel.
EN D O F P R O C ED U R E
A-107
P. AUTOPILOT
Autopilot...................................................... AS REQUIRED
END OF PROCEDURE
Autopilot...................................................... AS REQUIRED
END OF PROCEDURE
A-108
Volume 5
A-109
Autopilot...................................................... AS REQUIRED
END OF PROCEDURE
A-110
Volume 5
Q. MISCELLANEOUS
BIRD IMPACT
Against windshield:
At a safe altitude:
Against engine:
If necessary:
A-111
No action is required.
Cockpit Door............................................................CLOSE
Cabin P = 1 psi...........................................................SET
Note:
If necessary:
A-112
Volume 5
OVERWEIGHT LANDING
Before touchdown:
After stopping:
CAUTION:
STRUCTURAL DAMAGE
On evidence of structural damage:
If fuselage is damaged:
When landing:
A-113
After Landing:
A-114
Chapter 6
Abnormal Procedures
Section 1
Starting Engines
6-1
6-2
Section 2
Takeoff Emergencies
6-3
6-4
6-5
Aircraft able to
exit the
runway under
own power
When clear of
runway
PF
PM
CA, FO: Accomplish the Rejected Takeoff checklist, all applicable emergency/abnormal Checklist(s) and After Landing
Flows.
Note:
Note:
Note:
OR
Event
CA
FO
Aircraft stopped Order EMERGENCY EVAC- Notify ATC as soon as practiUATION if appropriate,
cal.
on the runway
Communicate with the Cabin
as soon as practical.
OR
Call for applicable emergency or abnormal checklist(s).
Accomplish Checklists as
required.
6-6
6-7
6-8
6-9
At 1500 feet AGL, the PM will call out 1500 and the PF will
call for "Max Continuous Thrust", and TAKEOFF WITH
ENGINE FAILURE ABOVE V1, FLAPS 9 checklist. The PM
will ensure the thrust lever of the operating engine is in the
thrust set position and press the CON pushbutton on the
thrust rating panel. The PM will then respond with the
TAKEOFF WITH ENGINE FAILURE ABOVE V1, FLAPS 9
checklist [page E-27] and associated emergency/abnormal
checklists. At level off altitude, accomplish the CLIMB
CHECK.
As time permits, the PM will notify ATC and the Flight
Attendant of the nature of the emergency.
Note:
Note:
6-10
PF
PM
Abnormal
Either crewmember that recognizes an engine failure will
make the call.
Engine Indication at or after V1
POWER LOSS
Continue Takeoff Roll.
Verify rated thrust.
Maintain directional con- THRUST CHECKED
trol.
At VR
ROTATE
Smoothly rotate to FD.
Positive Climb Accelerate to V2.
* Positive vertical speed on the
VSI and 35 feet AGL on altimeIndication
ter.
POSITIVE
RATE
Visually verify positive
Acceleration
Altitude
rate.
GEAR UP
Climb at V2 until Acceler- Select GEAR HANDLE - UP.
ation Altitude.
Maintain Runway Heading.
ACCELERATION ALTITUDE
ALTITUDE HOLD
Decrease pitch attitude. Select ALT on FGC.
Accelerate to VFS.
At V2 + 15 Knots
V2 +15
FLAPS UP
At VFS
Select Flaps - UP
VFS
Select SPD on FGC.
SPEED HOLD
Increase pitch to maintain
VFS.
Climb at VFS.
LO BNK off as required. Turn off LO BNK as required.
6-11
Event
PF
PM
6-12
x Gear handle UP
PM
* Positive rate
observed on VSI
and 35 feet AGL
minimum
x Verify rated
thrust
PM
* Engine Failure
Normal Takeoff
Procedures
Either Crewmember
THRUST
CHECKED
PM
POWER LOSS
Either Crewmember
PM
PF
* Acceleration Altitude
x Climb at V2
PF
ALTITUDE HOLD
ACCELERATION ALTITUDE
GEAR UP
POSITIVE RATE
Takeoff with
Engine Failure, Flaps 9q
* 1500 ft AGL
PM
SPEED HOLD
VFS
x Notify ATC
x Notify Flight Attendant as soon as
practicable
x Perform Climb Check
x Use Engine Failure, One Engine Inoperative
Approach and Landing , or One Engine
Inoperative Go-Around Checklist for
remainder of flight
x Be aware of possible need for crossfeed
x Select SPD
PM
x Select Flaps Up
PM
FLAPS UP
V2 + 15
x Perform
Climb Check
PM
* Level Off
CLIMB CHECK
1500
Volume 5
6-13
6-14
At 1500 feet AGL, the PM will call out 1500 and the PF will
call for "Max Continuous Thrust", and TAKEOFF WITH
ENGINE FAILURE ABOVE V1, FLAPS 18/22 checklist.
The PM should ensure the thrust lever of the operating engine
is in the thrust set position and press the CON pushbutton on
the thrust rating panel. The PM should then respond with the
TAKEOFF WITH ENGINE FAILURE ABOVE V1, FLAPS 18/
22 checklist [page E-28] and associated emergency/
abnormal checklists. At level off altitude, accomplish the
CLIMB CHECK.
As time permits, the PM will notify ATC and the Flight
Attendant of the nature of the emergency.
Note:
Note:
6-15
PF
At VR
Positive
Climb
Indication
Acceleration
Altitude
PM
ROTATE
Smoothly rotate to FD.
Accelerate to V2.
At V2 + 10
V2 +10
Knots
At V2 + 30
FLAPS 9
Knots
At VFS
FLAPS UP
Select Flaps - 9
V2 +30
Select Flaps - UP
VFS
SPEED HOLD
Select SPD on FGC.
Increase pitch to maintain VFS.
Climb at VFS.
Turn LO BNK off as required.
LO BNK off as required.
Above 1500
1500
Select CON on the thrust rating
Feet AGL SET MAX CONTINUOUS
THRUST
panel.
TAKEOFF WITH ENGINE
Complete TAKEOFF WITH
FAILURE ABOVE V1, FLAPS
ENGINE FAILURE, FLAPS 18/
18/22 CHECKLIST
22 checklist and associated
emergency/abnormal checklist.
Level off
CLIMB CHECK
Perform CLIMB CHECK.
6-16
x Gear handle UP
PM
* Positive rate
observed on VSI
and 35 feet AGL
minimum
x Verify rated
thrust
PM
* Engine Failure
Normal Takeoff
Procedures
Either Crewmember
THRUST
CHECKED
PM
POWER LOSS
Either Crewmember
PM
PF
* Acceleration Altitude
x Climb at V2
PF
ALTITUDE HOLD
ACCELERATION ALTITUDE
GEAR UP
POSITIVE RATE
Takeoff with
Engine Failure, Flaps 18q/22q
x Select Flaps UP
PM
x Select Flaps 9
PM
FLAPS 9
V2 + 10
* 1500 ft AGL
SPEED HOLD
VFS
x Perform Climb
Check at leveloff altitude
PM
* Level Off
CLIMB CHECK
Notify ATC
Notify Flight Attendant as soon as practicable
Perform Climb Check
Use Engine Failure, One Engine Inoperative Approach
and Landing , or One Engine Inoperative Go-Around
Checklist for remainder of flight
x Be aware of possible need for crossfeed
x
x
x
x
PM
PM
x Select SPD
PM
FLAPS UP
V2 + 30
1500
Volume 5
6-17
6-18
6-19
PF
SPEED HOLD
IDENTIFY RIGHT (LEFT)
ENGINE FIRE
Both recheck Engine indications.
IDENTIFY RIGHT (LEFT)
THRUST LEVER
Confirm PM indicates correct Thrust lever.
VERIFIEDIDLE
IDENTIFY RIGHT (LEFT)
START/STOP SELECTOR
Confirm PM indicates correct Start/Stop Selector.
VERIFIEDSTOP
IDENTIFY RIGHT (LEFT)
FIRE HANDLE
Confirm PM indicates correct Fire Handle.
VERIFIED...PULL, DO NOT
ROTATE
1500 Feet
AGL
Level off
PM
VFS
Select SPD.
Both recheck Engine indications.
RIGHT (LEFT) ENGINE FIRE
6-20
Takeoff with
Engine Failure
Procedure, Flaps
9 or 18/22
x Select SPD
PM
SPEED HOLD
VFS
VERIFIEDPULL DO NOT
ROTATE
VERIFIED STOP
VERIFIEDIDLE
Engine Failure
associated with an
Engine Fire Indication
* 1500 ft AGL
x Select CON
x Perform Takeoff with Engine Failure and
Engine Fire, Severe Damage, or Separation
Checklists
x Notify ATC
x Notify Flight Attendant as soon as
practicable
x Use One Engine Inoperative Approach and
Landing , or One Engine Inoperative GoAround Checklist for remainder of flight
x Be aware of possible need for crossfeed
x Perform
Climb Check
* Level Off
CLIMB CHECK
1500
Volume 5
6-21
Section 3
Inflight Emergencies
PF
PM
Identifies the EICAS message.
States message.
_____
Cancels the Aural Warning or
Caution.
Completes the checklist
called for by the PF.
PF
PM
6-22
PF
PM
Engine
CANCEL THE BELL
Cancels the fire bell.
Fire Indi- IDENTIFY RIGHT (LEFT)
cations ENGINE FIRE
Both recheck Engine indications. Both recheck Engine indications.
RIGHT (LEFT) ENGINE FIRE
IDENTIFY RIGHT (LEFT)
Place hand on appropriate thrust
THRUST LEVER
lever and confirm.
RIGHT (LEFT) THRUST LEVER
Confirm PM indicates correct
Thrust lever.
VERIFIEDIDLE
Retard thrust lever back to idle.
Adjust power on remaining
engine as necessary to maintain
airspeed and altitude.
IDENTIFY RIGHT (LEFT) START/ Place hand on appropriate Start/
STOP SELECTOR
Stop Selector and confirm.
RIGHT (LEFT) START/STOP
SELECTOR
Confirm PM indicates correct
Start/Stop Selector.
VERIFIEDSTOP
Turn Start/Stop Selector OFF.
IDENTIFY RIGHT (LEFT) FIRE
Place hand on appropriate Fire
HANDLE
Handle
RIGHT (LEFT) FIRE HANDLE
Confirm PM indicates correct
Fire Handle.
VERIFIED...PULL, DO NOT
ROTATE
Pull Fire Handle (do not rotate).
Start Clock and time for 30 seconds.
Memory ENGINE FIRE, SEVERE DAM- Complete ENGINE FIRE,
SEVERE DAMAGE OR SEPAAGE OR SEPARATION CHECKItems
RATION checklist.
LIST.
Completed
6-23
6-24
6-25
6-26
Volume 5
Section 4
A. Flaps 22 Approaches
1. Flaps 22 Limitations and Restrictions
Flaps 22 is an abnormal approach and landing configuration
and subject to limitations and restrictions.
Flaps 22 is approved ONLY if the calculated VTGT
based on Flaps 45 VREF + WIND CORRECTION is 140 KIAS
or greater.
AND
- Regular scheduled airport (R).
- Available runway length equal to or greater than 7000 feet.
- Dry runway.
- No tailwind.
- No LAHSO.
- Straight-in approach only.
- Flaps 22 landing is prohibited if the aircraft is subject to
any system degradation that affect the stopping capability
of the aircraft.
Note:
CAUTION:
6-27
Volume 5
Example:
EXAMPLES
1. Winds calm
VREF45 128 KIAS
VTGT 138 KIAS
Flaps 22 not
approved.
2.
Winds 10 G 16
VREF45 128 KIAS
Correction 11 knots
VTGT 139 KIAS
Flaps 22 not
approved.
3.
Winds 20 G 30
VREF45 128 KIAS
Correction 15 knots maximum
VTGT 143 KIAS
Flaps 22
approved.
3. ILS
(Flaps 22)
Prior to initiating an approach, the APPROACH CHECK will
be completed. While outbound, flaps 9 will be selected and
the aircraft slowed to 180 knots. The PF will call for, "Flaps 9"
and the PM will select flaps 9 after verifying airspeed within
limits.
When the glide-slope comes alive (no later than 2 miles from
the OM), the PF will call for, "Gear Down, Flaps 22, Landing
Check (to the line)." The PM will select gear down, flaps 22
after verifying airspeed within limits, then verify gear down and
locked and flaps 22 indications on the EICAS. The PF will
make the appropriate thrust adjustments to begin slowing the
aircraft to VTGT. The PM will accomplish the LANDING
CHECK (TO THE LINE).
CAUTION:
6-28
Volume 5
6-29
Volume 5
PF
Before Initial
Approach Fix
IAF
Outbound/
Downwind
Localizer
Inbound/
Base Leg
PM
LOCALIZER CAPTURED
* Glideslope needle begins to
move.
GLIDESLOPE ALIVE.
Check airspeed indicator for
correct VLG.
Select GEAR - DOWN.
Check airspeed indicator for
correct VFL22.
Select Flap - 22.
Accomplish LANDING
CHECK to the line or to the
end if YD/AP are off.
Ensure proper glideslope
capture.
GLIDESLOPE CAPTURED
Set Missed Approach Altitude in the Altitude Preselect.
Identify Marker.
Speed VTGT.
MARKER INBOUND.
Verify OM crossing altitude. Verify OM crossing altitude.
1000 Feet above
1000 TO DA.
Landing Clearance received? Landing Clearance received?
DA
500 Feet above
DA
CLEARED TO LAND.
6-30
Volume 5
Event
100 Ft above DA
PM
100 TO DA.
Arrival at DA,
Runway
Environment
in sight
6-31
Volume 5
PF
Arrival at DA,
Runway environment NOT in MISSED APPROACH.
Advance Thrust Levers to
sight
Thrust Set.
Simultaneously press Goaround button.
CHECK THRUST, FLAPS 9.
Rotate to FD command bars
(10 without FD).
PM
MINIMUMS - RUNWAY NOT
IN SIGHT.
Check thrust.
Select FLAPS - 9.
Check EICAS for thrust set
and flaps 9 indication.
THRUST SET.
PF
PM
RUNWAY NOT IN SIGHT.
MISSED APPROACH.
Advance Thrust Levers to
Thrust Set.
Simultaneously press Goaround button.
Check thrust.
CHECK THRUST, FLAPS 9.
Select FLAPS - 9.
Rotate to FD command bars
Check EICAS for thrust set
(10 without FD).
and flaps 9 indication.
THRUST SET.
6-32
x Identify Marker
x Start Timing
x Verify crossing altitude
5.) OM
OM
1000 TO DA
MARKER INBOUND
* Glideslope captured
x Set Missed Approach Altitude in the Altitude
Preselect
x Ensure proper glideslope capture
x Speed VTGT
IAF
x Approach Check Complete
x NAV Radios Set
6.) At DA
Missed Approach
MISSED APPROACH
or
LANDING
RUNWAY IN SIGHT
___OCLOCK
x 50 feet AGL
x Speed VREF
7.) Threshold
Missed Approach
MISSED APPROACH
MINIMUMS, RUNWAY
NOT IN SIGHT
or
CONTINUING
MINIMUMS, ____ IN
SIGHT, CONTINUE
* 100 feet
above DA
DA
100 TO DA
CLEARED TO LAND
500 TO DA
CLEARED TO LAND
GLIDESLOPE CAPTURED
4.) Glideslope
* LOC Alive
x Intercept and capture
Localizer
* LOC Captured
x Insure proper
localizer capture
* Glideslope Alive
x Gear Down
x Flaps - 22q
x Perform Landing
Check
GEAR DOWN
FLAPS 22 LANDING
CHECK (TO THE LINE)
GLIDESLOPE ALIVE
LOCALIZER
CAPTURED
LOCALIZER ALIVE
(Flaps 22)
Precision Approach
FLAPS 9
Volume 5
6-33
Volume 5
6-34
GEAR DOWN
x Select Flaps - 9q
1.) Approximately 2 NM
from Glideslope Intercept
FLAPS 9
(Flaps 22)
DA
x Stabilized Approach
FLAPS 22
LANDING CHECK (TO THE LINE)
OM
x 50 feet AGL
x Speed VREF
5.) Threshold
Volume 5
6-35
Volume 5
6-36
Volume 5
CAUTION:
6-37
Volume 5
6-38
Volume 5
PF
Final Approach
Course Inbound Intercept and track Inbound
Course.
GEAR DOWN, FLAPS 22,
LANDING CHECK (TO THE
LINE).
Slowing to Speed VTGT.
N1 35% to 40%.
* At VTGT.
N1 60% to 62%.
At Final
Approach Fix
Identify FAF.
Start TIME.
Speed VTGT.
Descent Rate approximately
1000 ft/min.
PM
CLEARED TO LAND.
MINIMUMS.
6-39
Volume 5
Event
Runway
environment
in sight from
MDA
Crossing
Threshold
PF
PM
RUNWAY IN SIGHT ____
O'CLOCK.
LEAVING MDA.
Speed VTGT until 200 feet
AGL.
Yaw Damper/Auto Pilot - Off LANDING CHECK COMPLETE.
Altitude 50 feet AGL.
Speed VREF.
PF
Missed
Both identify the MAP by timing and/or DME.
Approach Point,
Runway NOT in
sight
MISSED APPROACH.
Advance Thrust Levers to
Thrust Set.
Simultaneously press Goaround button.
CHECK THRUST, FLAPS 9.
Rotate to FD command bars
(10 without FD).
PM
Both identify the MAP by timing and/or DME.
MISSED APPROACH POINT,
RUNWAY NOT IN SIGHT.
Check thrust.
Select FLAPS - 9.
Check EICAS for thrust set
and flaps 9 indication.
THRUST SET.
6-40
* Course Alive
x Intercept and capture course
* Course Captured
x Insure proper course capture
x Gear - Down
x Flaps 22q
x N1 35% to 40%
x Perform Landing Check (to the line)
x Slowing to VTGT
* At VTGT
x N1 60% to 62%
GEAR DOWN,
FLAPS 22 LANDING CHECK
(TO THE LINE)
COURSE ALIVE
Identify FAF
Start Timing
Speed VTGT
Descent Rate 1000
ft/min
6.) At MDA
MINIMUMS
CONTINUING
APPROACH LIGHTS
IN SIGHT, CONTINUE
x
x
x
x
5.) FAF
CLEARED
TO LAND
500 TO
MDA
CLEARED
TO LAND
1000 TO MDA
100 TO MDA
IAF
FAF
Non-Precision Approach
with depicted FAF (Flaps 22)
FLAPS 9
x 50 feet AGL
x Speed VREF
8.) Threshold
7.) MISSED
APPROACH
POINT
Missed Approach
MISSED APPROACH
LEAVING MDA
MDA
Volume 5
6-41
Volume 5
6-42
x Speed VTGT
x YD/AP Off
STABILIZED APPROACH
1000 FEET
LANDING CHECK
x Speed VREF
x Thrust levers Idle
7.) Touchdown
* 50 feet AGL
x Speed VREF
6.) Threshold
FO
CA
9.) Rollout
If FO was PF
during landing:
YOUR CONTROLS
FO
MY CONTROLS
CA
x Approach Check
Complete
x 250 KIAS maximum
FLAPS 9
3.) Downwind
GEAR DOWN,
FLAPS 22
x Slowing to VTGT
CLEARED TO LAND
500 FEET
CLEARED TO LAND
Volume 5
6-43
Volume 5
6-44
Volume 5
6-45
Volume 5
PF
Before Initial
Approach Fix
IAF Outbound /
Downwind
Localizer
Inbound
At 1 Dots
below
Glideslope
PM
Abnormal and Emergency
Checklist for engine malfunction complete.
One Engine Inoperative
Approach and Landing, and
Go-Around Checklists complete.
NAV Radios Set.
Approach Check complete.
Select Flaps - 9.
Speed 180 KIAS.
* Localizer needle begins to
N1 70% to 80%.
move.
Intercept and track localizer. LOCALIZER ALIVE
* Localizer is captured.
LOCALIZER CAPTURED
* Glideslope needle begins to
move.
GLIDESLOPE ALIVE
1 DOTS
GEAR DOWN, FLAPS 22,
Check airspeed indicator for
LANDING CHECK (TO THE
correct VLG.
LINE)
Select GEAR - DOWN.
Check airspeed indicator for
correct VFL22.
6-46
Volume 5
Event
PF
PM
Identify Marker.
.
Speed VTGT.
MARKER INBOUND
Verify OM crossing altitude. Verify OM crossing altitude.
1000 Feet above
1000 TO DA
Landing Clearance received? Landing Clearance received?
DA
500 Feet above
500 TO DA, CLEARED TO
LAND.
DA
CLEARED TO LAND.
100 Feet above
100 TO DA
DA
Arrival at DA,
MINIMUMS, _____ IN SIGHT,
CONTINUE
Runway
CONTINUING
Continue approach to 100
Environment
feet above TDZE.
in sight
Runway in sight
RUNWAY IN SIGHT
____O'CLOCK
LANDING
Transition from Instrument to
Visual scan.
Yaw Damper/Auto Pilot - Off
(No later than 200 feet AGL).
Slow to VREF.
Monitors approach.
LANDING CHECK COMPLETE
Call:
- Sinkrate in excess of 1000
ft/min
- Any significant deviation
from a glide slope and/or
localizer.
- Any significant deviation
from a normal landing attitude.
Inform PF of airspeed at regular intervals (+10/-0 KIAS).
6-47
Volume 5
- OR Event
PF
Arrival at DA,
MISSED APPROACH
Runway environment NOT in
sight
PM
RUNWAY NOT IN SIGHT
Continue with Actions & Callouts for Missed Approach (One Engine
Inoperative).
- OR Event
100 Feet above
TDZE, Runway
NOT in sight
PF
PM
RUNWAY NOT IN SIGHT
MISSED APPROACH
Continue with Actions & Callouts for Missed Approach (One Engine
Inoperative).
6-48
GEAR DOWN,
FLAPS 22,
LANDING CHECK
(TO THE LINE)
1 DOT
* LOC Alive
x Intercept and capture
Localizer
* LOC Captured
x Insure proper
localizer capture
* Glideslope Alive
x Identify Marker
x Start Timing
x Verify OM crossing
altitude
5.) OM
OM
1000 TO DA
MARKER INBOUND
IAF
x 50 feet AGL
x Speed adjusted VREF
Missed Approach
MISSED APPROACH
or
LANDING
7.) Threshold
6.) At DA
Missed Approach
MISSED APPROACH
MINIMUMS, RUNWAY
NOT IN SIGHT
or
CONTINUING
MINIMUMS, ____
IN SIGHT, CONTINUE
MINIMUMS CONTINUE
RUNWAY IN SIGHT
___OCLOCK
* 100 feet
above DA
DA
100 TO DA
CLEARED TO
LAND
500 TO DA
CLEARED TO
LAND
x Speed slowing
to adjusted
VTGT
x N1 approx. 70%
4.) Glideslope
GLIDESLOPE
ALIVE
LOCALIZER
CAPTURED
LOCALIZER ALIVE
FLAPS 9
Volume 5
6-49
Volume 5
6-50
Volume 5
PF
PM
Verify airspeed.
Select Flaps - 9.
COURSE ALIVE
Approach
Course Inbound Intercept and track Approach
course.
Speed not slower than
adjusted VTGT.
N1 70% to 80%.
GEAR DOWN, FLAPS 22,
LANDING CHECK (TO THE
Check airspeed indicator for
LINE)
correct VLG and VFL22.
Select GEAR - DOWN.
Select Flap - 22.
Complete LANDING CHECK
to the line or to the end if
YD/AP are off.
Shortly prior
Set ASEL to MDA rounding
up to nearest 100 feet.
crossing Final
Approach Fix
At Final
Approach Fix
Start TIME.
Speed adjusted VTGT.
Descent rate 1000 ft/min.
1000 Feet above
Landing Clearance received?
MDA
500 Feet above
MDA
CLEARED TO LAND.
100 Feet above
MDA
6-51
Volume 5
Event
Arrival at MDA
PF
Arrive at MDA at the published or computed Visual
Descent Point.
Level Off at MDA (if necessary).
PM
MINIMUMS
CONTINUING
Runway
RUNWAY IN SIGHT ____
O'CLOCK
environment in
sight from MDA LEAVING MINIMUMS
Speed adjusted VTGT to 200
feet AGL.
Yaw Damper/Auto Pilot - Off. LANDING CHECK COMPLETE
Call:
- Sinkrates in excess of
1000 ft/min.
