EMBRAER 170/175 AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

EMBRAER S.A.

THIS MANUAL IS APPLICABLE TO EMBRAER 170/175 FAMILY AIRPLANES.

ACFOG–2247 MARCH 14, 2005
REVISION 23 – JULY 22, 2011
Copyright 2011 by EMBRAER S.A.. All rights reserved. This document shall not be copied or reproduced, whether in whole or in part, in any form or by any means without the express written authorization of Embraer. The information, technical data, designs and drawings disclosed in this document are property information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE HIGHLIGHTS OF CHANGE REVISION 23 – JUL 22, 2011 Block 1-18 1-20 1-20 1-20 1-21 1-21 1-21 AP1-05 Pages 31 and 32 18 31 41 and 42 2 9 11 and 20 13 Change Description

HIGHLIGHTS OF CHANGE

LOAD 21.2 misbehaviors included. Updated solution description for “Weather Radar inadvertently transmitting on ground” item. Added note. Added LOAD 23.1/23.2 items. Deleted “AUTOPILOT aural warning” item. Deleted DATALINK 2 FAIL EICAS message. Added LOAD 25.1.0.1 item. Added information to alert that APM reports indicate the values in pounds.

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ORIGINAL ............0 ...........MAR 14, 2005 REVISION ............1 ........... APR 28, 2005 REVISION ............2 ............ JUL 13, 2005 REVISION ............3 ...........NOV 17, 2005 REVISION ............4 ............ JUL 10, 2006 REVISION ............5 ............ JUL 31, 2006 REVISION ............6 ...........AUG 31, 2006 REVISION ............7 ...........NOV 20, 2006 REVISION ............8 ........... DEC 06, 2006 REVISION ............9 ...........MAR 26, 2007 REVISION ...........10 ..........MAY 14, 2007 REVISION ...........11 ........... JUL 30, 2007 REVISION ...........12 ..........NOV 26, 2007 REVISION ...........13 .......... DEC 21, 2007 REVISION ...........14 .......... APR 25, 2008 REVISION ...........15 ..........AUG 08, 2008 REVISION ...........16 ..........OCT 10, 2008 REVISION ...........17 .......... JUN 15, 2009 REVISION ...........18 ..........NOV 20, 2009 REVISION ...........19 ...........FEB 26, 2010 REVISION ...........20 .......... JUN 28, 2010 REVISION ...........21 ..........NOV 18, 2010 REVISION ...........22 ...........JAN 31, 2011 REVISION ...........23 ........... JUL 22, 2011

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in their own training programs. They are either replacements or additional pages. AOM and SOPM supersede the information contained in the Airplane Changes Flight Operations Guide in case of conflict. to provide information not available at the time of printing the original issue or to incorporate new configurations. establish possible modifications in procedures and operational limitations. Changes considered transparent might not be included in this manual. The information contained in the AFM. This publication is mainly focused towards items that somehow have an impact upon the pilot-airplane interface. A vertical line adjacent to the page number indicates relocated or rearranged text or illustrations. or inclusion of new sections or page blocks. introduce them in their own manuals and if applicable. WB.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PREAMBLE PREAMBLE The Airplane Changes Flight Operations Guide (ACFOG) provides the operator with information related to changes implemented in the airplane. Embraer may periodically revise this manual as required to update information. A vertical line in the outside margin indicates changes to the text. ACFOG-2247 0-PRE REVISION 9 Page 1 . MMEL. The ACFOG is an advanced guidance material only. This information will help the operator to evaluate the impact of changes.

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AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE TABLE OF CONTENTS TABLE OF CONTENTS SECTION 1 SECTION 2 SECTION 3 SECTION 4 APPENDIX 1 PRIMUS EPIC SYSTEM SOFTWARE SPDA SOFTWARE FADEC SOFTWARE AMS CONTROLLER SOFTWARE MISCELLANEOUS ACFOG-2247 0-TOC REVISION 4 Page 1 .

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.. 1-13................................................................................................................................................................................................................................ 01 Auto Flight Control System (AFCS) ................ 31 FMS ................ 02 Software LOAD 15............................. 1-11................ 1-13.......................................... 08 Autobrake .................................... 1-00.......................... 01 Avionics .................................................... 02 Avionics .... 1-10.................................................. 01 Auto Flight