- Any significant deviation
from a glide slope and/or
localizer.
- Any significant deviation
from a normal landing attitude.
Inform PF of airspeed at regular intervals (+10/-0 KIAS).
Crossing
Altitude 50 feet AGL.
Speed adjusted VREF.
Threshold
PM
Missed
Both identify the MAP by nav Both identify the MAP by nav
aid, timing and/or DME.
aid, timing and/or DME.
Approach Point,
MISSED APPROACH POINT,
Runway NOT in
RUNWAY NOT IN SIGHT
sight
MISSED APPROACH
Continue with Actions & Callouts for Missed Approach (One Engine
Inoperative).
6-52
Volume 5
6-53
Volume 5
6-54
STABILIZED APPROACH
1000 FEET
x Speed VREF
x Minimum flare required
7.) Touchdown
* 50 feet AGL
x Speed VREF
x Thrust Levers
retard to idle
6.) Threshold
x
x
x
x
CA
9.) Rollout
If FO was PF
during landing:
YOUR CONTROLS
FO
MY CONTROLS
CA
x Approach Check
Complete
x 250 KIAS maximum
FLAPS 9
3.) Downwind
GEAR DOWN
LANDING CHECK
(TO THE LINE)
CLEARED TO LAND
500 FEET
CLEARED TO LAND
Approach Pattern
with Known Flap Malfunction
Volume 5
6-55
Volume 5
6-56
Volume 5
Positive
Climb
Indication
PF
PM
MISSED APPROACH
Simultaneously
- Press Quick Disconnect
Button,
- Press either Go-around
button.
- Advance Operative
Engine Thrust Lever to
Max Thrust Position.
- Rotate to FD command
bars (10 without FD).
CHECK THRUST, FLAPS 9 Check thrust.
Select FLAPS - 9.
Check EICAS for maximum
thrust and flaps 9 indication.
THRUST SET
* Positive vertical speed on the
VSI and 35 feet AGL minimum:
POSITIVE RATE
Verify positive rate.
GEAR UP
Climb at VGA9 minimum.
6-57
Volume 5
Event
PF
Acceleration
Altitude
(1000 FT
ALTITUDE HOLD
AGL or pub- Accelerate to VFS.
Proceed on the published or
lished)
assigned Missed Approach.
At VGA9
FLAPS UP
At VFS
SPEED HOLD
Adjust pitch to acquire
Enroute Climb Speed.
Above 1500
Feet AGL
Level off
PM
ACCELERATION ALTITUDE
Select ALT.
VGA9
Select FLAPS - UP.
VFS
Select SPD.
1500
SET MAX CONTINUOUS
Select CON on the thrust rating
THRUST
panel.
TAKEOFF WITH ENGINE
Complete TAKEOFF WITH
FAILURE ABOVE V1, FLAPS
ENGINE FAILURE ABOVE V1,
9 CHECKLIST
FLAPS 9 checklist and associated emergency/abnormal
checklist.
Perform
Climb Check.
CLIMB CHECK
6-58
PF
Normal Approach
Procedures
MISSED APPROACH
(GO-AROUND)
x Gear handle Up
PM
GEAR UP
x
x
x
x
Select Flaps Up
Depress CLB
Select FGC as requested by PF.
Reduce exterior lights
PM
PF
* Acceleration Altitude
(1000 ft AGL) and VGA9
ACCELERATION ALTITUDE
VGA9
NOTE:
A Rejected Landing uses the same procedures but demands aggressive, precise action due
to the close proximity to the ground. Arrest sink rate immediately. Retract the landing gear
only after no ground contact is assured.
x Select Flaps 9
x Check Thrust
PM
PF
THRUST SET
CHECK THRUST,
FLAPS 9
POSITIVE RATE
x Performs
Climb Check
PM
* Level Off
PM
1500 FEET
CLIMB CHECK
Volume 5
6-59
Volume 5
6-60
Volume 5
Section 5
6-61
Volume 5
6-62
Volume 5
E. EGPWS Recovery
Step
PF
Accomplished Simultaneously
Thrust
MAX THRUST
Set max thrust
Pitch
PM
Autopilot - disconnect
Roll wings level
Rotate (3/sec) to 15 pitch
Respect stick shaker/buffet
Configuration
Speedbrakes - retract
Do not alter gear/flap
configuration until terrain
clearance is assured
Accomplish the
ENHANCED GROUND
PROXIMITY WARNING
emergency checklist.
6-63
Volume 5
6-64
Volume 5
Section 6
6-65
Volume 5
PF
PM
"TRAFFIC,
TRAFFIC
6-66
Section 7
Wake Turbulence
A. Recognition
1. An encounter with wake vortices is associated with abrupt roll
and aerodynamic loads similar to turbulence encounters.
2. Prompt initiation of recovery procedures is necessary to
preclude an unusual attitude.
B. Wake Turbulence Recovery Actions and Callouts
Step
PF
Thrust
Accomplished Simultaneously
Roll
Autopilot - disconnect
Apply ailerons and rudder
to recover wings-level
attitude
Pitch
PM
6-67
6-68
Chapter 7
Weather Operations
Section 1
7-1
7-2
Avoid taxiing in deep snow or on ice, as steering will be more difficult, and brakes, gear and flap linkages may freeze after takeoff.
Taxi with flaps up. With flaps extended, the flap carriages and fore
and aft flap tracks are subject to accumulation of slush being
thrown up by the main gear wheels.
The nose wheel steering should be exercised in both directions
during taxi to permit the circulation of warm hydraulic fluid through
the steering cylinders. This will minimize the lag encountered in
steering during low temperatures.
CAUTION:
7-3
D. Deicing/ Anti-Icing
1. Engine/APU Operation during Deicing/Anti-Icing
The aircraft will be deiced/anti-iced using one of the following
systems to provide electrical power, in order of priority:
1) Both engines;
2) Alternating engines;
3) GPU, if unable to operate an engine;
4) APU, if unable to operate an engine and GPU not
available.
Note:
Some airports do not allow aircraft engines to operate
during deicing events. In these situations, the preferred
method is a GPU connected to the aircraft. If a GPU is
not available or is inoperative, the APU can be operated
to avoid a cancellation.
The flight crew will jointly make the determination with the
deice crew that the engines will or will not be operated during
deicing/anti-icing activities.
2. Pre-Deicing/Anti-Icing Check
The flight crew will use the following challenge and response
checklist to ensure the aircraft is properly configured for
deicing/anti-icing fluid application.
PRE-DEICING / ANTI-ICING CHECK
1. Parking Brake .............................................................. SET
2. Engines..................................................................... ____
- Deicing at the gate can be performed with engines
OFF.
- In this case, the station must supply a GPU for
power before commencing deicing.
- The APU may be used to supply electrical
power as a last resort if a GPU is not available
or unserviceable.
- The passengers will be boarded before deicing.
- If the aircraft is remotely deiced or during car wash
operations, deicing/anti-icing can be conducted with
the engines ON, operating engine(s) Thrust
Lever(s) not above idle.
CA
CA
7-4
CA
4. Doors ....................................................................CLOSED
CA
5. Flaps .............................................................................. UP
CA
6. Pitch Trim.................................................................... 4 UP
CA
Note:
CA
8. Bleeds.......................................................................... OFF
- Before any fluid gets near the aircraft, ensure that all
bleed air is off. If the bleed air is left on, the glycol
gets in the inlet, the cabin will fill with smoke.
CA
CA
7-5
CA
CA
7-6
7-7
E. Before Takeoff
Consider rechecking flight control surfaces immediately prior to
takeoff to assure free and full travel. Moisture from deicing may
refreeze at points that may restrict flight control movement.
WARNING: Takeoff is prohibited when frost, snow or ice is
adhering to the wings and control surfaces.
F. Takeoff
A static takeoff cannot be accomplished on a slippery runway, as
the aircraft may begin to slide when the thrust levers are advanced
with brakes applied.
During takeoffs on icy runways, the lag in nose wheel steering and
the possibility of nose wheel skidding must be considered and corrections must be anticipated.
During a normal takeoff, leave the gear down momentarily to
remove accumulations of snow or slush.
If a rejected takeoff is necessary, follow the normal rejected takeoff procedure. However, be alert to aircraft directional control loss
due to slick runways and possible asymmetric reverse. If a skid
develops, reduce reverse thrust if necessary to return to the runway centerline. Limit the use of reverse thrust at low speeds to
avoid runway contaminants being ingested by the engine.
G. Climb
Attempt to climb out of icing conditions as soon as feasible.
H. Enroute
Use of Auto mode will provide initial protection; however, when
operating in extended icing conditions selecting All is highly recommended.
Should moderate to severe icing be encountered, ensure that ignitions are selected to ON and seek a change in altitude.
7-8
I.
Descent
When flying in icing conditions or after flying in icing conditions, if
airframe vibration or buffeting occurs, increase the airspeed as
required.
If it becomes necessary to increase rate of descent:
Flaps........................................... 9
Speed Brake............................... OPEN
7-9
J. Landing
Limit the use of reverse thrust at low speeds to avoid runway contaminants being thrown forward and being ingested into the
engines.
When landing on slippery runways, do not allow the aircraft to
float. A firm touchdown in the touchdown zone assures maximum
braking effectiveness and adequate runway for stopping.
K. Missed Approach/Go-Around
Go-arounds in icing conditions are performed as a normal goaround.
L. After Landing
For taxi-in follow the same recommendations as for taxi-out. Icing
inspections are not required; however, inspections may be desirable to aid planning for possible deicing on the next departure.
If ice, slush, or snow accumulation on the flaps is suspected,
inspect the flaps prior to the next deicing and / or takeoff.
M. Parking
The airplane should be parked into the wind, if practical, particularly in driving rain or snow conditions. Protective plugs and covers, when available, should be installed.
Ensure that the flight controls are locked so as to prevent possible
gust damage to the elevator.
7-10
LIGHT
MODERATE
SEVERE
ICE ACCUMULATION
Ice becomes perceptible. Rate of accumulation
slightly greater than rate sublimation. It is not
hazardous even though deicing/anti-icing equipment is not utilized, unless encountered for an
extended period of time (over one hour).
The rate of accumulation may create a problem
if flight is prolonged in this environment (over
one hour). Occasional use of deicing/anti-icing
equipment removes/prevents accumulation. It
does not present a problem if the de-icing/antiicing equipment is used.
The rate of accumulation is such that even short
encounters become potentially hazardous and
use of deicing/anti-icing equipment or diversion
from the area is necessary.
The rate of accumulation is such that deicing/
anti-icing equipment fails to reduce or control the
hazard. Immediate diversion from the area is
necessary.
7-11
7-12
Section 2
Operation in Turbulence
In severe turbulence, two major concerns arise, excessive structural loads on the aircraft and maintaining positive control of the
aircraft.
Operating the aircraft at or below the turbulent airspeed should
provide adequate protection from excessive structural loads due
to exposure to vertical gusts. However, there is some evidence
that most aircraft structural failures in flight result from a combination of the loads imposed by the recovery maneuver as well as the
gusts themselves. More realistic benefits can perhaps result from
a discussion of these factors in combination.
A. Airspeeds
Airspeed for turbulence are:
10,000 ft and below: ............ 200 KIAS.
Above 10,000 ft.: .................. 250 KIAS or
.63M whichever is lower.
While flight at speeds significantly below the turbulent airspeed
may provide a more comfortable ride in light to moderate turbulence, these low speeds may be undesirable when encountering
severe turbulence for the following reasons.
1. The airplane is closer to the critical angle of attack and since
severe turbulence can cause substantial variance to the angle
of attack there is a greater chance of encountering buffeting
and the accompanying high drag. This will cause altitude loss
and tempt the pilot to make undesirable power and pitch
changes.
2. Trim changes due to power changes at low speed are greater
than at high speed and further compound the difficulty of
maintaining adequate control.
B. Altitude
Flight through severe turbulence should be avoided, if possible.
When flying at FL 200 or higher, it is not advisable to avoid a turbulent area by climbing over it, unless it can be overflown well in
the clear. If necessary, reduce altitude to increase buffet margin.
Due to the high velocity vertical gusts associated with turbulence,
large variations of altitude are extremely likely to occur. The prime
consideration is to avoid increasing the load on the aircraft by
applying excessive elevator input in addition to the load applied by
the gust.
REV. 6, 01 MAY 2008
7-13
7-14
AIRCRAFT REACTION
Turbulence that momentarily causes slight,
erratic changes in altitude and/or attitude (pitch,
roll, yaw). Report as Light Turbulence.
Turbulence that causes slight, rapid, and somewhat rhythmic bumpiness without appreciable
changes in altitude or attitude. Report as Light
Chop.
Turbulence that is similar to Light Turbulence but
of greater intensity. Changes in altitude and/or
attitude occur, but the airplane remains in positive control at all times. It usually causes variations in indicated airspeed. Report as Moderate
Turbulence.
Turbulence that is similar to Light Chop but of
greater intensity. It causes rapid bumps or jolts
without appreciable changes in altitude or attitude. Report as Moderate Chop.
Turbulence that causes large, abrupt changes in
altitude and/or attitude. It usually causes large
severe variations in indicated airspeed. Airplane
may be momentarily out of control. Report as
Severe Turbulence.
Turbulence in which the airplane is violently
tossed about and is practically impossible to
control. Extreme may cause structural damage. Report as Extreme Turbulence.
LIGHT
MODERATE
SEVERE
EXTREME
Note:
Note:
7-15
Section 3 Windshear
The most important way to cope with windshear is to avoid areas
of known windshear.
A. Definition
Windshear may be defined as a rapid change in wind direction
and/or velocity that results in airspeed changes greater than 15
knots or vertical speed changes greater than 500 fpm.
B. Flight Crew Actions
To prepare for encountering possible windshear, the flight crew
accomplishes the following:
Evaluate the weather.
Avoid known windshear.
Consider precautions.
Follow standard operating techniques.
Perform windshear recovery techniques.
1. Evaluate the Weather
Although an advanced-technology windshear detection and
annunciation system is installed, flight crewmembers should
develop an awareness of the causes and danger signals of
windshear to successfully avoid it.
As shown in Table 1 "Causes of Windshear", convective
weather conditions have produced the majority of known
windshear accidents. Thus the most dangerous form of
windshear is a convective weather microburst of either the dry
or wet type (Table 2 "Danger Signals of Dry Microbursts" and
3 "Danger Signals of Wet Microbursts").
7-16
Approximate percentage of
Windshear Accidents
65
15
5
5
10
LLWAS
Virga
Temperature/Dewpoint
Localized Strong Winds
Turbulence
Airborne Weather Radar
Weather Forecast
7-17
LLWAS
Thunderstorms
Turbulence
Airborne Weather Radar
Weather Forecast
7-18
7-19
Probability of
windshear
HIGH
HIGH
MEDIUM
With lightning
MEDIUM
With virga
MEDIUM
MEDIUM
MEDIUM
HIGH
HIGH
MEDIUM
LOW
HIGH-
CAUTION:
7-20
2.
3. Consider Precautions
Precautions are recommended whenever probability of
windshear exists but avoidance action is not necessary.
a. The following precautions are for takeoff:
1) Use maximum takeoff thrust instead of reduced
thrust.
2) Use the longest suitable runway that takes you away
from potential windshear.
b. The following precautions are for approach:
1) Achieve a stabilized approach not later than 1,000
feet AGL.
2) Avoid large thrust reductions or trim changes in
response to sudden airspeed increases, as these
may be followed by airspeed decreases.
3) Use the longest suitable runway away from potential
windshear.
4) Consider using increased approach speed up to a
maximum of 15 knots correction in normal landing
configuration not to exceed flap limitations.
5) Use the autopilot for the approach to provide more
monitoring and recognition time.
7-21
7-22
7-23
7-24
PF
Windshear
Encounter
during
Takeoff and
Initial Climb
After
Windshear
Recovery
PM
Check EICAS for max thrust
indication.
MAX THRUST SET
Monitor Radar Altitude and Vertical Speed.
Advise PF of flight path deviation.
Notify ATC as soon as possible.
Complete the
WINDSHEAR
PREVENTION/
RECOVERY emergency
checklist.
7-25
7-26
Section 4
Thunderstorms
A. General
For detailed information regarding thunderstorms, see GOM
Chapter 1.
B. Use of Weather Radar
Weather radar should normally be operated in the auto gain mode.
Weather displays are available on the MFD and the PFD. The
radar employs automatic antenna stabilization to maintain a beam
scan relative to the earth's horizon.
For takeoff and landing, an initial tilt adjustment of 2-3 degrees up
will provide target detection with a minimum of ground clutter.
WARNING: Do not test the radar around personnel as it does
radiate energy during the test.
7-27
Section 5
Volcanic Ash
A. General
1. Flight in areas of known volcanic activity must be avoided.
This is particularly important during hours of darkness or
daytime instrument meteorological conditions when volcanic
dust may not be visible.
2. When a flight is planned into an area with a known potential
for volcanic activity, it is recommended that all NOTAMs and
air traffic control directives be reviewed for current status of
volcanic activity. If volcanic activity is reported, the planned
flight should remain well clear of the area and, if possible, stay
on the upwind side of the volcanic dust.
3. The airplane's weather radar is not capable of detecting
volcanic ash/dust clouds and is therefore not reliable under
these circumstances.
4. The presence of volcanic ash/dust may be indicated by:
a. Smoke or dust appearing inside the airplane;
b. An acrid odor similar to electrical smoke;
c. Engine malfunctions such as power loss, engine stalls,
increasing ITT, fluctuating engine RPM, etc.
d. At night, Saint Elmo's fire/static discharges may be
observed around the windshield or windows.
5. Flight into volcanic ash/dust clouds can result in the
degradation of airplane and engine performance. The adverse
effects caused by volcanic ash/dust encounters may be:
a. Rapid erosion and damage to the internal engine components;
b. Ash/dust build-up and blockage of the guide vanes and
cooling holes, which may cause surge, loss of thrust and/
or high ITT;
c. Ash/dust blockage of the pitot system, resulting in unreliable airspeed indications;
d. The abrasive properties of volcanic material may cause
serious damage to the engines, wing and tail leading edge
surfaces, windshields, landing lights, etc.
e. Windshield and windows may become opaque, reducing
the visibility.
7-28
B. On Ground Operations
The following recommendations apply to starting and operating
engines on airports where volcanic ash has fallen and ground contamination is present:
C.
1. During preflight, check that the engine inlet and exhaust areas
have been cleared of volcanic ash;
2. Check that all volcanic ash has been cleaned away from the
area within 25 ft of the engine inlets;
3. Prior to starting, dry motor the engine for one minute in order
to blow out any ash that may have entered the engine bypass
duct area;
4. Use minimum required thrust for breakaway and taxi;
5. Be aware of loose ash being blown by the exhaust wake of
other aircraft. Maintain adequate ground separation;
6. Use a rolling takeoff technique. Avoid setting high thrust at low
airspeeds;
7. After landing at an airport contaminated with volcanic ash,
minimize the use of reverse thrust to prevent any recirculation
ingestion;
8. Avoid static engine operation above idle;
9. Use APU for engine starting only, not for air conditioning.
In Flight Operations
1. Flight operations in volcanic ash are extremely hazardous and
must be avoided. However, volcanic ash/dust clouds may
sometimes extend for hundreds of miles, reaching altitudes
above 60,000 ft and an encounter may be unavoidable.
2. In case of an inadvertent encounter, proceed as follows:
Ignition............................................................... ON
APU (if available) ........................................START
Thrust Lever (If altitude permits) ................... IDLE
Anti-Icing Buttons (Engine, Wing and Stabilizer)ON
Ice Detection Override Knob ........................... ALL
This action will increase bleed air extraction from the engines
and further improve the engine stall margin.
ITT ........................................................ MONITOR
If the ITT is still increasing even with the thrust levers
in idle:
Affected Engine .......................... SHUTDOWN
7-29
7-30
Chapter 8
Training Maneuvers
Section 1
All normal, abnormal, and emergency procedures will be accomplished in accordance with the POH.
If conducted in the simulator, they will be performed as close to
actual conditions as possible.
The maneuvers required under FAR 121 will be accomplished
according to the descriptions and diagrams which follow. Profiles
will be flown at recommended pattern speeds.
Minimum Altitude to conduct training maneuvers:
8-1
A. Steep Turns
The aircraft should be stabilized in level flight on a cardinal heading at 200 KIAS. The heading bug should be used as a reference
for completing the turn.
The aircraft should be smoothly rolled into a 45 bank, (either right
or left), adding thrust as required to maintain airspeed. As the turn
is entered, back pressure should be increased to maintain altitude.
A pitch attitude of approximately 5 nose-up will be required.
Approximately 20 prior to the desired heading, a smooth rollout
should be initiated. Back pressure should be slowly released to
maintain altitude and thrust reduced to maintain airspeed.
1. Entry Configuration:
a. Auto Pilot and Flight Director ...................................OFF
- Couple AP/FD to PM
b. Yaw Damper ............................................................. ON
c. Thrust Levers ............................. Approximately 65% N1
d. Entry Airspeed .................................................200 KIAS
8-2
8-3
8-4
x AP/FD Off
Couple to PM
x Thrust Mode CLB or CRZ
x Maintain Altitude
PF
x Do NOT trim
below 130 KIAS
PM
2.) Stall
PF
3.) Recovery
PF
POSITIVE RATE
Volume 5
8-5
8-6
x AP/FD/YD as desired
PF
PM
2.) Stall
PF
* Airspeed increasing
x Increase nose up
elevator control to PLI
3.) Recovery
PF
AIRSPEED
INCREASING
PM
4.) Climb
PF
CLIMB THRUST
POSITIVE RATE
Volume 5
8-7
8-8
PM
x Flaps - UP
PM
* Airspeed V2+15
FLAPS UP
V2+15
2.) Stall
PF
3.) Recovery
POSITIVE RATE
PF
x Do NOT trim
below 130 KIAS
FLAPS 9
x Approximately 65% N1
to maintain 200 KIAS
PF
CLIMB THRUST
Volume 5
8-9
8-10
8-11
8-12
8-13
8-14
3. Descent:
Establish a rate of descent that will ensure arrival at the MDA
with the aircraft continuously in a position from which a
descent to a landing in the touchdown zone or area can be
made at a normal rate using normal maneuvering.
4. MDA:
Maintain, when reached, within +50/-0 feet to the missedapproach-point (MAP).
F. Missed Approach
Execute when the required visual reference for the intended runway is not distinctly visible and identifiable at the missed approach
point (MAP).
1. Altitude ................................................................. 100 feet
2. Airspeed ................................................................. 5 knots
3. Heading .......................................................................... 5
4. Radials, courses, and bearings .................. Accurately track
G. Landing
1. Traffic Pattern (Normal or Engine Inoperative)
a. Altitude .............................................................100 feet
b. Heading..................................................................... 5
c. Airspeed for Normal Landing ............................ 5 knots
d. Airspeed for Single Engine Landing................ 10 knots
2. Final Approach (Normal or Engine Inoperative)
Maintain a stabilized descent angle and the recommended
approach airspeed, with gust factor applied, -0/+5 knots.
Touch down smoothly at a point 500 to 3,000 feet beyond the
runway threshold (not to exceed 1/3 of the runway), with no
drift and the airplane's longitudinal axis aligned with the
runway centerline.
8-15
8-16
Section 3
8-17
8-18
Chapter 9
Performance
Section 1
General
9-1
9-2
E. Diversions to Airports
When departing from an airport without the available performance,
call dispatch and they will obtain the required takeoff performance
data from Aircraft Performance Group.
You will need to provide dispatch with a fax number so they may
fax you the charts. If no fax is available, dispatch will read the performance to you over the phone.
F. Performance Requirements
ALL OF THE FOLLOWING PERFORMANCE REQUIREMENTS
MUST BE CONSIDERED PRIOR TO DEPARTURE:
1) If takeoff alternate is required does it meet the requirement of
FAR 121.617?
2) Is a landing alternate required?
3) Proper fuel load on the aircraft.
4) Ensure aircraft is within weight & balance limits.
For Part 121 operations, complete load manifest.
5) Does the route of flight meet FAR 121.191 requirement?
6) Compliance with FAR 121.161.
Note:
9-3
9-4
Section 2
A. Airspeeds
1. Indicated Airspeed - KIAS
The reading on the airspeed indicator in knots, as installed in
the airplane, uncorrected for static source position error. Zero
instrument error is assumed.
2. Calibrated Airspeed KCAS
The indicated airspeed in knots, corrected for static source
position error.
3. True Airspeed TAS
The equivalent airspeed corrected for atmospheric density
effects.
4. Critical Engine Failure Speed VEF
The speed at which, if one engine fails, the failure is
recognized at V1.
5. Takeoff Decision Speed V1
The speed at which, following a failure of one engine at VEF,
the decision to continue the takeoff distance to a height of 35
feet at V2 speed, that will not exceed the available takeoff
distance; or the distance to bring the airplane to a full stop that
will not exceed the accelerate stop distance available.
Note:
6. Rotation Speed VR
The speed at which rotation is initiated during the takeoff, to
attain the takeoff safety V2 climb speed at or before a height
of 35 feet above the runway surface.
7. Takeoff Safety Speed V2
The target speed to be attained at a 35 foot height during a
takeoff with an engine failure.
8. Air Minimum Control Speed VMCA
The minimum flight speed at which the airplane is controllable
with a maximum 5 degree bank, when one engine suddenly
becomes inoperative with the remaining engine operating at
takeoff power. The value presented represents the most
critical combination of power, weight, and center of gravity.
9-5
9-6
9-7
C. Definitions
Balanced vs. Unbalanced Field Length
1. Balanced Field Length
Balanced Field Length describes the condition where the
takeoff distance or accelerate-go distance is equal to the
accelerate-stop distance. This distance must not exceed
the length of the runway.
This means you can accelerate to V1, lose one engine and
come to a complete stop at or before the end of the runway or
you can continue the takeoff, accelerates to V2 and reach 35
feet AGL at the end of the runway.
It is determined by the selection of V1 speed. For a given set
of ambient conditions and aircraft weight, only one value of V1
would cause these distances to be equal and also less than
or equal to the available runway length.
2. Unbalanced Field Length (Optimized V1)
Unbalanced Field Length is the condition where the takeoff
distance or accelerate-go distance and accelerate-stop
distance are not equal.
Takeoff weight and V1 will change (be optimized) by using a
stopway in the calculation of the accelerate-stop distance or
a clearway in the calculation of the accelerate-go distance.
This allows a higher takeoff weight because of the greater
distance available to reach 35 ft. The higher weight requires
a lower V1 to still be able to stop on the available runway.
This means you can accelerate to V1, lose one engine and
come to a complete stop at or before the end of the runway or
you can continue the takeoff, lift off on the remaining runway,
accelerate to V2 and reach 35 feet AGL over the clearway.
3. Clearway
Clearway is an area beyond the departure end of the runway
no narrower than 500' wide and up to 1/2 the length of the
runway. Clearway extends from the end of the runway with
an upward slope not exceeding 1.25%, above which no object
nor any portion of the terrain protrudes.
9-8
Meaning
AALT
Acceleration Altitude
AFE
AI
Engine anti-ice
APT
DT
Direct turn
FL
FLP
Flap setting
FRA
Heading
HW
Headwind
LT
Left turn
LVIS
M1METW
M2METW
MAXV1
METW
MFPTW
MLDW
MRTW
MTOW
MTXW
OS
PLDW
PMRLW
PMRTW
POAT
PQNH
PRWY
Planned runway
PTOW
PWIND
RT
Right turn
TLR
TW
Tailwind
VMBE
9-9
9-10
Section 3
stands for...
EMB 145
9-11
RMKS NONE
------ --- ------ ----- ------ --- ----- --- ---------------RWY
OAT WIND
QNH
MRTW
FLP MAXV1 PWR CONFIG/CONDITION
--------------- ALT T/O-1 - DRY RWY - A/I OFF --------------10L
10R
28L
8000 FT
10125 FT
10125 FT
DT H100
DT H100
DT H280
OAT
FLAP 9
FLAP 9
FLAP 9
00
4853/34-34-44 4945/36-36-45 4971/36-36-45
-02
4859/34-34-44 4949/36-36-45 4971/36-36-45
/-04
4866/35-35-44 4953/36-36-45 4971/36-36-45
-06
4871/35-35-44 4956/36-36-45 4972/36-36-45
-08
4877/35-35-44 4959/36-36-45 4971/36-36-45
HW/10KT
53 1 1 1
30 0 0 0
12 0 0 0
TW/10KT
-188 -3 -3 -3 -145 -2 -2 -2 -118 -2 -2 -2
AI ON 1.0 -70 -1 -1 -1 -87 -1 -1 -1 -99 -1 -1 -1
28R
8000 FT
DT H280
OAT
FLAP 9
00
4759/33-33-42
-02
4766/33-33-42
/-04
4774/33-33-43
-06
4780/33-33-43
-08
4787/33-33-43
HW/10KT
56 1 1 1
TW/10KT
-165 -3 -3 -2
AI ON 1.0 -64 -1 -1 -1
9-12
PRWY
33
RMKS NONE
------ --- ------ ----- ------ --- ----- --- ---------------RWY
OAT WIND
QNH
MRLW
FLP VREF PWR CONFIG/CONDITION
----------- DRY RWY - A/I OFF - NO ICE ACCRETION -----------FLAP 22 / FLAP 45
01
04
15
19
OAT
6869 FT
4911 FT
5204 FT
6869 FT
02
4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
00
4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
/-02
4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
-04
4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
-06
4800A/4800A 3317F/4640F 3567F/4800A 4800A/4800A
HW/10KT
0/
0
229/ 159
245/
0
0/
0
TW/10KT
-603/
0
-687/ -904
-693/ -717
-603/
0
EAI
0/
0
0/
0
0/
0
0/
0
ICING
-456/ -456
0/ -296
0/ -456
-456/ -456
OAT
02
00
/-02
-04
-06
HW/10KT
TW/10KT
EAI
ICING
22
4911 FT
3317F/4640F
3317F/4640F
3317F/4640F
3317F/4640F
3317F/4640F
229/ 159
-687/ -904
0/
0
0/ -296
33
5204 FT
3567F/4800A
3567F/4800A
3567F/4800A
3567F/4800A
3567F/4800A
245/
0
-693/ -717
0/
0
0/ -456
9-13
9-14
9-15
c.
9-16
f.
ENGINE
FAILURE
ALTITUDE
IMC
VMC
Below 1,000'
AFE.
1,000' or more
AFE.
Example:
The AeroData TLR for LGA Rwy 31 shows an Abbreviated
Engine Failure Takeoff Procedure of RT 360.
However ATC assigned a departure heading of 340.
This means:
The performance data are still
good.
Climb straight ahead to 1000 feet
AFE, then
right turn to heading 340 as
assigned by ATC on two
engines; or
right turn to heading 360 if
an engine failure occurred.
31
7000 FT
RT H360
FLAP 9
4597/30-30-40
4610/30-30-40
4624/30-30-40
4637/31-31-41
4649/31-31-41
90 2 2 2
-277 -5 -5 -4
-43 0 0 0
9-17
OAT
22
30
8268 FT
SPECIAL
FLAP 9
4420/27 27 37
p
35L
11021 FT
SPECIAL
FLAP 9
4481/28 28 38
g
35R
13500 FT
SPECIAL
FLAP 9
4654/31 31 41
a. Simple-Special
The Simple-Special Departure Procedure differs from
Standard Procedures. At some airports a turn to
NAVAID or heading may be required before reaching
1,000 AFE.
Acceleration Altitude remains at 1,000' AFE unless
otherwise specified in the ACCEL ALT box.
Simple-Special Departure Procedures are mandatory
in IMC. They are also mandatory in VMC until reaching
1,000' AFE.
The turn to the NAVAID or heading is to be made at the
highest bank angle appropriate for aircraft speed.
In IMC, if radar vectors are not available, comply with
the special procedure until 3,000 AFE at which time
you may proceed on course (as applicable).
Simple-Special Departure Procedures, when required,
are listed underneath the takeoff runway analysis.
Below is a sample Simple-Special Departure
Procedure for Colorado Springs (COS):
p
p
p
------------ SPECIAL ENG FAIL TAKEOFF PROCEDURES -----------RWY CLB VIA
REACHING
OR
TURN
AALT HOLD
30
BRK R210
D5.6 ILPI LT H125
7184
35L V2
D6.3 BRK
D5.4 ILPI RT H047
7200
35R V2
D5.0 BRK
D5.9 ILPI RT H047
7200
9-18
Legend:
RWY
CLB
35L
V2
VIA
REACHING
D6.3 BRK
3
OR
TURN
ACCEL
ALT
HOLD
7200
7
9-19
b. Complex-Special
The Complex-Special Departure Procedure is issued
when an engine failure procedure is too complex to fit
in the Simple-Special table and/or other considerations
must be taken into account. Often, all-engine
procedures are also specified in order to ensure that
the aircraft will remain in the obstacle protected area
until reaching a safe engine failure altitude.
Acceleration Altitude remains at 1,000' AFE unless
otherwise specified in the procedure.
Complex-Special Departure Procedures may be
specifically designed for a published instrument
departure procedure. In these cases, the name of the
applicable instrument departure procedure will be
indicated on the Complex-Special and the ComplexSpecial is only valid for the instrument departure
procedure specified. Complex-Special Departure
Procedures, when published, are mandatory under
IMC and VMC.
Complex Special Departure Procedures are designed
by AeroData and published in the Chautauqua
Airlines 10-7 pages for the respective airport.
The following is an example of a Complex Special
Departure Procedure using Washington National
Runway 01 Visual.
9-20
5. Takeoff Flight Path Principles - Condensed a. NO TURNS before 1000 feet AFE,
Unless
Required by SID;
OR
Required by Special Departure Procedure;
OR
Weather exceeds 1000-3 and
- above 200 feet AGL, and
- airspeed no less than V2, and
- 15 low bank (BNK) maximum.
b. Departure Procedures
Used for engine failure after V1
1) Standard:
Aircraft remains on runway heading until 1000 feet
AFE;
Then turns to specified heading until safe altitude;
Radar vectors possible above 1000 feet AFE;
MANDATORY under IMC.
2) Simple-Special:
Aircraft begins turn to VIA heading at 50 feet
AFE, 15 low bank (BNK) maximum;
Aircraft makes next turn at specified point;
Then follows specified flight path until at least
3000 feet AFE;
MANDATORY under IMC.
MANDATORY in VMC until reaching 1000 feet
AFE.
3) Complex-Special:
Aircraft flies according to a charted procedure;
MANDATORY under IMC and VMC.
9-21
D. Runway Conditions
1. The four non-dry Runway Conditions for AeroData are Wet
Runway, Contaminated Runway, Compacted Snow Runway,
and Slippery (Wet Ice) Runway.
a. Wet Runway - A runway that has a shiny appearance
due to a thin layer of water less than 1/8 inches or 3 mm
covering 100% of the runway surface. If there are dry
spots showing on a drying runway with no standing water,
the runway is not considered to be wet.
b. Contaminated Runway - A runway where more than
25% of the runway length, within the width being used, is
covered by standing water or slush more than 1/8 inches
or 3mm deep, or that has an accumulation of snow or ice.
A runway may also be considered contaminated with less
than 25% coverage if the contaminant is located prior to
the midpoint of the runway.
Note: A wet runway with standing water more than 1/8
inches deep is considered a Contaminated Runway.
c.
9-22
Contaminant
Slush
Wet Snow
Dry Snow
Level 1
<1/8"
or
<3mm
<1/4"
or
<6mm
<1"
or
<25mm
Level 2
>1/8" to <1/4"
or
3mm to 6mm
>1/8" to <1/4"
or
3mm to 6mm
>1/4" to <1/2"
or
7mm to 13mm
>1" to <2"
or
26mm to 51mm
Level 3
>1/4" to <1/2"
or
7mm to 13mm
>1/4" to <1/2"
or
7mm to 13mm
>1/2" to <1"
or
14mm to 25mm
>2" to <4"
or
52 to 102mm
Note:
9-23
9-24
9-25
9-26
9-27
9-28
J. Takeoff Speeds
1. V1, VR and V2
The TLR provides the flight crew with takeoff speeds V1, VR,
and V2 at the maximum runway takeoff weight (MRTW).
a. The listed V-speeds can only be used when the actual
takeoff weight equals the MRTW on the TLR.
Example:
The
MRTW
-04C
at 48660
is lbs.
Equal means the given
V-speeds are applicable
to any weight between
48660 lbs and 48669 lbs.
OAT
00
-02
/-04
-06
-08
FLAP 9
4853/34-34-44
4859/34-34-44
4866/35-35-44
4871/35-35-44
4877/35-35-44
9-29
Example 1:
The MRTW at -04C is 48660 lbs. but the actual takeoff
weight is lower at 47000 lbs. The TLR shows balanced
V-Speeds (V1 = VR).
OAT
00
-02
/-04
-06
-08
Use the
V-Speeds of the
EMB 145 Data Cards:
V1 = 132, VR = 134, V2 = 144
FLAP 9
4853/34-34-44
4859/34-34-44
4866/35-35-44
4871/35-35-44
4877/35-35-44
________________________________________________
Example 2:
The MRTW at 12C is 46390 lbs. but the actual takeoff
weight is lower at 45000 lbs. The TLR shows optimized VSpeeds (V1 VR).
OAT
16
14
Compare the V1 Speed of / 12
10
the EMB 145 Data Cards
08
for 45000 lbs (128 KIAS) to
FLAP 9
4611/24-38-39
4626/25-38-40
4639/25-39-40
4611/25-38-39
4620/26-38-39
the V1 Speed on the TLR in the 12C line (125 KIAS). Use
the lower V1; in this case off the TLR and VR, V2 off the
data cards.
V1 = 125, VR = 128, V2 = 138
________________________________________________
Example 3:
The MRTW at 12C is 46390 lbs. but the actual takeoff
weight is lower at 42000 lbs. The TLR shows optimized
V-Speeds (V1 VR).
OAT
16
14
Compare the V1 Speed of / 12
10
the EMB 145 Data Cards
08
for 42000 lbs (123 KIAS) to
FLAP 9
4611/24-38-39
4626/25-38-40
4639/25-39-40
4611/25-38-39
4620/26-38-39
the V1 Speed on the TLR in the 12C line (125 KIAS). Use
the lower V1, in this case off the data cards and VR, V2 off
the data cards.
V1 = 123, VR = 123, V2 = 134
________________________________________________
9-30
V-speeds on TLR.
Note:
9-31
9-32
Section 4
Takeoff Performance
9-33
c.
9-34
i.
j.
k.
Note:
9-35
4. TLR Revisions
------ --- ------ ----- ------ --- ----- --- ---------------RWY
OAT WIND
QNH
MRTW
FLP MAXV1 PWR CONFIG/CONDITION
9-36
a. Header
--------------- ALT T/O-1 - DRY RWY - A/I OFF --------------10L
10R
28L
8000 FT
10125 FT
10125 FT
DT H100
DT H100
DT H280
OAT
FLAP 9
FLAP 9
FLAP 9
Q
------------------ T/O - DRY RWY - A/I OFF -----------------09
27
OAT
FLAP 22
FLAP 22
29
3 /09 1 23 3 0/09 1 23
Note:
9-37
FLAP 9
4853/34-34-44
4859/34-34-44
4866/35-35-44
4871/35-35-44
4877/35-35-44
53 1 1 1
-188 -3 -3 -3
-70 -1 -1 -1
FLAP 9
4945/36-36-45
4949/36-36-45
4953/36-36-45
4956/36-36-45
4959/36-36-45
30 0 0 0
-145 -2 -2 -2
-87 -1 -1 -1
FLAP 9
4971/36-36-45
4971/36-36-45
4971/36-36-45
4972/36-36-45
4971/36-36-45
12 0 0 0
-118 -2 -2 -2
-99 -1 -1 -1
1)
Note:
9-38
FLAP 9
4853/34-34-44
4859/34-34-44
4866/35-35-44
4871/35-35-44
4877/35-35-44
53 1 1 1
-188 -3 -3 -3
-70 -1 -1 -1
FLAP 9
4945/36-36-45
4949/36-36-45
4953/36-36-45
4956/36-36-45
4959/36-36-45
30 0 0 0
-145 -2 -2 -2
-87 -1 -1 -1
FLAP 9
4971/36-36-45
4971/36-36-45
4971/36-36-45
4972/36-36-45
4971/36-36-45
12 0 0 0
-118 -2 -2 -2
-99 -1 -1 -1
9-39
7. Since the data is calculated only for one temperature, the flap
setting is displayed before the corresponding MRTW.
a. The flap setting is preceded with the "F" symbol, i.e. F09
representing Flaps 9.
8. The next number is the MRTW followed by the takeoff speeds
V1/VR/V2.
a. Takeoff speeds are shown in two-digits only. Add 100 to
the speeds if the number shown is less than 80.
Note:
9-40
9-41
9-42
Section 5
A. General
1. FAR 121.191 requires the airline to plan each flight with
consideration given to an engine failure enroute. Compliance
with this regulation is primarily a pre-flight/dispatching
function.
2. This regulation specifies two sets of requirements, of which,
the airline must comply with at least one on each flight. We will
refer to these two sets of requirements as Method 1 and
Method 2. Both methods measure performance based on
aircraft net flight path (or net altitude).
3. The net altitude is the altitude at which the aircraft can
maintain a 1.1% climb gradient based on its current weight.
4. The airplane's actual altitude capability (service ceiling or 0%
climb gradient) is approximately 5,000 feet higher than the net
altitude capability.
5. The difference between the net and actual altitude is the
operating safety margin. This operating safety margin
accounts for factors such as not being on the planned route of
flight, ice accumulation on unheated surfaces, the use of ice
protection systems when it was not planned, the unavailability
of an APU when it was planned, flying at other than optimum
speeds, and enroute temperatures greater than forecast.
6. AFM altitude capability is based on enroute climb speed or
driftdown speed.
7. The Enroute Performance Analysis is presented to the pilot in
a portion of the Flight Release located directly underneath the
Flight Plan portion of the release.
9-43
B. Method 1
1. Method 1 requires the aircraft to take off at a weight that
ensures that if an engine failure occurs anywhere from V1 to
the destination, that the aircraft's net altitude capability will
clear all obstructions 5 SM either side of the intended route by
1,000 feet until reaching the destination.
2. The aircraft must also have a positive net gradient at 1,500
feet above the destination airport. Under optimum conditions,
these requirements provide actual aircraft altitude capability
of approximately 6,000 feet over the most critical obstruction
and 6,500 feet above the destination field elevation when
operating at enroute climb speed and planned conditions.
Safety Margin
Actual Altitude (0% Climb Gradient)
Ac
a
tu
im
Cl
ual
Act
Gr
i
ad
t
en
nt
die
Gra
mb
Cli
~ 5000 FT
%
1.1
Net Altitude
1000 FT
~ 5000 FT
1500 FT
Origin
Destination
9-44
AERODATA
-------------------------------------------------
MTXW
4873
MFPTW 4850/TS PTOW 4850 MRTW 5052/F09/O M06/0000/30.20/22
-TAKE OFF ALTN- LBB METW 4900 METHOD 1
MLDW
4255/S PLDW 4072 MRLW 4254/F45/S M10/0000/30.35/16L
MQTW 03648/F45
----------------------------------------------------------------
6. Explanation
a.
b.
c.
d.
9-45
C. Method 2 - Driftdown
1. Method 2 (driftdown) requires that if an engine failure occurs,
the aircraft be able to divert to at least one suitable airport
from normal cruise altitude and the aircraft's net driftdown
altitude will clear all obstructions 5 SM either side of the route
of flight by 2,000 feet until reaching the diversion airport.
2. The aircraft must also have a positive net gradient at 1,500
feet above the diversion airport.
3. Under optimum conditions, these requirements provide actual
aircraft altitude capability of approximately 7,000 feet over the
most critical obstruction and 6,500 feet above the destination
field elevation when operating at optimum driftdown speed
and planned conditions.
Point of Engine Failure
FL250
1.
1%
Gr
Safety Margin
ad
i
en
Actu
al Pr
ofil
e
2000 FT
Net
Pro
fi
~ 5000 ft
le
1500 FT
Diversion
Airport
Origin
Destination
AERODATA
-------------------------------------------------
MTXW
4873
MFPTW 4850/TS PTOW 4850 MRTW 5052/F09/O M06/0000/30.20/22
-TAKE OFF ALTN- LBB METW 4900 METHOD 1
METW 4850 METHOD 2
MLDW
4255/S PLDW 4072 MRLW 4254/F45/S M10/0000/30.35/16L
MQTW 03648/F45
FROM
TO
DD ALT
AMA
59 NW PNH
AMA
59 NW PNH
SLC
SLC
SLC
----------------------------------------------------------------
9-46
Engine
Failure
X
Planned Route
Abeam
9-47
FROM
BUR
26 W
37 E
TO
26 W
37 E
JFK
BUR
LAS
Note:
c.
Note:
BUR
LAS
DD ALT
BUR
LAS
JFK
1) Explanation
2) Header
FROM - segment start point
TO - segment end point
DD ALT - Driftdown alternate airport for the
segment
3) Segment 1:
From BUR to 26 West of BUR, return to BUR
airport.
4) Segment 2:
From 26 West of BUR to 37 East of LAS, proceed
along the planned route of flight to the abeam
point of the driftdown airport and then direct to the
driftdown airport.
See PROCEDURES WHEN DISPATCHED WITH
METHOD 2 later in this section.
Segment 3:
From 37 East of LAS, along the planned route of flight
to the to JFK airport.
See PROCEDURES WHEN DISPATCHED WITH
METHOD 2 later in this section.
9-48
D. Airport Suitability
1. For determining suitability during flight, legal suitable airport is
one where a safe landing can be made.
2. When determining airport suitability, consider the following:
a. Actual and forecast weather
b. Location of airport in reference to terrain
c. Available navaids and approaches
d. Approach minimums
e. Length of runway(s)
f. NOTAMs
g. Emergency equipment
h. Passenger handling facilities
3. At the beginning of descent, the nearest airport in point of time
is usually the destination airport, even if a suitable airport is
closer in distance, unless an emergency descent is required.
4. Inflight, if an engine failure occurs, FAR 121.565(a) requires
that the pilot in command shall land the airplane at the
nearest suitable airport, in point of time, at which a safe
landing can be made.
a. Therefore, if an engine failure occurs, the flight crew will
then determine the nearest suitable airport.
b. In some cases, the selected suitable airport may not
necessarily be any of those selected for dispatching
requirements.
9-49
9-50
2. Procedures when Dispatched with Method 1 Engine Failure below Single Engine Service Ceiling
a. Climb at enroute climb speed (minimum VFS) with
maximum continuous power.
b. General rules:
1) If able, return to land at departure airport via the
planned route.
2) If unable to return to departure airport, determine the
nearest suitable diversion airport, checking engine
inoperative altitude capability against terrain clearance altitudes and/or ATC provided minimum
vectoring altitudes along the route of flight. If unsure
of terrain clearance, choose either the takeoff alternate airport (if applicable) or the destination airport for
the diversion.
3) If the selected diversion airport is the takeoff alternate
airport, proceed back along the planned route of flight
to the departure airport and then direct to the takeoff
alternate. If terrain clearance is not critical, a more
direct route may be flown.
4) If the selected diversion airport is the destination
airport, proceed via planned route to the destination
airport. If terrain clearance is not critical, a more direct
route may be flown.
c. If necessary, climb in a holding pattern to reach the initial
MEA or maximum aircraft altitude capability, whichever is
lower.
d. Lower MEAs can be derived from low altitude airways that
underlie the planned route or ATC provided minimum
vectoring altitudes.
e. Continue climbing until reaching the highest MEA along
the route of flight, then accelerate in level flight to the
desired engine inoperative cruise speed.
9-51
3. Procedures when Dispatched with Method 1 Engine Failure at and above Single Engine Service Ceiling
a. Set maximum continuous power.
b. If unable to hold altitude at engine inoperative cruise
speed, decelerate in level flight to driftdown speed.
c. If still unable to hold altitude, descend at driftdown speed.
d. General Rules:
1) Determine the nearest suitable diversion airport in
point of time, checking engine inoperative altitude
capability against terrain clearance altitudes and/or
ATC provided minimum vectoring altitudes along the
route of flight. If unsure of terrain clearance, choose
the departure airport, the takeoff alternate airport (if
applicable), or the destination airport for the diversion.
2) If the selected diversion airport is the departure
airport, proceed back along the planned route of flight
to the departure airport. If terrain clearance is not critical, a more direct route may be flown.
3) If the selected diversion airport is the takeoff alternate
airport, proceed back along the planned route of flight
to the departure airport and then direct to the takeoff
alternate. If terrain clearance is not critical, a more
direct route may be flown.
4) If the selected diversion airport is the destination
airport, proceed via planned route to the destination
airport. If terrain clearance is not critical, a more direct
route may be flown.
e. After reaching level off altitude, as fuel is burned off, allow
the aircraft to accelerate to engine inoperative cruise
speed or if terrain clearance is not critical, descend to a
lower altitude to obtain engine inoperative cruise speed
sooner.
9-52
4. Procedures when Dispatched with Method 2 Engine Failure below Single Engine Service Ceiling
a. Climb at enroute climb speed with maximum continuous
power.
b. General Rules:
1) If able, return to land at departure airport via the
planned route.
2) If unable to return to departure airport, determine the
nearest suitable diversion airport in point of time,
checking engine inoperative altitude capability
against terrain clearance altitudes and/or ATC
provided minimum vectoring altitudes along the route
of flight. If unsure of terrain clearance, proceed back
along the planned route of flight to the departure
airport and then direct to the takeoff alternate.
c. If necessary, climb in a holding pattern to reach the initial
MEA or maximum aircraft altitude capability, whichever is
lower. Lower MEAs can be derived from low altitude
airways that underlie the planned route or ATC provided
minimum vectoring altitudes.
d. Continue climbing until reaching the highest MEA along
the route of flight, then accelerate in level flight to the
desired engine inoperative cruise speed.
9-53
5. Procedures when Dispatched with Method 2 Engine Failure at and Above Single Engine Service Ceiling,
but below Planned Cruise Altitude
a. Set maximum continuous power.
b. If unable to hold altitude at engine inoperative cruise
speed, decelerate in level flight to driftdown speed.
c. If still unable to hold altitude, descend at driftdown speed.
d. General Rules
1) If able, return to land at departure airport via the
planned route.
2) If unable to return to departure airport, determine the
nearest suitable diversion airport in point of time,
checking engine inoperative altitude capability
against terrain clearance altitudes and/or ATC
provided minimum vectoring altitudes along the route
of flight. If unsure of terrain clearance, proceed back
along the planned route of flight to the departure
airport and then direct to the takeoff alternate.
e. After reaching level off altitude, as fuel is burned off, allow
the aircraft to accelerate to engine inoperative cruise
speed or if terrain clearance is not critical, descend to a
lower altitude to obtain engine inoperative cruise speed
sooner.
9-54
6. Procedures when Dispatched with Method 2 Engine Failure after reaching Planned Cruise Altitude
a. Set maximum continuous power.
b. If unable to hold altitude at engine inoperative cruise
speed, decelerate in level flight to driftdown speed.
c. If still unable to hold altitude, descend at driftdown speed.
d. Determine the nearest suitable diversion airport, checking
engine inoperative altitude capability against terrain clearance altitudes and/or ATC provided minimum vectoring
altitudes along the route of flight.
1) If unsure of terrain clearance, divert to the driftdown
airport listed on the flight release for the appropriate
route segment by proceeding along the planned route
of flight to the abeam point of the driftdown airport and
then direct to the driftdown airport.
2) If the abeam point is behind the aircraft, reverse
course and proceed back along the planned route to
the abeam point and then direct to the driftdown
airport.
3) If the driftdown airport is behind the origin airport, then
the abeam point is the origin airport.
4) If the driftdown airport is beyond the destination
airport, then the abeam point is the destination airport.
e. After reaching level off altitude, as fuel is burned off, allow
the aircraft to accelerate to engine inoperative cruise
speed or if terrain clearance is not critical, descend to a
lower altitude to obtain engine inoperative cruise speed
sooner.
9-55
9-56
Section 6
Landing Performance
A. General
1. Landing data is provided in two formats:
- Landing Data Destination
- Landing Distance
2. The Landing Runway Analysis Report (Landing Data
Destination) provides specific aircraft landing performance for
the destination airport.
3. Additional general Landing Distance tables are provided for
situations when the Landing Data Destination report is not
available or, if available, does not account for temporary
conditions such as NOTAMs.
B. Runway Naming Conventions
1. Shortened Runways
Shortened runways are designated using the following code:
26L-W2000F
26L
Indicates the base runway
Indicates that the runway has been shortened
W
Indicates the end of the runway which has been
shortened (possible values are N, NE, E, SE, S
SW, W, NW)
2000
Indicates the shortened distance
F
Indicates the units for the shortened distance
where F = feet. The shortened distance unit
shown will correspond to that given by the
applicable shortened runway NOTAM.
2. Land And Hold Short Operations (LAHSO) Runways
LAHSO Runways are designated by using / between the
landing runway designation and the hold short runway intersection or nearest aligned runway designation. The following
naming conventions represent LAHSO runway designations.
09R/S Landing runway 09R hold short intersection S.
14R/09R Landing runway 14R hold short runway
09R(27L).
9-57
C. Landing Speeds
Final segment speed VFS, reference speed VREF 45 (or 22), goaround Speed VGA9, and approach speed VTGT are not part of the
AeroData TLR and must be extracted from the EMB 145 Data
Cards.
D. Landing Report Layout
1. The Landing Report is an extension of the Takeoff Report.
2. Landing Report Header
Q
PRWY
33
RMKS NONE
------ --- ------ ----- ------ --- ----- --- ---------------RWY
OAT WIND
QNH
MRLW
FLP VREF PWR CONFIG/CONDITION
9-58
22
4911 FT
4634F/3832F
4634F/3832F
4634F/3832F
4634F/3832F
4634F/3832F
166/ 304
-903/ -816
----------19
6869 FT
4800A/4800A
4800A/4800A
4800A/4800A
4800A/4800A
4800A/4800A
0/
0
0/
0
33
5204 FT
4800A/4159F
4800A/4159F
4800A/4159F
4800A/4159F
4800A/4159F
0/ 301
-723/ -872
9-59
3. The next few lines of data indicate the runway, runway length,
and flap setting.
Note: See Runway Naming Conventions section earlier in
this Chapter for a description of runway naming
details.
4. In the Destination section, a line of landing data consists of
temperature, MRLW (maximum runway landing weight), and
limit code. Dashes in place of an MRLW or MRLW adjustment
indicate that landing data is not available for the specified
condition.
5. DRY/WET-LVIS: The weight before the / indicates the
maximum landing weight for dry runway conditions. The
weight after the / is for wet or limited visibility conditions.
a. The chart provides landing weights for Flaps 45 landing
under DRY runway conditions.
b. WET-LVIS is the data column providing landing weights
for Flaps 45 landing:
1) Under wet runway conditions; or
2) Under limited visibility conditions to comply with the
requirements of OpsSpecs C054
(Refer to GOM Chapter 7).
6. The / symbol to the left of the temperature column is used to
indicate a POAT.
The data presented is for a range of temperatures above and
below the planned temperature.
9-60
9-61
The AeroData landing TLR will not show the ice accretion
penalty when the planned OAT at the destination is above
+10C. If the OAT at the time of arrival is reported below
+10C the flight crew should contact Dispatch to receive
the new ice accretion number.
If unable to contact Dispatch, the flight crew may revert to
the EMB 145 (140/135) Approach Climb Limit Weight
chart and use lower weight of either
the landing data on the TLR or
the chart weight minus the ice accretion penalty.
9-62
9-63
9-64
Section 7
Crosswind Performance
A. Demonstrated Crosswind
The maximum demonstrated crosswind component for takeoff
and landing is 30 kts measured at tower height of 10 m (32.8 ft).
The demonstration was made with both engines operating on a
dry runway and using VREF plus half the maximum gust intensity.
This value is not considered to be limiting.
B. Wind Components
The wind correction grid is factored according to the regulations,
and represents the headwind or tailwind components measured at
32.8 feet.
Corrections to wind velocity and direction into headwind, tailwind,
and crosswind is given in the Wind Component Chart.
1. Chart Use
Enter the chart with the reported wind velocity and the relative
angle to the runway, to read the wind component parallel to
the runway and the crosswind.
2. Example
Given:
- Wind Velocity .................................................... 20 knots
- Wind Direction...............................................60 degrees
Determine:
- Wind component parallel to the runway ............ 10 knots
- Crosswind ...................................................... 17.5 knots
9-65
EFFECTIVE HEADWIND
COMPONENT - KTS
70
60
0
50
10
20
30
40
40
50
30
60
20
70
10
80
90
EFFECTIVE TAILWIND
COMPONENT - KTS
10
30
40
50
-10
100
-20
110
120
-30
130
-40
140
150
-50
145CTA50 - OUT 01, 1996
20
CROSSWIND
COMPONENT
60
70- KTS80
90
180
170
160
REPORTED WIND
SPEED
(CURVED LINES)
-60
-70
-80
9-66
Section 8
The EMB 145 takeoff speed cards are provided to determine the
appropriate speeds for a given takeoff weight at a specific pressure altitude and temperature.
Two sets of takeoff speeds are available for use.
EMB 145
EMB 140
EMB 135
ALT T/O-1
T/O
ALT T/O-1
T/O
ALT T/O-1
T/O
V2 = 132
VTGT = 137
VFS = 164
If the speed charts are not available in the aircraft, the following
charts may be used.
9-67
ALT T/O - 1
ALT T/O - 1
-40 to 46
-40 to 43
-40 to 39
-40 to 35
-40 to 31
-40 to 26
-
47 to 48
44 to 45
40 to 42
36 to 38
32 to 34
27 to 30
-40 to 25
-40 to 20
-
49 to 50
46 to 48
43 to 45
39 to 41
35 to 38
31 to 33
26 to 29
21 to 24
-40 to 20
-
46 to 46
42 to 44
39 to 41
34 to 37
30 to 32
25 to 28
21 to 24
-40 to 23
V1 VR V2
137 138 145
135 135 145
134 134 144
134 134 144
133 133 142
131 131 141
129 129 139
128 128 138
126 126 136
124 124 135
122 122 133
120 120 132
118 118 130
115 116 128
113 114 127
111 112 125
108 110 123
106 108 122
104 106 120
101 103 118
100 103 119
100 103 119
V1 VR V2
138 138 145
136 136 145
135 135 144
135 135 144
133 133 142
132 132 141
130 130 139
128 128 138
126 126 136
124 124 135
122 122 133
120 121 132
118 119 130
116 117 128
114 115 127
111 112 125
109 110 123
107 108 122
104 106 120
102 104 118
99 101 116
98 101 117
V1 VR V2
138 138 146
136 136 146
135 135 144
135 135 144
134 134 142
132 132 141
130 130 139
129 129 138
127 127 136
125 125 135
122 123 133
121 121 132
119 119 130
117 117 128
115 115 127
112 113 125
110 111 123
108 109 122
105 107 120
103 104 118
100 102 116
98 101 115
V1 VR V2
138 139 147
137 137 146
136 136 144
136 136 144
134 134 142
133 133 141
131 131 139
129 129 138
127 127 136
125 125 135
123 124 133
121 122 132
119 120 130
117 118 128
115 116 127
113 114 125
111 111 122
108 109 122
106 107 120
103 105 118
101 103 116
99 101 116
TGT
140*
140*
140*
140*
140*
140*
140*
140*
140
138
137
136
134
133
131
130
128
127
125
123
121
119
VFS
179
177
176
175
173
172
171
169
167
165
164
162
160
158
156
154
152
150
147
145
142
141
1/9/2008
9-68
T/O
T/O
*AE3007 A1P ENGINE*
EMB 145 TAKEOFF SPEEDS
FLAPS 9, NORMAL V2, T/O
PRESSURE
ALTITUDE
Sea Level
1000
2000
3000
4000
5000
6000
7000
8000
10000
-40 to 39
-40 to 35
-40 to 30
-
40 to 44
36 to 40
31 to 36
-40 to 32
-40 to 27
-
45 to 48
41 to 44
37 to 41
33 to 37
28 to 33
-40 to 28
-40 to 24
-
49 to 50
45 to 48
42 to 46
38 to 42
34 to 38
29 to 34
25 to 30
-40 to 25
-40 to 21
-
43 to 44
39 to 42
35 to 40
31 to 36
26 to 31
22 to 27
-40 to 26
Wt. (lbs)
V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
50000
49000
48500
48000
47000
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
32000
31000
30000
136 136 146 136 136 146 138 138 146 141 141 146 141 141 146
134 134 145 134 134 145 136 136 145 137 137 145 139 139 145
133 133 144 134 134 144 135 135 145 135 135 145 136 136 145
132 132 143 133 133 143 134 134 143 134 134 143 136 136 143
130 130 141 131 131 141 132 132 141 133 133 141 134 134 142
129 129 140 129 129 140 130 130 140 131 131 140 132 132 140
127 127 138 128 128 138 128 128 138 129 129 138 131 131 139
125 125 137 126 126 137 127 127 137 128 128 137 129 129 137
124 124 135 124 124 135 125 125 135 126 126 136 127 127 136
121 121 134 122 122 134 123 123 134 124 124 134 125 125 134
119 119 132 120 120 132 121 121 132 122 122 132 123 123 132
117 117 131 118 118 131 119 119 131 120 120 131 121 121 131
115 115 129 116 116 129 117 117 129 118 118 129 119 119 129
113 113 127 114 114 127 115 115 128 116 116 128 117 117 128
111 111 126 112 112 126 113 113 126 114 114 126 115 115 126
109 109 124 110 110 124 111 111 124 112 112 124 113 113 124
107 107 122 108 108 122 109 109 122 110 110 122 111 111 122
107 107 122 106 106 119 107 107 121 108 108 121 109 109 121
107 107 123 104 104 119 104 104 119 105 105 119 106 106 119
107 107 124 104 104 120 102 102 119 103 103 117 104 104 117
107 107 125 104 104 121 101 101 119 101 101 115 102 102 115
107 107 125 104 104 121 101 101 120 101 101 116 102 102 113
TGT
140*
140*
140*
140*
140*
140*
140*
140*
140
138
137
136
134
133
131
130
128
127
125
123
121
119
VFS
179
177
176
175
173
172
171
169
167
165
164
162
160
158
156
154
152
150
147
145
142
141
1/9/2008
9-69
C.
T/O
T/O
FLAPS 22
*AE3007 A1P ENGINE*
EMB 145 TAKEOFF SPEEDS
FLAPS 22, NORMAL V2, T/O
PRESSURE
ALTITUDE
Sea Level
1000
2000
3000
4000
5000
6000
7000
8000
10000
Wt. (lbs)
50000
49000
48500
48000
47000
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
32000
31000
30000
-40 to 46
-40 to 43
-40 to 39
-40 to 35
-40 to 31
-40 to 26
-40 to 22
-40 to 18
-
47 to 50
44 to 48
40 to 46
36 to 42
32 to 38
27 to 34
23 to 30
19 to 25
-40 to 20
-
43 to 44
39 to 42
35 to 40
31 to 38
26 to 33
21 to 29
-40 to 24
34 to 36
30 to 34
25 to 30
V1 VR V2
127 127 130
125 125 129
122 122 128
122 122 128
121 121 127
120 120 126
119 119 125
117 117 123
116 116 122
115 115 121
113 113 120
112 112 119
110 110 118
109 109 116
108 108 115
107 107 114
106 106 114
105 105 113
104 104 112
103 103 111
101 101 110
100 100 109
V1 VR V2
127 127 130
126 126 129
123 123 128
123 123 128
122 122 127
121 121 126
119 119 125
118 118 123
117 117 122
115 115 121
114 114 120
112 112 119
111 111 118
109 109 116
108 108 115
106 106 113
105 105 112
104 104 111
103 103 110
102 102 109
101 101 109
99 99 108
V1 VR V2
127 127 130
126 126 129
124 124 128
124 124 128
123 123 127
121 121 126
120 120 125
119 119 123
117 117 122
116 116 121
115 115 120
113 113 119
112 112 118
110 110 116
109 109 115
107 107 113
106 106 112
104 104 110
102 102 109
101 101 108
100 100 107
98 98 106
V1 VR V2
129 129 130
128 128 129
124 124 128
124 124 128
123 123 127
122 122 126
121 121 125
119 119 124
118 118 122
117 117 121
115 115 120
114 114 119
112 112 118
111 111 116
109 109 115
108 108 113
106 106 112
105 105 110
103 103 109
101 101 107
99 99 105
98 98 104
TGT
140*
140*
140*
140*
140*
140*
140*
140*
140
138
137
136
134
133
131
130
128
127
125
123
121
119
VFS
179
177
176
175
173
172
171
169
167
165
164
162
160
158
156
154
152
150
147
145
142
141
1/9/2008
9-70
ALT T/O - 1
ALT T/O - 1
-40 to 43
-40 to 41
-40 to 32
-40 to -3
-40 to -3
-40 to -3
-
44 to 50
42 to 48
33 to 46
-3 to 37
-2 to 32
-2 to 27
-40 to 22
-40 to -3
-
38 to 44
33 to 42
28 to 40
23 to 32
-2 to 27
-40 to 22
33 to 38
28 to 32
23 to 28
33 to 36
29 to 34
V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
TGT VFS
138 138 140 139 139 140 139 139 140 139 139 140 139 139 140
*140
172
137 137 139 137 137 139 138 138 139 138 138 139 138 138 139
*140
171
135 135 137 136 136 137 136 136 137 136 136 137 137 137 137
*140
169
134 134 136 134 134 136 134 134 136 135 135 136 135 135 136
140
167
132 132 134 132 132 134 133 133 134 133 133 134 134 134 134
138
165
130 130 133 131 131 133 131 131 133 132 132 133 132 132 133
137
164
129 129 131 129 129 131 130 130 131 130 130 131 131 131 131
136
162
127 127 130 127 127 130 128 128 130 128 128 130 129 129 130
134
160
125 125 129 126 126 129 126 126 129 127 127 129 127 127 129
133
158
124 124 127 124 124 127 124 124 127 125 125 127 126 126 127
132
156
122 122 126 122 122 126 123 123 126 123 123 126 124 124 126
130
154
120 120 124 120 120 124 121 121 124 122 122 124 122 122 124
129
152
118 118 123 118 118 123 119 119 123 120 120 123 120 120 123
128
150
116 116 121 117 117 121 117 117 121 118 118 121 118 118 121
126
148
114 114 119 115 115 119 115 115 119 116 116 119 116 116 119
124
146
112 112 118 112 112 118 113 113 118 114 114 118 114 114 118
123
144
110 110 116 110 110 116 111 111 116 111 111 116 112 112 116
121
142
109 109 116 108 108 114 108 108 114 109 109 114 110 110 114
119
139
109 109 116 106 106 113 106 106 112 107 107 112 108 108 112
117
137
9/6/2001
9-71
T/O
T/O
*AE3007 A1/3 ENGINE*
EMB 140 TAKEOFF SPEEDS
FLAPS 9, NORMAL V2, T/O
PRESSURE
ALTITUDE
Sea Level
1000
2000
3000
4000
5000
6000
7000
8000
Wt. (lbs)
47000
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
32000
31000
30000
29000
-40 to 43
-40 to 41
-40 to 32
-40 to -3
-40 to -3
-40 to -3
-
44 to 50
42 to 48
33 to 46
-2 to 37
-2 to 32
-2 to 27
-40 to 22
-40 to -3
-
38 to 44
33 to 42
28 to 40
23 to 32
-2 to 27
-40 to 22
33 to 38
28 to 32
23 to 28
33 to 36
29 to 34
V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
TGT VFS
138 138 140 138 138 140 139 139 140 139 139 140 139 139 140
*140
172
136 136 139 137 137 139 137 137 139 138 138 139 138 138 139
*140
171
135 135 137 135 135 137 136 136 137 136 136 137 136 136 137
*140
169
133 133 136 133 133 136 134 134 136 134 134 136 135 135 136
140
167
132 132 134 132 132 134 132 132 134 133 133 134 133 133 134
138
165
130 130 133 130 130 133 131 131 133 131 131 133 132 132 133
137
164
128 128 131 129 129 131 129 129 131 130 130 131 130 130 131
136
162
127 127 130 127 127 130 127 127 130 128 128 130 129 129 130
134
160
125 125 129 125 125 129 126 126 129 126 126 129 127 127 129
133
158
123 123 127 123 123 127 124 124 127 125 125 127 125 125 127
132
156
121 121 126 122 122 126 122 122 126 123 123 126 123 123 126
130
154
119 119 124 120 120 124 120 120 124 121 121 124 122 122 124
129
152
118 118 123 118 118 123 118 118 123 119 119 123 120 120 123
128
150
116 116 121 116 116 121 117 117 121 117 117 121 118 118 121
126
148
114 114 119 114 114 119 115 115 119 115 115 119 116 116 119
124
146
111 111 118 112 112 118 112 112 118 113 113 118 114 114 118
123
144
109 109 116 110 110 116 110 110 116 111 111 116 112 112 116
121
142
109 109 116 108 108 115 108 108 114 109 109 114 109 109 114
119
139
109 109 116 106 106 113 106 106 112 106 106 112 107 107 112
117
137
9/5/2001
9-72
T/O
T/O
-40 to 43
-40 to 41
-40 to 32
-40 to -3
-40 to -3
-40 to -3
-
44 to 50
42 to 48
33 to 46
-2 to 37
-2 to 32
-2 to 27
-40 to 22
-40 to -3
-
38 to 44
33 to 42
28 to 40
23 to 32
-2 to 27
-40 to 22
33 to 38
28 to 32
23 to 28
33 to 36
29 to 34
V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
TGT VFS
127 127 130 128 128 130 128 128 130 129 129 130 129 129 130
*140
172
126 126 128 126 126 128 127 127 128 127 127 128 128 128 128
*140
171
124 124 127 125 125 127 125 125 127 126 126 127 126 126 127
*140
169
123 123 126 123 123 126 124 124 126 124 124 126 125 125 126
140
167
121 121 125 122 122 125 122 122 125 123 123 125 123 123 125
138
165
120 120 123 120 120 123 121 121 123 121 121 123 122 122 123
137
164
118 118 122 119 119 122 119 119 122 120 120 122 121 121 122
136
162
117 117 121 117 117 121 118 118 121 118 118 121 119 119 121
134
160
115 115 120 115 115 120 116 116 120 117 117 120 117 117 120
133
158
114 114 119 114 114 118 114 114 118 115 115 118 116 116 118
132
156
113 113 118 112 112 118 113 113 117 113 113 117 114 114 117
130
154
112 112 118 111 111 117 111 111 116 112 112 116 112 112 115
129
152
111 111 117 111 111 116 110 110 115 110 110 114 110 110 114
128
150
110 110 116 110 110 116 109 109 115 109 109 113 109 109 113
126
148
109 109 116 109 109 115 108 108 114 108 108 113 107 107 112
124
146
108 108 115 107 107 114 107 107 113 106 106 112 106 106 111
123
144
108 108 115 106 106 113 105 105 112 105 105 111 104 104 109
121
142
108 108 116 105 105 113 104 104 111 103 103 109 103 103 108
119
139
109 109 117 105 105 113 103 103 110 102 102 108 102 102 107
117
137
11/1/02
9-73
ALT T/O - 1
ALT T/O - 1
-40 to 48
-40 to 44
-40 to 41
-40 to 37
-40 to 32
-40 to 28
-40 to 24
-
49 to 50
45 to 48
42 to 44
38 to 41
33 to 36
29 to 33
25 to 29
-40 to 24
-40 to 20
45 to 46
42 to 44
37 to 42
34 to 38
30 to 34
25 to 29
21 to 25
39 to 40
35 to 38
30 to 32
26 to 29
33 to 36
30 to 34
V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
TGT VFS
131 136 137 133 137 137 134 137 137 135 137 137 136 138 138
140*
171
130 134 136 131 135 136 132 135 136 133 136 136 134 136 136
140*
170
127 133 134 129 133 135 130 134 135 131 134 135 132 134 135
140
168
125 131 133 127 132 133 128 132 133 129 132 133 130 133 133
138
166
123 129 132 124 130 132 126 130 132 127 131 132 128 131 132
137
164
120 127 130 122 128 130 124 129 130 125 129 130 126 129 130
136
163
118 126 129 120 126 129 121 127 129 123 127 129 124 128 129
134
161
116 124 127 117 124 127 119 125 127 120 125 127 122 126 127
132
159
114 123 126 115 123 126 117 123 126 118 124 126 120 124 126
131
157
112 121 125 113 121 124 115 121 124 116 122 124 117 122 124
130
155
110 119 124 111 119 123 112 119 122 114 120 122 115 120 122
129
153
108 118 122 109 118 121 110 117 121 111 118 121 112 118 121
127
151
106 116 121 107 116 120 107 116 119 108 116 119 110 116 119
125
148
104 115 120 105 114 119 105 114 118 106 113 117 107 114 117
123
146
102 113 119 103 112 118 103 112 117 104 112 116 105 112 115
122
143
101 111 117 101 111 116 101 110 116 102 110 115 103 110 144
120
141
99 110 116
98 109 115
118
140
99 108 115
96 108 114
97 107 113
116
137
97 107 112
98 107 111
5/1/2002
9-74
T/O
T/O
*AE3007 A1/3 ENGINE*
FLAPS 9
EMB 135 TAKEOFF SPEEDS
FLAPS 9, NORMAL V2, T/O
PRESSURE
ALTITUDE
Sea Level
1000
2000
3000
4000
5000
6000
7000
8000
Wt. (lbs)
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
32000
31000
30000
29000
28000
-40 to 48
-40 to 44
-40 to 41
-40 to 37
-40 to 32
-40 to 28
-40 to 24
-
49 to 50
45 to 48
42 to 44
38 to 41
33 to 36
29 to 33
25 to 29
-40 to 24
-40 to 20
45 to 46
42 to 44
37 to 42
34 to 38
30 to 34
25 to 29
21 to 25
39 to 40
35 to 38
30 to 32
26 to 29
33 to 36
30 to 34
V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
TGT
VFS
130 135 137 131 136 137 132 136 137 133 137 137 135 137 137
140*
171
128 134 136 129 134 136 130 135 136 131 135 136 133 136 136
140*
170
126 132 135 127 133 135 128 133 135 129 134 135 131 134 135
140*
168
124 130 133 125 131 133 126 131 133 128 132 133 129 132 133
138
166
122 129 132 123 129 132 124 130 132 125 130 132 127 131 132
137
164
120 127 130 121 128 130 122 128 130 123 128 130 125 129 130
136
163
118 126 129 118 126 129 120 126 129 121 127 129 123 127 129
134
161
116 124 128 116 124 127 118 124 127 119 125 127 120 125 127
132
159
114 123 127 115 123 126 115 123 126 117 123 126 118 123 126
131
157
112 122 126 113 121 125 113 121 124 114 121 124 116 122 124
130
155
110 120 125 111 119 124 111 119 123 112 119 122 113 120 122
129
153
108 118 124 109 118 122 109 117 121 110 117 121 111 118 121
127
151
106 117 122 107 116 121 107 116 120 108 116 119 108 116 119
125
148
104 115 121 104 115 120 105 114 119 105 114 118 106 114 117
123
146
102 114 120 102 113 119 103 113 118 103 112 117 104 112 116
122
143
100 112 119 100 111 117 101 111 116 101 111 116 102 110 115
120
141
118
140
97 108 114
116
137
98 110 116
97 107 113
98 107 112
11/1/02
9-75
I.
T/O
T/O
*AE3007 A1/3 ENGINE*
FLAPS 18
EMB 135 TAKEOFF SPEEDS
FLAPS 18, NORMAL V2, T/O
PRESSURE
ALTITUDE
Sea Level
1000
2000
3000
4000
5000
6000
7000
8000
Wt. (lbs)
44500
43500
42500
41500
40500
39500
38500
37500
36500
35500
34500
33500
32500
31500
30500
29500
28500
27500
-40 to 48
-40 to 45
-40 to 41
-40 to 37
-40 to 33
-40 to 29
-40 to 25
-
49 to 50
46 to 48
42 to 46
38 to 43
34 to 39
30 to 35
26 to 31
-40 to 26
-40 to 22
V1 VR V2
126 126 129
125 125 128
123 123 127
122 122 126
121 121 125
119 119 124
118 118 123
117 117 122
116 116 122
116 116 121
115 115 121
114 114 120
114 114 120
113 113 120
112 112 119
110 110 118
109 109 117
108 108 116
V1 VR V2
127 127 129
125 125 128
124 124 127
122 122 126
121 121 125
120 120 123
118 118 122
117 117 121
116 116 121
115 115 120
114 114 119
114 114 119
113 113 119
112 112 118
111 111 117
109 109 116
108 108 115
107 107 115
44 to 44
40 to 42
36 to 40
32 to 37
27 to 32
23 to 28
38 to 38
33 to 36
29 to 34
V1 VR V2 V1 VR V2
127 127 129 128 128 129
126 126 128 126 126 128
124 124 127 125 125 127
123 123 126 123 123 125
121 121 124 122 122 124
120 120 123 120 120 123
118 118 122 119 119 121
117 117 121 117 117 120
116 116 120 116 116 119
114 114 119 114 114 118
113 113 118 113 113 117
113 113 118 112 112 116
112 112 117 111 111 115
111 111 116 110 110 115
110 110 115 109 109 114
108 108 114 107 107 113
107 107 114 106 106 112
106 106 113 105 105 111
TGT
140*
140*
140
138
137
136
134
132
131
130
129
127
125
123
122
120
118
116
VFS
171
170
168
166
164
163
161
159
157
155
153
151
148
146
143
141
140
137
11/1/02
9-76
Section 9
Driftdown Tables
A. On Route Procedure
If an engine failure occurs while on the filed route of flight, follow
the AeroData Enroute Engine Failure Procedure described earlier
in this Chapter.
B. Off Route Procedure
If the flight is deviating from the filed route due to weather or ATC
routing as the engine failure occurs, the pilot must check the Grid
Minimum Off Route Altitude (MORA) on the Enroute Charts and
the driftdown table in the Performance Chapter of the EMB 145
POH to determine the best plan of action.
1. Backup Driftdown Tables
The Driftdown Tables in the EMB 145 POH can be used as a
backup in case the flight is deviating from the filed flight plan
route due to weather or ATC routing as the engine failure
occurs.
The airplane should level off at the GROSS ALTITUDE and
weight shown in the driftdown table.
2. Net Level Off Altitude
Federal regulations require terrain clearance flight planning
based on net performance which is the gross (or real) gradient
performance degraded by 1.1%.
To determine the net level off pressure altitude, enter with the
gross weight, proceed to the ISA deviation and find the value
within parenthesis. This is the net level off pressure altitude.
The net level pressure altitude must clear all enroute obstacles by at least 1000 feet.
9-77
3. Instructions
Example: EMB 145, Current Weight: 40,000 lbs. Temperature: ISA + 10, Anti-ice on.
a. Reference the correct chart:
Aircraft type and Bleeds On/Anti-ice Off or Bleeds
On/Anti-ice On
b. Enter the chart on the left at the given weight that the
aircraft is currently at Start Driftdown.
c. Reference the temperature to the right (ISA + Deviation)
that you are currently flying.
d. Find the intersection point of the two values.
16960 (feet) is the Gross Level Off Altitude, which is the
altitude that the aircraft will probably level off.
13220 (feet) is the NET Level Off Altitude (In
parenthesis).
This is the altitude that must be used to determine if you
can clear all obstacles along your route. Federal
regulations require terrain clearance flight planning based
on net performance, which is the gross (or real) gradient
performance degraded by 1.1%. The net level pressure
altitude must clear all enroute obstacles by at least 1000
feet.
e. Find the associated driftdown speed.
161 (KIAS) is the speed with which you fly the driftdown
profile.
9-78
4. Tables
a. DRIFT DOWN TABLE EMB 145 BLEEDS ON/ANTI ICE OFF
WEIGHT (LB)
START
LEVEL
DRIFT DOWN
OFF
50000
48000
46000
44000
42000
40000
38000
36000
34000
32000
48000
46100
44200
42300
40500
38700
36900
34900
33000
31100
INITIAL
GROSS LEVEL OFF ALTITUDE - FT
DRIFT DOWN (NET LEVEL OFF ALTITUDE - FT)
SPEED
ISA+10
ISA+15
ISA+20
(KIAS)
& BELOW
179
176
172
169
165
161
157
154
149
145
17900
17700
17400
(13800)
(13700)
(12900)
19100
19000
18800
(14400)
(14300)
(14000)
20770
20640
20220
(16010)
(15930)
(15690)
22030
21880
21470
(17490)
(17390)
(17180)
23430
23050
22710
(19400)
(19250)
(18760)
24860
24520
23950
(21050)
(20910)
(20410)
26440
26170
25470
(22460)
(22260)
(21950)
28150
27520
26920
(24110)
(23730)
(23250)
29820
29220
28260
(25850)
(25560)
(24890)
31870
30784
29680
(27550)
(27000)
(26410)
9-79
LEVEL
OFF
50000
47400
48000
46000
44000
42000
40000
38000
36000
34000
32000
45700
43600
42000
40100
38200
36300
34400
32600
30700
INITIAL
DRIFT
DOWN
SPEED
(KIAS)
179
176
173
169
165
161
158
154
149
145
ISA-5
ISA
ISA+5
ISA+10
14100
13900
13100
11500
(900
(10000)
(9900)
(9400)
(6800)
(6000)
15700
15500
14500
12800
11300
(11500)
(11400)
(10900)
(8800)
(7500)
17190
17090
15980
14260
12630
(13220)
(13030)
(12280)
(10670)
(8550)
18730
18540
17480
15620
13580
(14620)
(14410)
(13460)
(11890)
(10330)
20390
20200
19200
17370
15350
(16150)
(15940)
(14940)
(13260)
(11750)
21790
21450
20600
18920
16960
(17840)
(17780)
(16620)
(14830)
(13220)
23180
22730
21840
20540
18450
(19780)
(19570)
(18350)
(16590)
(14670)
24590
24300
23150
21850
20010
(21390)
(21050)
(20270)
(18450)
(16400)
26080
25340
24420
23190
21410
(22990)
(22580)
(21670)
(20370)
(18250)
27370
(24460)
26550
(23900)
25660
(23020)
24390
(21700)
22690
(19810)
9-80
LEVEL
OFF
44000
42200
42000
40000
38000
36000
34000
32000
INITIAL
DRIFT
DOWN
SPEED
(KIAS)
40300
38500
36600
34800
32900
31100
167
164
160
156
152
148
144
ISA+10
ISA +15
ISA +20
21920
21830
21650
21030
(17220)
(17090)
(17010)
(16750)
23520
23640
23190
22410
(19290)
(19150)
(19020)
(18570)
24920
24890
24550
23750
(20980)
(20900)
(20760)
(20200)
26120
26070
25720
24890
(22400)
(22330)
(22110)
((21470)
27470
27430
27020
26140
(23900)
(23900)
(23560)
(22770)
29170
29090
28540
27570
(25410)
(25360)
(25020)
(24230)
31000
30880
30090
29020
(26980)
(26930)
(26540)
(25680)
9-81
LEVEL
OFF
44000
42000
42000
40000
38000
36000
34000
32000
INITIAL
GROSS LEVEL OFF ALTITUDE - FT
DRIFT
(NET LEVEL OFF ALTITUDE - FT)
DOWN
ISA-5
ISA
ISA+5
ISA+10
SPEED
& BELOW
(KIAS)
40100
38000
36200
34700
32600
30700
167
164
160
156
152
148
144
20660
19580
17720
15620
(15950)
(14950)
(13270)
(11760)
21900
21000
19490
17390
(17910)
(16690)
(14920)
(13280)
23060
22150
20880
18830
(19810)
(18480)
(16620)
(14650)
24050
23180
21950
20140
(21030)
(20120)
(18290)
(16170)
25150
24280
23130
21400
(22250)
(21310)
(20000)
(17890)
26400
25520
24400
22800
(23500)
(22630)
(21360)
(19460)
27660
26820
25720
24130
(24790)
(23900)
(22770)
(20990)
9-82
LEVEL
OFF
42000
40400
40000
38000
36000
34000
32000
30000
INITIAL
DRIFT
DOWN
SPEED
(KIAS)
38520
36670
34850
32980
31130
29200
166
163
159
155
150
146
141
ISA +10
ISA +15
ISA +20
23940
23890
23580
22790
(19710)
(19610)
(19450)
(19040)
25310
25260
24920
24100
(21300)
(21220)
(21080)
(20470)
26560
26440
26070
25290
(22780)
(22710)
(22490)
(21790)
27910
27770
27240
26440
(24270)
(24230)
(23910)
(23110)
29630
29210
28620
27910
(25740)
(25690)
(25340)
(24530)
31790
31630
30690
29540
(27540)
(27290)
(26810)
(26120)
33470
33510
32350
31340
(29560)
(29130)
(28580)
(27870)
9-83
f.
WEIGHT (LB)
START
DRIFT
DOWN
LEVEL
OFF
42000
40100
40000
38000
36000
34000
32000
30000
38100
36200
34500
32700
30800
28800
INITIAL
DRIFT
DOWN
SPEED
(KIAS)
166
163
159
155
150
146
141
ISA-5
ISA
ISA+5
ISA+10
23290
22560
21650
20360
18240
(19060)
(18920)
(17580)
(15670)
(13900)
24480
23670
22730
21540
19650
(20700)
(20470)
(19380)
(17520)
(15390)
25570
24730
23820
22570
20890
(22140)
(21630)
(20700)
(19110)
(17000)
26710
25820
24920
23780
22080
(23550)
(22810)
27940
27050
26180
25010
23410
(24860)
(24050)
(23110)
(21920)
(20150)
29470
28590
27730
26700
25080
(26390)
(25520)
(24630)
(23450)
(21800)
30910
30000
29240
28300
26870
(27900)
(27020)
(26150)
(24970)
(23360)
9-84
9-85
9-86
VFS
VREF45
VGA9
VTGT
50000
179
137
167
140*
49000
177
137
167
140*
48500
176
137
167
140*
48000
175
136
166
140*
47000
173
135
164
140*
46000
172
134
163
140*
45000
170
132
161
140*
44000
169
131
159
140*
43000
167
130
157
140
42000
165
128
156
138
41000
164
127
154
137
40000
161
126
152
136
39000
159
124
150
134
38000
157
123
148
133
37000
155
121
146
131
36000
154
120
144
130
35000
151
118
142
128
34000
149
117
140
127
33000
147
115
138
125
32000
145
113
136
123
31000
143
111
134
121
30000
140
109
132
119
29000
138
108
130
118
28000
136
106
128
116
1/09/2008
9-87
EMB 145
Engine . . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1P
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . .22
The use of Flaps 22 for landing is only allowed when the wind and gust
factor causes VTGT for Flaps 45 to be within 5 KIAS of 145 KIAS.
LANDING SPEEDS
Wt. (lbs)
VFS
VREF22
VGA9
VTGT22
50000
179
144
167
154
49000
177
144
167
154
48500
176
144
167
154
48000
175
143
166
153
47000
174
142
164
152
46000
171
140
163
150
45000
169
139
161
149
44000
167
137
159
147
43000
165
136
157
146
42000
165
134
156
144
41000
162
133
154
143
40000
160
131
152
141
39000
158
130
150
140
38000
156
128
148
138
37000
154
127
146
137
36000
152
125
144
135
35000
150
123
142
133
34000
148
121
140
131
33000
146
120
138
130
32000
144
118
136
128
31000
142
116
134
126
30000
139
113
132
123
29000
137
113
130
123
28000
135
111
128
121
1/09/2008
9-88
EMB 140
Engine. . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . 45
LANDING SPEEDS
Wt. (lbs)
VFS
VREF45
VGA9
VTGT
46000
171
132
161
140*
45000
169
131
159
140*
44000
167
130
158
140
43000
165
128
156
138
42000
164
127
154
137
41000
162
126
153
136
40000
160
124
151
134
39000
158
123
149
133
38000
156
122
148
132
37000
154
120
146
130
36000
152
119
144
129
35000
150
118
142
128
34000
148
116
141
126
33000
146
114
139
124
32000
144
113
137
123
31000
142
111
134
121
30000
139
109
132
119
29000
137
107
130
117
28000
135
105
128
115
8/01/2007
9-89
EMB 140
Engine . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . .22
The use of Flaps 22 for landing is only allowed when the wind and gust
factor causes VTGT for Flaps 45 to be within 5 KIAS of 145 KIAS.
LANDING SPEEDS
Wt. (lbs)
VFS
VREF22
VGA9
VTGT
46000
171
135
161
145
45000
169
134
159
144
44000
167
133
158
143
43000
165
131
156
141
42000
164
130
154
140
41000
162
128
153
138
40000
160
127
151
137
39000
158
126
149
136
38000
156
124
148
134
37000
154
123
146
133
36000
152
121
144
131
35000
150
120
142
130
34000
148
118
141
128
33000
146
116
139
126
32000
144
115
137
125
31000
142
113
134
123
30000
139
111
132
121
29000
137
109
130
119
28000
135
107
128
117
8/01/2007
9-90
EMB 135
Engine. . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . 45
LANDING SPEEDS
Wt. (lbs)
VFS
VREF45
VGA9
VTGT
44000
170
131
159
140*
43000
168
130
158
140
42000
166
128
157
138
41000
164
127
155
137
40000
163
126
153
136
39000
161
124
151
134
38000
159
122
149
132
37000
157
121
147
131
36000
155
120
145
130
35000
153
119
144
129
34000
151
117
142
127
33000
148
115
139
125
32000
146
113
137
123
31000
143
112
135
122
30000
141
110
133
120
29000
140
108
131
118
28000
137
106
128
116
27000
135
104
125
114
26000
133
103
125
113
8/01/2007
9-91
EMB 135
Engine . . . . . . . . . . . . . . . . . . . . . . . . AE3007 A1/3
Landing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . .22
The use of Flaps 22 for landing is only allowed when the wind and gust
factor causes VTGT for Flaps 45 to be within 5 KIAS of 145 KIAS.
LANDING SPEEDS
Wt. (lbs)
VFS
VREF45
VGA9
VTGT
44000
167
139
159
149
43000
165
138
158
148
42000
164
136
157
146
41000
162
134
155
144
40000
160
133
153
143
39000
158
131
151
141
38000
156
130
149
140
37000
154
128
147
138
36000
152
126
145
136
35000
150
125
144
135
34000
148
123
142
133
33000
146
121
139
131
32000
144
119
137
129
31000
142
118
135
128
30000
139
116
133
126
29000
137
114
131
124
28000
137
112
128
122
27000
135
110
126
120
26000
133
108
125
118
8/01/2007
9-92
9-93
ANTI-ICE OFF
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Closed
DEGREES
-1,000 ft
SL
2,000 ft
4,000 ft
6,000 ft
8,000 ft
+10
54100
53200
53200
53200
52000
48500
+15
54100
53200
53200
53200
52000
48500
+20
54100
53200
53200
53200
52000
49300
+25
54000
53200
53200
53100
51000
47000
+30
53800
53100
53100
52800
48800
44800
+35
53800
53100
53100
50600
46600
+40
53800
53100
52000
48100
46100
+45
53700
52700
49100
+52
50100
NOTE: With ice accretion on non protected areas, subtract 8050 lbs.
ANTI-ICE ON
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Open
DEGREES
-1,000 ft
SL
2,000 ft
4,000 ft
6,000 ft
8,000 ft
+10
53000
52300
52300
51900
47800
43000
+5
53100
52500
52500
52500
50700
45500
53100
52500
52500
52500
51500
48600
-5
53300
52500
52500
52400
51500
49300
-10
53300
52500
52500
52400
51500
48800
-20
53200
52500
52500
52500
51500
48900
-30
53400
52500
52500
52500
51500
48900
-40
53400
52500
52500
52500
51500
49000
NOTE:
10-1-03
9-94
ANTI-ICE OFF
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Closed
DEGREES
-1,000 ft
SL
2,000 ft
4,000 ft
6,000 ft
8,000 ft
+10
57900
57000
56800
56400
53100
52500
+15
57800
56900
56700
56200
53000
52300
+20
57700
56800
56500
56200
52300
50100
+25
57700
56700
56400
56100
52000
47500
+30
57600
56500
56300
54100
49900
45500
+35
57500
56400
55800
51900
+40
57200
56400
53400
49100
+45
56200
56400
50100
+52
52000
NOTE: With ice accretion on non protected areas, subtract 3465 lbs.
ANTI-ICE ON
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Open
DEGREES
-1,000 ft
SL
2,000 ft
4,000 ft
6,000 ft
8,000 ft
+10
57200
56400
56200
55600
54300
50400
+5
57300
56500
56300
55700
54400
51600
57400
56500
56400
55800
54600
51900
-5
57500
56500
56400
56400
55100
52100
-10
57600
56500
56500
56400
55200
52200
-20
57700
56500
56500
56400
55200
52300
-30
57700
56600
56600
56500
55200
52300
-40
57700
56600
56600
56500
55300
52300
NOTE:
9/6/2001
9-95
ANTI-ICE OFF
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Closed
DEGREES
-1,000 ft
SL
2,000 ft
4,000 ft
6,000 ft
8,000 ft
+10
52400
51800
51700
51500
50900
48300
+15
52400
51800
51700
51500
50900
48300
+20
52400
51800
51700
51500
50900
48000
+25
52400
51800
51700
51500
49500
45500
+30
52400
51800
51700
51300
47500
43500
+35
52400
51800
51700
49000
45000
+40
52400
51800
50500
46500
+45
52400
51000
47000
+52
48800
NOTE: With ice accretion on non protected areas, subtract 8267 lbs.
ANTI-ICE ON
Approach Flaps 9, Landing Flaps 45, Packs Off, Bleeds Open
DEGREES
-1,000 ft
SL
2,000 ft
4,000 ft
6,000 ft
8,000 ft
+10
51800
51000
50800
50600
46500
41600
+5
51900
51000
50800
50600
49000
44200
52000
51000
50800
50600
50300
47500
-5
52000
51000
50800
50600
50300
47500
-10
52000
51000
50800
50600
50300
47500
-20
52100
51000
50800
50600
50300
47500
-30
52100
51000
50800
50600
50300
47500
-40
52100
51000
50800
50600
50300
47500
NOTE:
11/1/02
9-96
9-97
Bulletin:
Effective Date:
To:
From:
Subject:
Recording-
Highlights-
POH145-08-04
01 OCT 2008
All EMB POH Manual Holders
Dirk Melchior, Manager of Flight Standards
Flaps 22 Landing Performance
Instructions-
This bulletin replaces Chapter 9, Section 12, Items B and C for required
and actual landing field length charts.
OVER >>>
POH145
Page 1 of 16
Note:
CAUTION:
Page 2 of 16
POH145
POH145
Page 3 of 16
FLAPS 45
Landing
Weight
SL
50000
49000
48000
47000
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
4110
5110
Page 4 of 16
10/01/2008
POH145
FLAPS 45
Landing
Weight
SL
46517
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
10/01/2008
POH145
Page 5 of 16
FLAPS 45
Landing
Weight
SL
1000
2000
3000
4000
5000
44000
4718
4828
4943
5063
5190
5320
43000
4636
4745
4856
4975
5098
5225
42000
4555
4660
4770
4885
5005
5128
41000
4476
4576
4685
4796
4913
5033
40000
4396
4493
4598
4706
4820
4938
39000
4320
4415
4516
4621
4730
4845
38000
4245
4336
4433
4535
4640
4750
37000
4170
4258
4353
4451
4553
4660
36000
4091
4180
4271
4368
4466
4570
35000
4013
4100
4188
4281
4378
4480
34000
3933
4018
4105
4195
4290
4390
33000
3850
3933
4018
4106
4200
4295
32000
3766
3846
3931
4016
4108
4200
31000
3681
3760
3841
3925
4013
4105
30000
3596
3671
3751
3833
3918
4008
29000
3511
3585
3661
3741
3823
3910
28000
3425
3496
3570
3648
3728
3811
Page 6 of 16
10/01/2008
POH145
FLAPS 22
Landing
Weight
SL
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
32000
31000
30000
29000
28000
27000
Dry runway.
No tailwind.
No LAHSO.
No system degradation that affect the stopping capability of the
aircraft.
10/01/2008
POH145
Page 7 of 16
FLAPS 22
Landing
Weight
SL
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
32000
31000
30000
29000
28000
27000
Dry runway.
No tailwind.
No LAHSO.
No system degradation that affect the stopping capability of the
aircraft.
10/01/2008
Page 8 of 16
POH145
FLAPS 22
Landing
Weight
SL
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
32000
31000
30000
29000
28000
27000
Dry runway.
No tailwind.
No LAHSO.
No system degradation that affect the stopping capability of the
aircraft.
10/01/2008
POH145
Page 9 of 16
Page 10 of 16
POH145
FLAPS 45
Landing
Weight
SL
50000
49000
48000
47000
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
2400 2460
34000
33000
2511
3114
3111
3198
10/01/2008
POH145
Page 11 of 16
FLAPS 45
Landing
Weight
SL
46517
46000
45000
44000
2869 3032
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
3113
3110
10/01/2008
Page 12 of 16
POH145
FLAPS 45
Landing
Weight
SL
1000
2000
3000
44000
2830
2896
2965
43000
2781
2846
2913
42000
2732
3795
41000
2685
2745
40000
2637
39000
2591
38000
37000
4000
5000
3037
3113
3191
2984
3058
3134
2861
2930
3002
3076
2810
2877
2947
3019
2695
2758
2823
2891
2962
2648
2709
2772
2837
2906
2546
2601
2659
2720
2783
2849
2501
2554
2611
2670
2731
2795
36000
2454
2507
2562
2620
2679
2741
35000
2407
2459
2512
2568
2626
2687
34000
2359
2410
2462
2516
2573
2633
33000
2309
2359
2410
2463
2519
2576
32000
2259
2307
2358
2409
2464
2519
31000
2208
2255
2304
2354
2407
2462
30000
2157
2202
2250
2299
2350
2404
29000
2106
2150
2196
2244
2293
2345
28000
2054
2097
2141
2188
2236
2286
10/01/2008
POH145
Page 13 of 16
FLAPS 22
Landing
Weight
SL
44000
43000
42000
41000
40000
39000
3350 3429
38000
37000
36000
35000
34000
33000
32000
31000
30000
29000
28000
27000
3511
Dry runway.
No tailwind.
No LAHSO.
No system degradation that affect the stopping capability of the
aircraft.
10/01/2008
Page 14 of 16
POH145
FLAPS 22
Landing
Weight
SL
1000
2000
3000
4000
5000
44000
3575
3661
3751
3844
3942
4044
43000
3511
3595
3682
3773
3868
3968
42000
3446
3528
3613
3701
3794
3891
41000
3382
3462
3545
3631
3721
3815
40000
3318
3396
3476
3560
3648
3739
39000
3255
3330
3408
3490
3576
3664
38000
3191
3264
3340
3419
3503
3589
37000
3128
3199
3273
3350
3431
3515
36000
3064
3133
3205
3280
3359
3440
35000
3001
3068
3138
3211
3288
3367
34000
2937
3003
3071
3141
3216
3293
33000
2872
2936
3002
3070
3142
3217
32000
2806
2868
2932
2998
3068
3140
31000
2739
2799
2861
2925
2992
3062
30000
2671
2729
2789
2851
2916
2984
29000
2604
2660
2718
2778
2841
2907
28000
2537
2591
2647
2704
2766
2829
27000
2414
2464
2516
2568
2625
2683
Dry runway.
No tailwind.
No LAHSO.
No system degradation that affect the stopping capability of the
aircraft.
10/01/2008
POH145
Page 15 of 16
FLAPS 22
Landing
Weight
SL
44000
43000
42000
41000
40000
39000
3350 3429
38000
37000
36000
35000
34000
33000
32000
31000
30000
29000
28000
27000
3511
Dry runway.
No tailwind.
No LAHSO.
No system degradation that affect the stopping capability of the
aircraft.
10/01/2008
Page 16 of 16
POH145
c.
9-98
SL
50000
49000
48000
47000
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
4110
5110
1/09/2008
9-99
SL
46517
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
NOTE: With the exception of Both Hydraulic Systems Failed, factors are
1.6 and below and Required Landing Field Length values may be used for
initial estimates of landing distance. See FIELD LENGTH FACTORS
Table for actual malfunction factors.
8/01/2007
9-100
SL
1000
2000
3000
4000
5000
44000
4718
4828
4943
5063
5190
5320
43000
4636
4745
4856
4975
5098
5225
42000
4555
4660
4770
4885
5005
5128
41000
4476
4576
4685
4796
4913
5033
40000
4396
4493
4598
4706
4820
4938
39000
4320
4415
4516
4621
4730
4845
38000
4245
4336
4433
4535
4640
4750
37000
4170
4258
4353
4451
4553
4660
36000
4091
4180
4271
4368
4466
4570
35000
4013
4100
4188
4281
4378
4480
34000
3933
4018
4105
4195
4290
4390
33000
3850
3933
4018
4106
4200
4295
32000
3766
3846
3931
4016
4108
4200
31000
3681
3760
3841
3925
4013
4105
30000
3596
3671
3751
3833
3918
4008
29000
3511
3585
3661
3741
3823
3910
28000
3425
3496
3570
3648
3728
3811
8/01/2007
9-101
9-102
SL
50000
49000
48000
47000
46000
45000
44000
43000
42000
41000
40000
39000
38000
37000
36000
35000
2400 2460
34000
33000
2511
3114
3111
3198
1/09/2008
9-103
SL
46517
46000
45000
44000
2869 3032
43000
42000
41000
40000
39000
38000
37000
36000
35000
34000
33000
3113
3110
8/01/2007
9-104
SL
1000
2000
3000
44000
2830
2896
2965
43000
2781
2846
2913
42000
2732
3795
41000
2685
2745
40000
2637
39000
2591
38000
37000
4000
5000
3037
3113
3191
2984
3058
3134
2861
2930
3002
3076
2810
2877
2947
3019
2695
2758
2823
2891
2962
2648
2709
2772
2837
2906
2546
2601
2659
2720
2783
2849
2501
2554
2611
2670
2731
2795
36000
2454
2507
2562
2620
2679
2741
35000
2407
2459
2512
2568
2626
2687
34000
2359
2410
2462
2516
2573
2633
33000
2309
2359
2410
2463
2519
2576
32000
2259
2307
2358
2409
2464
2519
31000
2208
2255
2304
2354
2407
2462
30000
2157
2202
2250
2299
2350
2404
29000
2106
2150
2196
2244
2293
2345
28000
2054
2097
2141
2188
2236
2286
9-105
9-106
Chapter 10
Weight and Balance
Section 1
A. General
1. The use of the See GeeTM Calculator is the method of
determining CG of the airplane with minimal or no seat
blocking.
2. Chautauqua Airlines EMB 145/140/135 calculators are color
coded by RED corners. The EMB 145 LR2 calculators are
identified by GREEN corners to distinguish the LR2
calculators from the LR version.
3. The index of the aircraft is determined by the use of the See
GeeTM Calculator.
4. The principle of the See GeeTM Calculator method is that the
cabin is divided into multiple sections; A, B, C, D, and E
depending on aircraft type.
Section
EMB 145
EMB 140
EMB 135
Rows 1-3
Rows 1-4
Rows 1-4
Rows 4-7
Rows 5-8
Rows 5-8
Rows 8-11
Rows 9-12
Rows 9-11
Rows 12-14
Rows 13-16
Rows 12-13
Rows 15-18
10-1
10-2
C. Passenger Index
1. The table located on the back of the calculator is used to
determine the passenger weights.
2. The CG calculator is used to determine the index change due
to passenger loading.
3. The cursor is moved to the number of passengers in the
appropriate Section and then the wheel is moved to re-center
the line on the cursor. This shows the index change for the
passengers in that section.
a. Repeat this action for each Section.
EMB 145: Section A, Section B, Section C, and Section E.
Passengers seated in Section D have no influence on the
Index.
EMB 140: Section A, Section B, Section C, and Section D.
EMB 135: Section A, Section B, and Section D.
Passengers seated in Section C have no influence on the
Index.
4. The upper portion of the passenger scale showing number of
passengers is used when using average passenger weights.
5. The calculator is designed conservatively enough to allow for
the small difference in the summer and winter weights (5 lbs.).
6. The inner portion of the scale is in pounds. This scale must
be used for:
a. Non-standard weight passengers (ACTUAL weight)
b. Childrens weight (82 lbs. Summer, 87 lbs. Winter)
10-3
7. If average passenger weights are being used and all seats are
full, then the 50 PAX, 44 PAX, or 37 PAX line may be
used.
a. Move the cursor to the 50, 44, or 37 pax line and then recenter by moving the wheel.
b. This shows the index change for all 50, 44, or 37 passengers.
8. Flight Attendant(s):
a. The F/A 1 line on the ACM scale is the mark for compensation of the forward flight attendant in the flight attendant
seat. The F/A is included in the BOI, however, the mark is
provided to remove them when a FA is not required (e.g.
operational check flights, or when the FA seat is deferred.
b. The F/A 2 line is used for the rear flight attendant seat if
installed. Normally the seat is not used and is not
accounted for in the BOW and BOI. If it is occupied, place
the cursor on the F/A 2 mark and re-center the wheel. This
will account for a flight attendant in this seat.
c. When the forward FA jumpseat is deferred the Flight Attendant must sit in seat 1A and if the rear FA jumpseat is
deferred the Flight Attendant must sit in seat 18C.
d. You are required to account for the change in CG. First
remove the FA from the jumpseat and then calculate the
CG change at normal passenger weight to section A for
the forward FA or section E for the aft FA respectively.
D. Cargo Index
1. The cargo compartment consists of one section.
2. The index for this section is again determined by using the CG
calculator.
a. The index change is determined by moving the cursor to
the amount of weight, in pounds, on its corresponding
scale.
b. After moving the cursor, the wheel is then moved to recenter the line on the cursor to show the index change.
Note:
10-4
10-5
10-6
10-7
Caution Zones
1. Near the forward and aft limit lines are Caution Zones that
may require moving passengers.
2. If the final index falls in a Caution Zone, it is required that
passengers be seated according to the instructions in that
zone.
Note:
10-8
10-9
EM B 145LR
F/A 1
CLO SET
SEC A
ZERO
12
SEC B
EN TRY N O T
REQ U IRED FO R
SEC D
12
SEC C
SEC D
12
1 2 3 4 5
6 7
500
8
1000
1500 9 101
200 112
0
2
500
4
0
10
PA
15
00
00
15
12
20
00
PA
0 1500 1000
12 1
0
200
00
25
00
30
s)
(lb
(lb
s)
10
00
000)
(X 1
0
,00
10 O R E 98
M
500
15
00
FU EL
1
3 2
5 4
LO SET
76
OR
300
0
100
F/A 1
0
250
PA
30
00
GE
500
25
00
A FT BA G
GA
A FT
BA G G A G E
X
154
LAV
00
20
(lb
s)
11
10
2
500
0
100
PA
25
00
50
SEC E
F/A 2
F/A 2
6
264
(lbs)
A CM
Allw eights
in pounds
50 PA X
AL
L
48,501
S
22
48,000
45,000
4
PA
-2
H
IT
-3
3
-2
-4
30,000
-6
-20
-5
2
-2
-2
1
EX
-1
4
-2
-25
33,000
-19
CenterofG ravity
Calculator
CAUTION:
AF
TL
IM
IT
IT
NE H
M
ZO A C T
E AF
N
LI
TIO S IN B E
A U A T ST
T C SE U
A F PTY N M
O
EM C TI
SE
7
39,000
-18
S EE G EE
42,000
36,000
IN
D
FL
AP
T
AF
-26
/O
T T
LIM I
FW D
NE
N ZO
U TIO S 22
A
C
P
FW D /O FLA
T
AP
FL
P
FLA
FW
IN
SE EM D C
FL
C T PT A
IO Y S U T
I
N M E IO
U S A TS N ZO
T B IN
N
E F EA C E
OR H
W
AR
D
T/O
-27
LIM IT
FW D
&
P
LA
LF
AL
AN
,L
,
NG
DI
27,337
-17
-16
-15
-14
-13
-7
-12
seegeesolutions.com
509-286-4281
-11
-10
-9
D
IN
EX
-8
Copyright 2005
CAVU International
ALL RIG H TS RESERVED
10-10
CAUTION:
10-11
EM B 145EP
F/A 1
CLO SET
SEC A
12
SEC B
12
SEC C
SEC D
12
3
1 2 34 5
6 7
500
8 9
1000
101
1500
200 112
0
2
500
4
0
10
PA
7
15
00
8
20
00
12
A FT BA G
G
500
0
100
30
00
AG E
(lb
s)
500
10
00
500
0 1000
12 2000 150
00
25
EL
00
00) FU
0
0
1
3
(X
0
750 E
1
s)
R
43 2
(lb
MO
76 5
R
O
LO SET
10
15
00
25
00
5
PA
154
PA
0
250
100
F/A 1
300
0
LAV
A FT
BA G G A G E
00
20
(lb
s)
11
10
00
15
PA
25
00
50
SEC E
F/A 2
F/A 2
6
264
(lbs)
A CM
Allw eights
in pounds
50 PA X
AL
LF
LA
P
A IRCRA FT
W EIG H T
EM
AF
TL
IM
IT
Y
PT
SE
H
IT
PA
X
4
-2
36,000
-2
-25
W
ST
NE U
IT
ZO N M
M
LI TIO N C TIO
U SE
CA CH
T
A F N EA
I
S
AT
7
39,000
T
AF
42,000
-4
-5
30,000
-2
0
-6
DE
-19
CenterofG ravity
Calculator
CAUTION:
T
AF
2
-2
33,000
-2
1
-18
S EE G EE
BE
3
-2
IN
-1
CZ
AP
FL
-26
S
LA P
/O F
M IT T
E
FW D LI
ZO N
TIO N 22
U
A
C
PS
FW D /O FLA
T
46,275
45,000
22
L
AL
-27
LIM IT
FW D
S9
P
FLA
N
LA
T,
T/O
-3
&
FW
SE EM D C
IN
C T PT A
FL
IO Y S U T
I
N M E IO
U S A TS N ZO
T B IN
N
E F EA C E
OR H
W
AR
D
,
NG
DI
-7
27,000
-17
-16
-15
-14
-13
-12
seegeesolutions.com
509-286-4281
-11
-10
-9
D
IN
EX
-8
Copyright 2005
CAVU International
ALL RIG H TS RESERVED
10-12
Summer
Weight
190
380
570
760
950
1140
1330
1520
1710
1900
2090
2280
2470
2660
2850
3040
3230
3420
3610
3800
3990
4180
4370
4560
4750
4940
5130
5320
5510
5700
5890
6080
6270
6460
6650
6840
7030
7220
7410
7600
7790
7980
8170
8360
8550
8740
8930
48
49
50
9120
9310
9500
PAX WEIGHTS
Winter
Child
Child
Weight Summer Wt. Winter Wt.
195
82
87
390
164
174
585
246
261
780
328
348
975
410
435
1170
492
522
1365
574
609
1560
656
696
1755
738
783
1950
820
870
2145
902
957
2340
984
1044
2535
1066
1131
2730
1148
1218
2925
1230
1305
3120
1312
1392
3315
1394
1479
3510
1476
1566
3705
1558
1653
3900
1640
1740
4095
1722
1827
4290
4485
4680
4875
5070
5265
5460
5655
5850
6045
6240
6435
6630
6825
7020
7215
Use Summer Weight
7410
MAY 1 - OCT 31
7605
Use Winter Weight
7800
NOV 1 - APR 30
7995
8190
8385
Observer Seat
8580
195 lbs
8775
8970
9165
9360
9555
9750
CARGO WEIGHTS
Number Checked/Carry-On
Bags
Weight
1
30
2
60
3
90
4
120
5
150
6
180
7
210
8
240
9
270
10
300
11
330
12
360
13
390
14
420
15
450
16
480
17
510
18
540
19
570
20
600
21
630
22
660
23
690
24
720
25
750
26
780
27
810
28
840
29
870
30
900
31
930
32
960
33
990
34
1020
35
1050
36
1080
37
1110
38
1140
39
1170
40
1200
41
1230
42
1260
43
1290
44
1320
45
1350
46
1380
47
1410
48
49
50
1440
1470
1500
10-13
EM B -140LR
F/A
FW D CLO SET
1 234 5
6 78
500
1000
9 10
1500
1
200 112
0
2
500
4
3 2 1
5 4 500
9
20
X
PA
10 5
10
00
1
3 2
5 4
DC
FW
A
LO SET FT C LO S
100
ET
00
20
(lbs 3000
)
A FT
BA G G A G E
(lb
s)
FU EL
000)
(X 1
25
00
SEC D
)
(lbs
300
F/A
2500
PA
GE
2000 1000
3000
7
00
,0 E 98
10 O R
M
OR
12
00
15
PA
12
PA X
SEC C
30
00
500
154
200
0
8 500
1000
12
11
15
00
A FT BA G
GA
0
100
(lbs)
12
00
10
SEC A
SEC B
A FT CLO SETS
250
0
8
12
A CM
2646
44 PA X
A IRCRA FT
W EIG H T
A FT
-29
-26
38,000
5
-2
-1
IT
H
PA
35,000
IT
-2
LI
M
-3
AF
T
41,000
44,000
E
N CH
ZO EA FT
A
N
O IN E
TI S B
U A T ST
CA E U
T YS M
A F PT IO N
E M EC T
S
-27
FW D CA U TIO N ZO N E
EM PTY SEATS IN EACH
SECTIO N M U ST BE FO RW ARD
-28
FW D LIM IT
LIM
IT
46,517
S EE G EE
DE
8
-20
-7
-19
CenterofG ravity
Calculator
CAUTION:
-6
29,000
-2
1
3
-2
IN
-5
-4
4
-2
32,000
-2
2
-8
26,455
-18
-17
-16
-15
-14
-13
seegeesolutions.com
509-286-4281
11
-12 -
-10
D
IN
EX
-9
Copyright 2005
CAVU International
ALL RIG H TS RESERVED
10-14
Summer
Weight
190
380
570
760
950
1140
1330
1520
1710
1900
2090
2280
2470
2660
2850
3040
3230
3420
3610
3800
3990
4180
4370
4560
4750
4940
5130
5320
5510
5700
5890
6080
6270
6460
6650
6840
7030
7220
7410
7600
7790
7980
8170
8360
PAX WEIGHTS
Winter
Child
Child
Weight Summer Wt. Winter Wt.
195
82
87
390
164
174
585
246
261
780
328
348
975
410
435
1170
492
522
1365
574
609
1560
656
696
1755
738
783
1950
820
870
2145
902
957
2340
984
1044
2535
1066
1131
2730
1148
1218
2925
1230
1305
3120
1312
1392
3315
1394
1479
3510
1476
1566
3705
1558
1653
3900
1640
1740
4095
1722
1827
4290
4485
4680
4875
5070
5265
5460
5655
5850
6045
6240
6435
6630
6825
7020
7215
Use Summer Weight
7410
MAY 1 - OCT 31
7605
Use Winter Weight
7800
NOV 1 - APR 30
7995
8190
8385
Observer Seat
8580
195 lbs
CARGO WEIGHTS
Number Checked/Carry-On
Bags
Weight
1
30
2
60
3
90
4
120
5
150
6
180
7
210
8
240
9
270
10
300
11
330
12
360
13
390
14
420
15
450
16
480
17
510
18
540
19
570
20
600
21
630
22
660
23
690
24
720
25
750
26
780
27
810
28
840
29
870
30
900
31
930
32
960
33
990
34
1020
35
1050
36
1080
37
1110
38
1140
39
1170
40
1200
41
1230
42
1260
43
1290
44
1320
45
1350
46
1380
47
1410
48
49
50
1440
1470
1500
10-15
EM B 135
C.G .CA LCU LA TO R
F/A
ZERO
EN TRY N O T
REQ U IRED FO R
SEC C
PA
00
500
0
10
X
PA
15
00
100
11 200
12
2 1
4 3500
6 15
000
SEC D
LAV
A FT
BA G G A G E
(lb
s)
AG E
FU EL
10
00
C LO SET
100
F/A
M 95
O 00
RE
(lb
3
s) 000
SEC C
00
15
154
SEC B
500
00)
(X 10
A CM
PA X
0
200
2000
10
A FT BA G
G
0
150
25
00
12
150
0
4
50
SEC A
10
1 2 3 4
5 6
500
10
CLO SET
2205
37 PA X
LIM
IT
0
-1
W
PA
-3
H
IT
5
-2
4
-2
35,000
S EE G EE
-6
29,000
-7
-20
DE
-19
CenterofG ravity
Calculator
CAUTION:
-5
3
-2
32,000
-2
2
-2
1
-8
26,000
-18
-17
-16
-15
-14
-2
IT
-26
M
LI O N EC H
T
Z A T
A F TIO NS IN EB E A F
U T T
C A SEA U S
T
M
A F PTY O N
EM C TI
SE
-27
41,000
-28
44,092
38,000
IN
A FT
A IRCRA FT
W EIG H T
-4
-29
FW D LIM IT
NE
ZO A C H A R D
N
IO IN E R W
U T TS FO
E
CA A
D Y SE S T B
W
F PT M U
EM O N
I
CT
SE
(lbs)
2500
-13
seegeesolutions.com
509-286-4281
-12
-11
-10
D
IN
EX
-9
Copyright 2005
CAVU International
ALL RIG H TS RESERVED
10-16
Summer
Weight
190
380
570
760
950
1140
1330
1520
1710
1900
2090
2280
2470
2660
2850
3040
3230
3420
3610
3800
3990
4180
4370
4560
4750
4940
5130
5320
5510
5700
5890
6080
6270
6460
6650
6840
7030
PAX WEIGHTS
Winter
Child
Child
Weight Summer Wt. Winter Wt.
195
82
87
390
164
174
585
246
261
780
328
348
975
410
435
1170
492
522
1365
574
609
1560
656
696
1755
738
783
1950
820
870
2145
902
957
2340
984
1044
2535
1066
1131
2730
1148
1218
2925
1230
1305
3120
1312
1392
3315
1394
1479
3510
1476
1566
3705
1558
1653
3900
1640
1740
4095
1722
1827
4290
4485
4680
4875
5070
5265
5460
5655
5850
6045
6240
6435
6630
6825
7020
7215
Use Summer Weight
MAY 1 - OCT 31
Use Winter Weight
NOV 1 - APR 30
Observer Seat
195 lbs
CARGO WEIGHTS
Number Checked/Carry-On
Bags
Weight
1
30
2
60
3
90
4
120
5
150
6
180
7
210
8
240
9
270
10
300
11
330
12
360
13
390
14
420
15
450
16
480
17
510
18
540
19
570
20
600
21
630
22
660
23
690
24
720
25
750
26
780
27
810
28
840
29
870
30
900
31
930
32
960
33
990
34
1020
35
1050
36
1080
37
1110
38
1140
39
1170
40
1200
41
1230
42
1260
43
1290
44
1320
45
1350
46
1380
47
1410
48
49
50
1440
1470
1500
10-17
Section 2
10-18
b. Exclusion
1) The placarded floor limits may not be exceeded.
2) Storage of crewmember roller bags in the galley, or in
any seat row other than behind the last row is not
approved.
3) Hanging a crewmember roller bag from the coat
hanger in the forward closet is prohibited.
c. EMB 145 Option 1:
1) Two crewmember roller bags on the floor in the
forward closet, one crewmember roller bag in the
aisle compartment (if installed) just aft of the closet.
2) For W&B, all three crewmember roller bags will be
calculated in the forward closet on the load manifest
and EMB 145 See Gee wheel
d. EMB 145 Option 2:
1) Two crewmember roller bags on the floor in the
forward closet, one crewmember roller bag behind
and underneath a passenger seat in the last seat row
(if sufficient space is available).
2) The FA will note the crewmember roller bag on the
Passenger Count Form in the space for Comments.
3) For W&B, two crewmember roller bags will be calculated in the forward closet on the load manifest and
See Gee wheel. For the crewmember roller bag
behind the last row, use the Aft Closets (EMB 140
only) line on the load manifest and wheel in 30 lbs. in
Section E on the EMB 145 See Gee wheel.
e. EMB 145 Option 3:
1) Two crewmember roller bags on the floor in the
forward closet, one crewmember roller bag collected
plane side as Valet bag and placed in the cargo
compartment.
2) Make sure this bag is clearly identified by the CREW
tag.
3) For W&B, two crewmember roller bags will be calculated in the forward closet on the load manifest and
See Gee wheel. The crewmember roller bag in the
cargo compartment will be calculated as normal
carry-on baggage.
REV. 5, 15 FEB 2006
10-19
f. EMB 140:
1) The floor limit in the forward closet is placarded as
100 lbs. This allows the storage of three crewmember
roller bags without restriction.
2) For W&B, all three crewmember roller bags will be
calculated in the forward closet on the load manifest
and EMB 140 See Gee wheel.
g. EMB 135 Option 1:
1) Two crewmember roller bags on the floor in the
forward closet, one crewmember roller bag behind
and underneath a passenger seat in the last seat row
(if sufficient space is available).
2) The FA will note the crewmember roller bag on the
Passenger Count Form in the space for Comments.
3) For W&B, two crewmember roller bags will be calculated in the forward closet on the load manifest and
See Gee wheel. For the crewmember roller bag
behind the last row, use the Aft Closets (EMB 140
only) line on the load manifest and wheel in 30 lbs. in
Section D on the EMB 135 See Gee wheel.
h. EMB 135 Option 2:
1) Two crewmember roller bags on the floor in the
forward closet, one crewmember roller bag collected
plane side as Valet bag and placed in the cargo
compartment.
2) Make sure this bag is clearly identified with a CREW
tag.
3) For W&B, two crewmember roller bags will be calculated in the forward closet on the load manifest and
See Gee wheel. The crewmember roller bag in the
cargo compartment will be calculated as normal
carry-on baggage.
Note:
10-20
Note:
10-21
4.
5.
6.
Note:
10-22
Section 3
10-23
18. This field shows the weight or number of items in the aft closet
where applicable. The FA may either list:
a. All bags and other items by total weight, or
b. the number of bags in the aft closet.
19. This space is for COMMENTS from the FA to the flight deck
(e.g. catering issues).
Note:
10-24
1.
ROW
1
2
CRJ200
EMB 135
EMB 140
Section A (16)
Section A (10)
Section A (8)
Adult
Adult
Adult
Child
Child
Child
Child
Section B (12)
Section B (20)
5
6
Section A (5)
Adult
3
4
2. EMB 145
Adult
Adult
Child
Child
Adult
Child
6.
7.
Section C (12)
8
Child
Section C (12)
Section C (9)
9
Adult
Section C (14)
10
Adult
Section D (6)
12
Adult
8.
Child
9.
Adult
Child
11
13
5.
Section B (12)
Section B (12)
Adult
3.
4.
Child
Section D (9)
Adult
Child
Section D (12)
Child
Adult
14
Adult
Child
10.
11.
Section E (12)
15
Child
16
Adult
12.
Child
13.
17
18
14.
Specials:
Lap Children:
15.
Closets:
Fwd
Aft
17.
18.
16.
Comments:
19.
10-25
10-26
Volume 5
Section 4
A. General
1. The Load Manifest will be completed and signed by any flight
crewmember assigned to the flight as PIC or SIC.
2. It is the Captains responsibility to ensure that the load
manifest is completed in a timely manner prior to departing
from the gate.
3. Normally, the First Officer will complete and sign the load
manifest, and the Captain will review the load manifest for
accuracy. The Captain retains overall responsibility of the
aircraft loading during its operation.
4. The load manifest is a two part form; one white and one
yellow.
a. The white copy will be carried by the crew.
b. The yellow copy will be retained at the departure station.
5. Initial load manifest preparation will be accomplished by the
FO well before scheduled departure time. This preparation
consists of:
a. All information known at the time the initial data is entered.
b. Any information not known at the time of initial data entry
(such as passenger load and/or cargo) will be entered into
the form at a logical time as the data becomes known.
c. Takeoff planning data is known as soon as ATIS is
received.
10-27
Volume 5
EMB 145
140
135
Load Manifest
(Circle One)
2.
Date:
MM
DD
From:
4.
BOI:
7..
Flight:
3.
Aircraft:
6.
Min Fuel:
8.
YY
5.
To:
Load Report
10.
Section
Adult
9.
Child
Adult
Adult
Adult
16.
15.
Child
Adult
14.
13.
Child
12.
11.
Child
18.
17.
Child
19.
20.
21.
ACM
Seat Baggage
Passenger Total
Heavy Bags
Carry-On Bags
Cargo
27.
28.
29.
Cargo/COMAT
Ballast
30.
Closet/
Wardrobe
31.
32.
34.
35.
36.
37.
38.
Takeoff Weight
39.
40.
41.
42.
Flap Setting
T/O Type
43.
CRJ 200
(Circle One)
8
MAX
20
REDUCED
52.
33.
Cargo Total
Basic Operating Weight (BOW)
51.
23.
25.
22.
24.
26.
Checked Bags
Correction
53.
+
54.
55.
56.
57.
Pitch Trim
18
44. Up
GSI:
47. YES
48. YES
NO
49.
White - Flight Crew Copy
50.
Pilot Signature
Yellow - Station Copy (File for 3 Months)
10-28
Volume 5
10-29
Volume 5
10-30
Volume 5
10-31
Volume 5
10-32
Volume 5
10-33
Volume 5
10-34
Volume 5
Chapter 11
Equipment and Systems
Section 1
11-1
Volume 5
c.
11-2
Volume 5
Section 2
A. General Description
This model of APU is a growth version of the APU T62T-40C11.
The APU has an extended intake opening as well as an exhaust
pipe extension.
The APU Model T-62T-40C14 fuel system does not include a Start
fuel solenoid valve.
B. Control System
The APU Model T-62T-40C14 is controlled by the Full Authority
Digital Electronic Control (FADEC). The FADEC provides automatic, full-authority, fuel scheduling from start to full load operation, under all ambient conditions and operating modes.
In addition, the FADEC automatically commands the APU to shut
down on occurrences of failures or events during start or operation. The T-62T-40C14 will automatically shutdown after the
R.P.M. reaches 104%.
Electric accessories provide FADEC inputs and execute output
commands.
11-3
Section 3
The Integrated Standby Instrument System combines the standard 3 Electro-mechanical standby instruments into a single LCD
screen. The ISIS provides the following information:
Skid/Slip information
Magnetic Heading (from AHRS 1)
A. General Description
Note:
11-4
B. Attitude Function
1. Using data from the sensors after its conversion to digital
format, the system computes and displays attitude (9). The
Aircraft symbol (14) is displayed in the middle of the horizon
area. It is a black symbol surrounded by a yellow area. The
reference triangle (4) shows roll indication for 0, 10, 20, 30, 45
and 60 degrees of bank angle. Lateral Acceleration (7) is a
black symbol surrounded in white below the reference triangle
(4). Lateral acceleration is shown in a range of +/- 0.2g.
2. The CAGE (12) button resets attitude to provide a quick erect
function. The CAGE (12) function is not operational during the
initialization mode, and shall only be used in stabilized flight
conditions or on the ground. DO NOT CAGE ISIS PRIOR TO
SHUTDOWN.
3. If failure of the Attitude function is detected by internal
monitoring, attitude display information, e.g. brown and blue
background, pitch scale, roll scale and roll pointer is removed
and replaced by black background, and an ATT flag is
displayed.
4. During the initialization process, the aircraft may not be
moved. The initialization process takes approximately 90
seconds. The initialization process is indicated by a INIT90
message on the ISIS screen.
C. Altitude Function
1. Depressing the STD (5) button sets the baro setting to
standard pressure. The barometric pressure can be adjusted
by using the rotary BARO (10) knob. The baro display is (6).
The ALT display is (8).
2. In case of failure of the altitude function detected by the
internal monitoring, the altitude tape is removed and an ALT
flag is displayed.
Note:
11-5
D. Heading Information
Heading Information (11) is displayed through a 50 area. The
graduated scale at the bottom is in 5 increments. Every 20 has
a 2-digit numeric display of heading.
E. Display Control
The instrument's brightness is controlled by the +/- buttons (1) on
the left side of the instrument.
Note:
11-6
Section 4
A. General
Aircraft N846RP and N847RP are equipped with a radar system
that enables detecting turbulence. They have the new control
panel P-880 as opposed to the panel P-660 in the other aircraft.
Operationally, the radar is the exact same but with the added functionality of turbulence detection, thus requiring the use of a different control panel.
This section describes only the differences in the control panels.
All other features and functions are the same across models.
B. Weather Radar Controls and Indications
The new control panel associated with the Weather Detection
Radar is Model P-880.
11-7
c.
11-8
11-9
Volume 5
Section 5
A. System Description
ACARS is a data link system that allows character-oriented messages to be exchanged between ground stations and the aircraft.
Messages are divided into two groups:
1. Addressed to or by crewmembers: data link requests or free
text reports;
2. Automatically sent reports of flight data performance data and
routine events.
Communication to ground stations are made through a Communications Management Unit (CMU) and Comm 3. The FMS CDU
provides the interface with the ACARS CMU applications.
11-10
Volume 5
B. CMU Operation
1. Normal Operation
a. Pilot interface is accomplished through the FMS Control
and Display Unit (CDU). Data is entered in any field highlighted by a cursor. Generally, when accessing a FMS
page, the cursor will park off the page. Selecting the
ENTER key will place the cursor over the first enterable
field on the page. Data is then entered into the field with
the alphanumeric keys.
b. In some situations, flight progress and related data from
the FMS will pre-fill into the field but it is possible to
change that data by overriding that value with a manual
data entry.
c. When SEND is pressed, the message goes into a queue
for transmission. If the aircraft is flying over a region or is
grounded at an airport not covered by a DSP (Data Link
Service Provider) reception or transmission of messages
to or from a ground station will not be successful.
d. Communications are eased by the use of the Main Menu
page and several submenus to quickly access each function or service available.
2. Abnormal Operation
a. The CMU has a Built-In Test (BIT) function that contains
a continuous monitor and self-test monitor. The continuous monitor function monitors critical system parameters
and record faults found during normal operations.
b. The self-test monitor function is activated upon command
from the system controller, external discrete input, front
test panel switch, maintenance computer or a power-up
event. The self-test monitor will exercise various system
functions, record faults found, and annunciate the results
of the test.
11-11
Volume 5
C. ACARS Applications
1. Air Traffic Service Applications
(Not currently enabled for Chautauqua aircraft)
a. ATIS (Air Traffic Information Service) Reports applications enables the flight crew to send a downlink message
requesting an uplink report that may be a specific airport
information or an en route information. (Not currently
enabled for Chautauqua Aircraft)
b. Departure Clearance Application is used to request a
departure
clearance
through
character-oriented
messages instead of voice communication. (Not currently
enabled for Chautauqua Aircraft)
c. Expected Taxi Clearance is used to request a taxi clearance through character-oriented messages instead of
voice communication. (Not currently enabled for Chautauqua Aircraft)
d. Pushback Clearance is used to request a pushback
clearance through character-oriented messages instead
of voice communication. (Not currently enabled for Chautauqua Aircraft)
e. TWIP (Terminal Weather Information for Pilots) provides
meteorological information to the flight crew. (Not
currently enabled for Chautauqua Aircraft)
2. Airline Operational Communications Applications (AOC)
Chautauqua has customized AOC applications supported by
the CMU (Communication Management Unit).
Examples of the AOC applications that Chautauqua will use
are:
Flight Initialization
Free Text
Out, Off, On, and In Events (OOOI events) are
automatic reports sent to the airline operations control.
Both reports and trigger events are configured as
follows:
- Out Events - Doors closed, brakes released.
- Off Events - Takeoff.
- On Events - Landing.
- In Events - Brakes set, doors open.
11-12
Volume 5
Note:
11-13
Volume 5
ACARS
< P R E
MA I N
MENU
F L T
N E W
M S G S >
1L
1R
<
F L T
F R E E
T E X T >
2L
2R
< P O S T
F L T
W X
R E Q U E S T >
3L
3R
< S Y S
M E N U
A T S
M E N U >
4L
4R
ACARS
MA I N
< V O X
C O N T A C T
< F L T
MENU
N E W
M S G S >
M S G S
S E N T >
1L
1R
I M E S
2L
2R
< S T A T U S
M S G S
R C V D >
A T S
M E N U >
3L
3R
< S Y S
M E N U
4L
4R
11-14
Volume 5
2.
Pre-Flight Initialization
Prior to each flight, the crew will initialize the ACARS. From
the Main Menu (Page 1), press line select key (LSK) 1L to
access the Pre-Flight screen.
The following screen will appear:
ACARS
<
PRE - F L I GH T
I
A L
Z E
N E W
M S G S >
1L
1R
< D E P
D E L A Y
W X
R E Q U E S T >
2L
2R
< F R E E
T E X T
3L
3R
< M A
I N
4L
M E N U
A T S
M E N U >
4R
11-15
Volume 5
ACARS
F L T
1L
I N I T I AL I ZE
N O
S K E D
D A Y
S T A
D E S T
S T A
x x x x
D E P
2L
a a a a
3L
n n n . n
d d
F U E L
a a a a
Q T Y
< R E T U R N
4L
B D
2R
F U E L
n n n n n
A U T O
1R
I N I
3R
T *
4R
11-16
Volume 5
ACARS
I N I T I AL I ZE
C A P T
B1L
C R E W -
n n n n n n
F
B2L
I D
/ O
2
I D
n n n n n n
D
C R E W -
n n n n n n
B1R
n n n n n n
B3L
B2R
B3R
< R E T U R N
4L
A U T O
I N I
T *
4R
11-17
Volume 5
ACARS
FREE
T E X T
TEXT
L
N E S
A1L
- - - - - - - - - - - - - - - - - - - - - - - -
A1R
A2L
- - - - - - - - - - - - - - - - - - - - - - - -
A2R
A3L
- - - - - - - - - - - - - - - - - - - - - - - -
A3R
< R E T U R N
R E P O R T *
4L
4R
Note:
11-18
Volume 5
ACARS
FREE
T E X T
TEXT
L
N E S
C1L
- - - - - - - - - - - - - - - - - - - - - - - -
C1R
C2L
- - - - - - - - - - - - - - - - - - - - - - - -
C2R
C3L
C3R
< R E T U R N
4L
PR I NT *
R E P O R T *
4R
The last page of FREE Text Mode has two additional functions:
11-19
Volume 5
F. Uplink Messages
Dispatch has the capability of sending operational information to
the cockpit crew via uplinked messages to the cockpit. The crew
will be made aware that a message has been received by a flashing amber MSG on the lower right section of the PFD and DISPLAY MSG RECEIVED on the CDU Scratchpad. The may then
read the message by:
ACARS
1L
2L
3L
x x x x x x x x x x x x*
< R E T U R N
4L
x
1R
2R
3R
P R I N T *
4R
No response to dispatch is required unless requested in the message. Once the message is read it can be viewed at a later time
by selecting MSGS RCVD from the main menu. If the crew is
requested to respond, simply select free text from the main menu
and respond as necessary.
11-20
Volume 5
Section 7
A. Equipment Description
1. The purpose of Tropospheric Airborne Meteorological Data
Reporting (TAMDAR) System is to automatically record
weather conditions and transmit this position specific weather
information to the ground based weather stations for
processing and to automatically collect and transmit Out Off
On In (OOOI) times to ground services.
2. The operation of the Meteorological and OOOI equipment
require no action from the flight crew.
3. The TAMDAR System installation consists of
- a TAMDAR Sensor,
- SATCOM Transceiver,
- SATCOM Transceiver Power Supply,
- two Serial Converters, Antenna (GPS/Iridium/XM), and
- a panel mounted TAMDAR annunciator lamp.
4. The TAMDAR System is protected by the following circuit
breakers:
Label
Function
Rating
Bus
TAMDAR SYSTEM
TAMDAR
System Power
1 amp
28 VDC Bus 2
TAMDAR HEATER
TAMDAR
Heater Power
15 amp
28 VDC Bus 2
SATCOM PWR
SUPPLY
SATCOM
Transceiver Power
Supply Power
3 amp
28 VDC Bus 2
B. Limitations
NONE
11-21
Volume 5
11-22
Volume 5
11-23
Volume 5
Note:
11-24
Volume 5
11-25
Section 8
Interphone
Call System
Cockpit
Halon
PBE
Cockpit
Flashlight
Halon
Lifevest
PBE
Escape
Flashlight
Rope
Lifevest
Cockpit
Crash Axe
Cockpit
Flashlight
Crash
Axe
Lifevest
Flashlight
Escape Rope
Lifevest
Wardrobe
First Aid Kit
PBE
POB
AED
EEMK
Grab and Go Kit
Emergency Exit-GSD
Emergency Exit
Window Row 12
Aft Interphone
Aft Call Panel
Fixed Halon
Flashlight
Lifevest
Smoke Detector
11-26
Escape Ropes
Cockpit
Crash Axe
Flashlight
Lifevest
Wardrobe
POB
EEMK
FAK
AED
MRT
Grab and Go Kit
Aft Galley
Halon Extinguisher
PBE
Aft Wall
MRT
PBE
Halon
POB
Emergency Exit
Row 11
Stowage Compartment
(RH Side)
Flashlight
Aft Interphone
Aft Call Panel
Stowage Compartment
(LH Side)
Lavatory
Lavatory
Smoke
SmokeDetector
Detector
Fixed Halon
Baggage Compartment
11-27
Emergency Exit-Row 9
Cockpit
Crash
Axe
Cockpit
Flashlight
Crash Axe
Lifevest
Flashlight
Lifevest
Escape
Rope
Wardrobe
FAK
MRT
POB
AED
Grab and Go Kit
EEMK
Emergency Exit-Row 9
Aft Flashlight
Aft Interphone
Aft Call Panel
Lavatory
Fixed
Halon
SmokeDetector
Detector
Smoke
Fixed Halon
Lavatory
11-28
Volume 5
Section 9
A. General
1. If fueling is performed with passengers on board an a flight
attendant will be on board with the cabin door open to ensure
the safety of the passengers.
2. The pilot will ensure that no fueling shall be conducted during
any aircraft maintenance that might provide a source of
ignition to fuel vapors.
3. This section gives the procedures to refuel/defuel the fuel
tanks with the pressure method.
4. The pressure fueling procedure is done with the aircraft
energized.
5. The system automatically controls the operation: it stops at
the correct quantity and balances the quantity in the tanks.
6. Use the pressure fueling adapter and the fuel control panel.
7. The aircraft side pressure fueling adapter is assembled with a
valve operated by the opening movement of the fueling nozzle
shut-off valve.
8. The fuel control panel includes a remaining fuel-quantity
indicator which has an internal fueling quantity prescheduling
system for the tanks. This prescheduling is done through a
display operated with the related adjustment switch. These
indicators are repeaters of the indicators installed on the main
instrument panel. (Refer to the EMB 145/140/135 Pressure
Refueling Diagram)
9. Newer aircraft refueling systems include a High Level
Exceeding Indication System (HLEIS). This system will
illuminate a red STOPRFL light on the refueling panel when
the respective fuel tank exceeds the fuel tank capacity.
Note:
11-29
Volume 5
B. Pressure Refueling/Servicing
1. Preparation
a. Statically bond truck to the aircraft at the preferred
bonding point located on right main landing gear. If the
preferred location is unavailable, an alternate location is
the right wing bayonet point
(See Static Bonding Diagram n).
b. Energize the aircraft with the External DC Power Supply.
c. Open the fuel panel access door on the right side of the
fuselage to access the fuel control panel and pressure
fueling adapter o.
Note:
POUNDS
U.S. GALLONS
TOTAL
TOTAL
4600
680
LEFT
4600
680
TOTAL
9200
1,360
POUNDS
U.S. GALLONS
TOTAL
TOTAL
5717
844
LEFT
5717
844
TOTAL
11,434
1,688
11-30
Volume 5
11-31
Volume 5
5. Pressure Refueling
(Refer to Pressure Refueling Diagram)
a. Make sure that the REFUELING lightsp related to the L/
H and R/H tanks are off.
b. Make sure that the DEFUELING lightq is off.
c.
Note:
i.
j.
k.
11-32
Volume 5
6. Follow-on
a. De-energize the aircraft
Note:
11-33
Volume 5
o
p
11-34
Volume 5
C. Pressure Defueling/Servicing
Note:
1. Preparation
a. Statically bond truck to the aircraft at the preferred
bonding point located on right main landing gear. If the
preferred location is unavailable, an alternate location is
the right wing bayonet point
(See EMB 145/140/135 Static Bonding Diagramn).
b. Open the fuel panel access dooro on the right side of the
fuselage to access the fuel control panel and pressure
fueling adapter.
c. Energize the aircraft with the External DC Power Supply.
Note:
2. Pressure Defueling
a. Make sure that the DEFUELING lightq is off.
b. Connect the fuel nozzle to the pressure refueling
adapters.
Set the DEFUELING switchu to the OPEN position and
make sure that the DEFUELING light comes on (OPEN).
d. Apply suction (4 psig MAX) to the nozzle or set the ELECTRIC PUMPS POWER switches to the ON position.
c.
Note:
To defuel the L/H tank, set the x-feed switch to the LOW
2 position.
e. When you have the fuel quantity desired, set the DEFUELING switchu to the CLOSED position and make sure
that its lightq goes off.
CAUTION:
11-35
Volume 5
f.
11-36
Volume 5
11-37
Volume 5
2. Gravity Refueling
a. Put the fueling nozzle into the filler port.
b. Start the fueling. At the same time, monitor the fuel level
in the tank.
Note:
c.
3. Follow-on
a. Close filler caps d.
b. Remove the bonding cable from the aircraft c.
11-38
Volume 5
11-39
Volume 5
11-40
Volume 5
Chapter 12
Differences
This chapter contains all the differences across Chautauqua Airlines fleet of aircraft. All differences are based off the original
EMB 145 aircraft.
Section 1
Original Aircraft all had T-62T-40C11 APUs. Chautauqua is modifying all aircraft to operate with T-62T-40C14 APUs. Refer to the
Table below to identify if the aircraft has a C11 or C14 APU and
the applicable differences.
T-62T-40C11
T-62T-40C14
How to Identify
No Exhaust
Silencer Installed
Exhaust Silencer
Installed
Max Altitude to
START
25,000 feet
30,000 feet
Overspeed
Shutdown
108%
104%
APU Control
ESU
FADEC
12-1
Section 2
Mark 1 Cockpit
Standby
Instrumentation
Electromechanical
ISIS
Weather Radar
Controls
1-On pedestal
2-On Glareshield
FMS CDUs
1-On Pedestal
1 or 2 on Pedestal
RMUs
On the Pedestal
ELT Switch
On center of main
Panel
Left Outboard of
Main Panel
Master Warning/
Caution
Stacked Vertically
left/right of Display
Control
Horizontal between
Display Control and
RADAR Panel
Parking Brake ON
light
Below EICAS
Over #2 RMU
T/O Config
SPS Panel
Aft Pedestal
Immediately AFT of
Thrust Mode Selectors
Between RMUs
EGPWS OVRD
LG WARN CUTOUT
12-2
Mark 1 Cockpit
FMS Joystick
TBCH
FWD Pedestal
FMS
1- Honeywell on AFT
Pedestal
1 or 2 Honeywell on
Forward Pedestal
AHRS
800
900
12-3
ELT Switch
Dual Radar
Control Panels
ISIS
RMUs
Brake ON
Light
12-4
TO Config
FMS(s)
Note: 1 or 2 CDUs
may be installed
FMS Joystick
SPS Panel
TBCH
Trim
Switches and
Pitch Trim
Cutout
EICAS REV.
LG WRN
CUTOUT
EGPWS
Override
Pressurization
Controls
12-5
12-6
Section 3
EMB 140
Cockpit Layout
Original
Mark 1
48722 lbs.
46738 lbs.
48501 lbs.
46517 lbs.
Max Landing
Weight
42549 lbs.
41226 lbs.
39462 lbs.
37698 lbs.
Length
980
935
Seats
50
44
Aft Closet
N/A
N/A
Sliding Control
Rheostat
Engine Designation
AE3007A1P
AE3007A1/3
8338 lbs.
7580 lbs.
948o C
929o C
External NWS
Switch
N/A
Walkaround
Oxygen Bottles
2 Total 1-Forward
Wardrobe, 1-Overhead Bin #11
2 Total 1-Forward
Wardrobe, 1-AFT
Last Single Seat
12-7
EMB 140
PBE
2 Total, 1-Above
Wardrobe,
1-Overhead Bin #11
2 Total, 1-AFTGalley,
1-AFT LastSingle
Seat
Fire Extinguisher
2 Total, 1-Bulkhead
Compartment,
1-Overhead Bin #11
MRT
2 Total, 1-Bulkhead
Compartment,
1-Overhead Bin #11
2 Total, 1-Above
Wardrobe, 1-AFT
Last Single Seat
Galley Oxygen
Masks
N/A
A/P GA Coupled
Loss
75 ft.
95 ft.
N/A
Below FMS
Installation
SELCAL Light
On Main panel
N/A
ELT Type
ELT 96 w/Manual
and Auto Function
Third Comm.
N/A
On Pedestal
FMS
Universal UNS-1K,
2 - On Forward
Pedestal
ACARS Printer
N/A
AFT Pedestal
ACARS
N/A
AFT Pedestal
12-8
NOTE: The Gust Lock Indicator Light is located below the Master Warning and Master
Caution Lights.
ELT
ISIS
RMUs
Brake ON
Light
12-9
P/A Volume
Control
TO Config
FMSs
1. FMS Joystick
2. SPS Panel
TBCH
Trim
Switches and
Pitch Trim
Cutout
Comm 3
EICAS REV.
LG WRN
CUTOUT
EGPWS
Override
Pressurization
Controls
ACARS Printer
12-10
12-11
12-12
Section 4
EMB 135
Cockpit Layout
Original
Mark 1
48722 lbs.
44312 lbs.
48501 lbs.
44092 lbs.
Max Landing
Weight
42549 lbs.
40785 lbs.
39462 lbs.
35274 lbs.
2646 lbs.
2205 lbs.
Length
980
865
Seats
50
37
N/A
Galley
Structure FWD of
Seat 1A
Bulkhead
Compartment
Engine Designation
AE3007A1P
AE3007A1/3
8338 lbs.
7580 lbs.
948o C
929o C
1-Located in galley
12-13
EMB 135
Forward Cabin
PBE
LR Type Gear/Brake
(Larger Brake)
ER Type Gear/Brake
(Smaller Brake)
12-14
ELT Switch
Dual Radar
Control Panels
ISIS
RMUs
Brake ON
Light
12-15
TO Config
FMS(s)
Note: 1 or 2 CDUs
may be installed
FMS Joystick
SPS Panel
TBCH
Trim
Switches and
Pitch Trim
Cutout
EICAS REV.
LG WRN
CUTOUT
EGPWS
Override
Pressurization
Controls
12-16
Volume 5
Section 5
EMB 145 EP
(N977RP-N978RP)
48722 lbs.
46495 lbs.
48501 lbs.
46275 lbs.
Max Landing
Weight
42549 lbs.
41226 lbs.
39462 lbs.
37698 lbs.
APU
C14
C11
Standby
Instrumentation
Electro-mechanical
Electro-mechanical
Sterile Cockpit
switch
Lower right on
OVRHD panel
NOT installed
SELCAL
MP Version with
maximum usable of
4600 Lbs.
39 Lbs.
48 Lbs.
Fuel Measuring
Sticks
LR Type Gear/Brake
(Larger Brake)
ER Type Gear/Brake
(Smaller Brake)
12-17
Section 6
48722 lbs.
50044 lbs.
48501 lbs.
49823 lbs.
Max Landing
Weight
42549 lbs.
43651 lbs.
39462 lbs.
40564 lbs.
LR2
12-18
Chapter 13
Abbreviations and Acronyms
Symbol
Meaning
Degree Celsius
Degree Fahrenheit
Ampere
A/C
Aircraft
AALT
Acceleration Altitude
AC
Alternating Current
ACM
ACOC
ACT
Actuation, Active
ADC
ADF
ADJ
Adjustment
ADV
Advance
AFE
AFM
AFS
Autoflight System
AGL
AHC
AHRS
AI
Engine anti-ice
AIL
Aileron
ALC
ALT
Altitude
ALTN
Alternate
AM
Amplitude Modulation
13-1
Meaning
ANR
ANT
Antenna
AOA
Angle of Attack
AP
Autopilot
API
APR
APT
APU
ASC
ATC
ATDT
Attendant
ATS
ATT
Attitude
ATTCS
ATTD
Attendant
AUTO
Automatic
AUX
Auxiliary
AVAIL
Available
AWU
B/C
Back Course
BACV
BAGG
Baggage
BATT
Battery
BBC
BC
Battery Contactor
BCU
BCV
BFO
BIT
Built In Test
BKUP INPH
Back-Up Interphone
BLD
Bleed
13-2
Meaning
BTC
BTL
Bottle
CAB EMERG
Cabin Emergency
CAS
CBV
CCDL
CCW
Counterclockwise
CDH
CDL
CG
Center of Gravity
CIS
CKPT
Cockpit
CL
Climb
CLB
Climb
CLR
Clear
CLSD
Closed
CMC
COMM, COM
Communication
CON
Continuous
CPAM
CPCS
CR
Cruise
CRZ
Cruise
CVG
CVR
CW
Clockwise
DAP
DAU
DC
DEC
Decrease
DET
Detector
13-3
Meaning
DFDR
DG
Directional Gyro
DH
Decision Height
DISC
Disconnect
DME
DN
Down
DT
Direct turn
e.g.
for example
EADI
EBC
EBV
ECM
ECS
ECU
EDL
EDS
EFIS
EGPWS
EGT
EHSI
EIC
EICAS
ELEC
Electrical
ELEV
Elevator
ELT
EMER PILOT
Emergency Pilot
EMG, EMERG
Emergency
ENG
Engine
ERR
Error
ESU
ET
Elapsed Time
13-4
Meaning
EXT
External
EXTG
Extinguish
FADEC
FCOC
FDAU
FDRS
FECU
FGC
FL
FLP
Flap setting
FLS
FLX
Flexible
FMS
FPDU
FPLN
Flight Plan
FPMU
FR
Fuel Remaining
FRA
FSBY
Forced Standby
ft
Feet
FTB
FU
Fuel Used
FVS
FWD
Forward
Gravity Acceleration
G/S, GS
Glide Slope
GCU
GI
Ground Idle
GLC
GMAP
Ground Mapping
GMT
13-5
Meaning
GND
Ground
GPC
GPS
GPU
GPWS
Hour
Heading
HDG
Heading
HF
High Frequency
HP
High Pressure
hPa
HectoPascal
HSCU
HSI
HSV
HW
Headwind
HYDR
Hydraulic
Hz
Hertz
i.e.
in other words
IAS
Indicated Airspeed
IC
Integrated Computer
ICAO
ICU
IFOG
IFR
ILS
IM
in.Hg
Inches of Mercury
INBD
Inboard
INC
Increase
INOP
Inoperative
INTPH
Interphone
13-6
Meaning
INU
IPS
IRS
IRU
ISA
ISIS
ITT
Interturbine Temperature
KCAS
KEAS
kg
Kilogram
Khz
Kilohertz
KIAS
km
Kilometer
kt
Knot
LAV
Lavatory
lb
Pounds
LEI
LGEU
LOC
Localizer
LOGO
Logotype
LP
Low Pressure
LRN
Long Range
LSB
Lower Sideband
LSS
LT
Left turn
LVIS
LX
Lightning Detection
Meter
Mach
M1METW
M2METW
13-7
Meaning
MAC
MAN
Manual
MAX
Maximum
MAXV1
mb
Millibar
MB
Marker Beacon
MCP
MEA
METW
MFD
Multifunction Display
MFDU
MFPTW
Mhz
Megahertz
min
Minute
MIN
Minimum
MKR
Marker
MLDW
MLS
MLW
mm
Millimeter
MMEL
MMO
MOW
MRTW
MRW
MSU
MTOW
MTOW
MTXW
MZFW
N1
N1
13-8
Meaning
N2
N2
NAV
NAV
NB
NB
nm
Nautical Mile
OM
Outer Marker
OS
OUTBD
Outbound
OVHT
Overheating
OVLD
Overload
OVPRESS
Overpressure
OXY
Oxygen
PAA
PAS
PAST
PAX
Passenger
PBE
PBLT
PCU
PDSV
PFD
PLDW
PMA
PMRLW
PMRTW
POAT
POST
PQNH
PRCS
Process
PRESS
Pressure
PRV
Pressurizing Valve
PRWY
Planned runway
13-9
Meaning
psi
PSU
PTOW
PTT
Press To Transmit
PWIND
QNE
QNH
QTY
Quantity
RA
Radio Altimeter
REACT
REF
Reference
REI
RMI
RMS
RMU
RNG
Range
RPM
RSB
RT
Right turn
RTA
Receiver/Transmitter/Antenna
SAT
SBC
SCV
sec
Second
SELCAL
Selective Call
SL
Sea Level
SLVD
Slaved
SOV
Shutoff Valve
SPC
SPS
SQ
Squelch
13-10
Meaning
SRN
Short Range
SSB
Single Sideband
STAB
Stabilizer
STBY
Stand By
TA
Traffic Advisory
TACAN
TAS
True Airspeed
TAT
TBCH
TCAS
TCS
TDR
Transponder
TEMP
Temperature
TGT
Target
TKNB
Turn Knob
TLA
TLR
TO
Takeoff
TRB
Turbulence
TST
Test
TW
Tailwind
Volt
V1
Decision Speed
V2
VA
VA
Volt-Ampere
VAP
Approach Speed
VAPP
VEF
VFE
VFR
13-11
Meaning
VHF
VLE
VLF
VLO
VLOF
VLV
Valve
VMBE
VMCA
VMCG
VMO
VOR
VR
Rotation Speed
VREF
VREFXX
VS
Stall speed
VS
Vertical Speed
VTGT
Target Speed
W/S
Windshield
WB
WB
Wide Bandwidth
WG
Wing
WX
Weather Detection
Cross
XFR
Transfer
13-12
Index
A
Abbreviations and Acronyms .......................................................... 13-1
Abort ................................................................................................. 6-3
Aborted Start .................................................................................. 4-51
Actions ............................................................................................ 1-41
Actions & Callouts .......................................................................... 6-67
Actions and Callouts Tables ........................................................... 1-43
Aft Closet Capacities ...................................................................... 2-12
After Landing ................................................................................ 4-183
After Start ....................................................................................... 4-51
After Takeoff ................................................................................... 4-95
Air Cart Engine Start ...................................................................... 4-49
Air Conditioning .............................................................. 4-67, 4-99, 7-7
Airplane Operators Manual (AOM) ................................... INTRO-1, 1-1
Airplane Power Up ......................................................................... 4-13
Airspeed Reference Bug .............................................................. 4-120
Airworthiness Release .................................................................... 1-21
ALD ................................................................................................ 3-20
Alerts
EGPWS ...................................................................................... 6-64
Altitude Preselect ..........................1-8, 4-40, 4-98, 4-107, 4-128, 4-129
Anti Skid ......................................................................................... 1-20
Antiskid ......................................................................................... 4-181
Approach ...................................................................................... 4-119
Approach and Landing with an Engine Failure ............................... 6-54
Approach Briefing .............................................................. 4-114, 4-140
Approach Charts .......................................................................... 4-114
Approach Check ........................................................................... 4-114
Approach Pattern with Known Flap Failure .................................... 6-54
APR ................................................................................... 4-127, 4-128
APU Engine Start ........................................................................... 4-48
APU Operation ............................................................................... 1-24
APU Start ....................................................................................... 4-13
APU Start with Batteries ................................................................. 4-14
REV. 6, 01 MAY 2008
IDX-1
B
Back Course Approaches .............................................................4-128
Baggage Compartment Capacity ....................................................2-12
Before Start ........................................................................... 4-37, 4-39
Blowout Panel ...................................................................................3-9
BNK .................................................................................................4-99
Brake Usage ......................................................................... 1-20, 4-64
Brakes ...........................................................................................4-172
Breakout ........................................................................................4-141
C
Cabin Announcements ....................................................................1-20
Cabin Portable O2 Bottles ..............................................................2-26
Calibrated Airspeed KCAS .............................................................9-5
Callouts ...........................................................................................1-40
Wake Turbulence ........................................................................6-67
Category and Use of Aircraft .............................................................2-1
Challenge and Response ..................................................................1-5
challenge-and-response ...................................................................3-9
Challenge-Do-Verify ..........................................................................1-5
Chautauqua Standard Takeoff ........................................................4-65
Checklist ...........................................................................................1-3
Checklist Hold .................................................................................1-6
Checklist Interruption ........................................................................1-6
IDX-2
D
Deadbolt Lock .................................................................................. 3-9
Definition of Terms ........................................................................... 1-3
DELAYED ENGINE AFTER START CHECK ................................. 4-57
Demonstrated Crosswind ............................................................... 2-15
Departure ....................................................................................... 1-20
Departure Delays ........................................................................... 1-20
Descent ............................................................................. 4-107, 4-112
Descent Check ............................................................................. 4-113
Descent Planning Guide ............................................................... 4-109
Discrepancies ................................................................................. 11-1
Do Verify ........................................................................................... 1-4
Driftdown ........................................................................................ 9-77
Dry Motoring ................................................................................... 4-46
IDX-3
E
EGPWS ................................................................................. 2-23, 6-61
Alerts ...........................................................................................6-64
Escape Maneuver .......................................................................6-63
Recovery .....................................................................................6-63
EGPWS CAUTION .........................................................................6-61
EGPWS WARNING ........................................................................6-61
EICAS Messages ..............................................................................5-2
Electromechanical Gust Lock System ............................................2-21
Emergency Descent ........................................................................6-24
Engine Cool Down ........................................................................4-185
Engine Dry Motoring .......................................................................4-46
Engine Failure associated with an Engine Fire Indication ..............6-19
Engine Start ......................................................................................7-2
Engine Start Abort ................................................................... 4-46, 6-1
Engine Warm Up .............................................................................4-64
Engine Warm-Up and Cool-Down Limitations .................................2-18
Engines ...........................................................................................2-18
Enhanced Ground Proximity Warning System ...................... 2-23, 6-61
Enroute .........................................................................................4-103
Expanded Checklist ..........................................................................1-3
Expanded Checklists ......................................................................1-45
Exterior Inspection ............................................................. 3-3, 4-3, 4-4
Exterior Lights .................................................................................1-22
F
Final Approach and Landing Speeds ............................................4-120
First Flight Items ...............................................................................1-7
Flaps 18/22 Takeoff ......................................................................4-84
Flaps 9 Takeoff ..............................................................................4-76
FLC .......................................................................... 4-98, 4-107, 4-129
Flight Crewmembers at their Stations .............................................1-15
Flight Director ....................................... 4-40, 4-75, 4-107, 4-127, 4-165
Flight Level Change Mode (FLC) ........................................ 4-98, 4-107
Flight Management System (FMS) .................................................2-29
IDX-4
G
GA ................................................................................................ 4-165
Go-Around .................................................................................... 4-163
Go-around .................................................................................... 4-168
Go-Around Mode .......................................................................... 4-165
GPU Power (No APU) .................................................................... 4-20
H
HDG .................................................................................. 4-127, 4-128
High Speed ILS/VFR Final .................................................. 4-136, 6-34
Holding ......................................................................................... 4-117
Honeywell SPZ-2000 ...................................................................... 2-29
Hung Start ............................................................................... 4-46, 6-1
I
IAS ..................................................................................... 4-129, 4-165
Ice Panel ................................................................................. 4-67, 7-7
icing conditions ............................................................................... 1-23
ILS ....................................................................................... 4-131, 6-28
ILS PRM .............................................................................. 3-17, 4-138
Indicated Airspeed - KIAS ................................................................ 9-5
Indicated Airspeed Mode (SPD) .......................................... 4-99, 4-107
Indications ...................................................................................... 1-41
Inflight Emergencies ....................................................................... 6-22
Instrument Approach .................................................................... 4-119
Instrument Markings ......................................................................... 2-1
Integrated Standby Instrument System (ISIS) ................................ 2-25
Introduction .............................................................................. INTRO-1
Intrusion Resistant Cockpit Door ............................................. 2-34, 3-9
ISIS ................................................................................................. 2-25
REV. 6, 01 MAY 2008
IDX-5
J
Jumpseat Briefing Card ....................................................................3-8
K
KCAS ................................................................................................9-5
KIAS ..................................................................................................9-5
L
LAHSO ................................................................................ 3-20, 4-174
Land And Hold Short Operations ..................................................4-174
Land And Hold Short Operations (LAHSO) ....................................3-20
Landing .........................................................................................4-169
Landing Check ..............................................................................4-171
Landing Configuration Stall (Flaps 45) Profile ...............................8-11
Landing Gear Operation/Extended Speed (VLO and VLE) ............2-13
Limitations .........................................................................................2-1
Load Manifest ...............................................................................10-27
Loading ...........................................................................................2-12
LOC type / VOR / NDB Approaches .............................................4-128
Low Bank Mode (BNK) ...................................................................4-99
Lower Than Standard Visibility Takeoff ................................ 4-77, 4-86
M
M.E.L ...............................................................................................11-1
Maneuvering Flight Load Factors ...................................................2-13
Maneuvering Speed (VA) ................................................................2-15
Maximum Acceptable Difference between Altimeters ........... 2-32, 2-33
Maximum Altitude for Flap Extension .............................................2-21
Maximum battery temperature ........................................................2-21
Maximum differential negative pressure .........................................2-21
Maximum differential overpressure .................................................2-21
Maximum differential pressure ........................................................2-21
Maximum Flap Extended Speed (VFE) ..........................................2-15
Maximum load on APU generator ...................................................2-21
Maximum load on main generator ..................................................2-21
Maximum Operating Speed ............................................................2-14
REV. 6, 01 MAY 2008
IDX-6
N
NAV ................................................................................... 4-127, 4-128
Navigation Lights ............................................................................ 1-22
navigational aids ........................................................................... 4-119
NDB Approaches .......................................................................... 4-128
Non-Precision Approach .............................................................. 4-151
non-precision approach ................................................................ 4-125
Non-Precision Approach - One Engine Inoperative ....................... 6-50
Non-Precision Approaches ................................................ 4-128, 4-145
Normal Approach Speeds ............................................................ 4-120
Normal Checklist .............................................................................. 3-5
O
Observer seat ................................................................................... 3-9
Off Route Procedure ...................................................................... 9-77
Operation In Icing Conditions ......................................................... 2-20
Operational Envelope ....................................................................... 2-2
Operational Limits .......................................................................... 2-19
Overhead Compartment Capacity .................................................. 2-12
Overview of Embraer Pilot Operating Handbook .................... INTRO-2
Oxygen ........................................................................................... 2-26
Ozone Concentration ..................................................................... 2-27
IDX-7
P
PIREPS ...........................................................................................7-11
PIT ........................................................................... 4-99, 4-107, 4-129
Pitch (PIT) ........................................................................... 4-99, 4-107
Pitch Trim ........................................................................................2-21
Pitot probes .....................................................................................2-32
Pitot/Static system ..........................................................................2-32
Post Flight Duties ..........................................................................4-195
Powerback ......................................................................................4-44
Precision Approach - One Engine Inoperative ................................6-45
Precision Approaches ......................................................... 4-127, 6-27
Preflight .............................................................................................4-1
Pressure Sensitive Latch cover ........................................................3-9
Pre-Taxi Planning ...........................................................................1-17
PRIMUS II Radios ...........................................................................2-35
Procedures ........................................................................................1-3
Profiles ............................................................................................1-39
Pushback ........................................................................................4-43
R
RA ...................................................................................................6-65
Radar ..............................................................................................2-22
Radar Altimeter .............................................................................4-128
Rapid Depressurization ...................................................................6-24
Recommended Flows ............................................................. 1-3, 1-44
Recoveries
EGPWS .......................................................................................6-63
Red Beacons ..................................................................................1-22
Reference Speed Bugs ...................................................................4-41
Rejected Landing ................................................... 4-163, 4-168, 4-177
Rejected Landing Procedure (RLP) ..............................................4-180
Rejected Takeoff ...............................................................................6-3
Release Briefing ..............................................................................4-37
Resolution Advisory ........................................................................6-65
RMU Setup .....................................................................................4-41
IDX-8
S
Safety Inspection .............................................................................. 4-9
SET .................................................................................................. 1-7
SET UP Check ...................................................................... 4-22, 4-25
Shut-down .................................................................................... 4-187
Shutdown Check .......................................................................... 4-188
Simple-Special ............................................................................... 9-18
Single Engine Taxi ..................................................... 4-46, 4-63, 4-185
Slam Latch ....................................................................................... 3-9
SOPs ................................................................................................ 1-1
SPD ..................................................................................... 4-99, 4-107
Special Advisories ............................................................................ 1-3
Speed Brakes ............................................................................... 4-108
Speed Callouts ............................................................................. 4-126
Stabilized Approach .......................................................... 4-124, 4-177
Stall Recovery .................................................................................. 8-4
Stalls ................................................................................................. 8-4
Standard Operating Procedures (SOPs) .......................................... 1-1
Standby Altimeter System .............................................................. 2-32
Starter Limits .................................................................................. 2-18
Starting Engine ............................................................................... 4-48
Starting Engines ...................................................................... 4-45, 6-1
Static probes .................................................................................. 2-32
Static Takeoff ................................................................................. 4-77
Static Takeoff with Flaps 18/22 .................................................... 4-86
Steep Turns ...................................................................................... 8-2
Sterile Cockpit ..................................................................... 1-16, 4-115
Sterile Cockpit Light ....................................................................... 1-16
Sunstrand T-62T-40C11 ................................................................. 2-17
Sunstrand T-62T-40C14 ................................................................. 2-17
Supplemental Oxygen .................................................................... 1-15
System Operations ......................................................................... 1-22
REV. 6, 01 MAY 2008
IDX-9
T
TA ...................................................................................................6-65
Tailwind ...........................................................................................2-15
Takeoff ............................................................................................4-75
Takeoff Briefing ...............................................................................4-65
Takeoff Configuration Stall (Flaps 9) ...............................................8-8
Takeoff Emergencies ........................................................................6-3
Takeoff Thrust Mode .......................................................................2-18
Takeoff with Engine Failure, Flaps 18/22 .....................................6-14
Takeoff with Engine Failure, Flaps 9 ...............................................6-9
Taxi Instructions ..............................................................................1-17
Taxi Operations ...............................................................................1-17
Taxi Speed ......................................................................................1-19
Taxi Thrust ......................................................................................1-19
Taxi Turns .......................................................................................1-19
Taxiing in .......................................................................................4-185
Taxiing out ......................................................................................4-63
Taxiway Diagram ............................................................................1-17
TCAS .............................................................. 4-41, 4-108, 4-140, 6-65
Terminating ...................................................................................4-191
Terminating Check ........................................................................4-192
Thruflight Exterior Inspection ............................................................4-8
THRUFLIGHT Set Up .....................................................................4-34
Thrust Reverse ................................................................. 4-172, 4-181
Thrust Reversers .................................................................. 1-20, 2-18
Thunderstorms ................................................................................7-27
Tolerances between Altimeter Indications ......................................2-32
Towing ............................................................................................4-43
Traffic Advisory ...............................................................................6-65
Traffic Alert and Colloision Avoidance System (TCAS) Operation ....1-3
Transition Altitude ............................................................. 4-102, 4-108
Transponder ....................................................................................4-41
Turbulence ......................................................................................7-13
Turbulence Intensity ........................................................................7-15
Turbulent Air Penetration Speed .....................................................2-15
IDX-10
U
Universal UNS-1k ........................................................................... 2-30
Unusual Attitude Recovery ............................................................. 8-17
V
VA ................................................................................................... 2-15
VDP .............................................................................................. 4-125
Vertical Speed Mode (VS) ................................................... 4-99, 4-107
VFE ................................................................................................ 2-15
Visual ............................................................................................ 4-160
Visual Approaches ...............................3-18, 4-158, 4-160, 4-161, 6-42
Visual Callouts ................................................................... 4-126, 4-160
Visual Descent Planning .............................................................. 4-158
Visual Descent Point .................................................................... 4-125
Visual Descent Point (VDP) ......................................................... 4-125
VLE ................................................................................................. 2-13
VLO ................................................................................................ 2-13
VMCA ............................................................................................. 2-13
VMCG ............................................................................................. 2-13
VMCL ............................................................................................. 2-13
VMO/MMO ..................................................................................... 2-14
VOR .............................................................................................. 4-128
VOR Check .................................................................................. 4-104
VS ............................................................................. 4-99, 4-107, 4-129
W
Wake Turbulence ........................................................................... 6-67
Recovery .................................................................................... 6-67
Weight .............................................................................................. 2-3
Weight and Balance ............................................................ 10-1, 10-27
Windshear ...................................................................................... 7-16
Windshear Recovery ...................................................................... 7-23
Windshield Heat ............................................................................. 1-23
Windshield Wiper Operation ........................................................... 2-13
Workload Sharing ............................................................................. 1-8
IDX-11
IDX-12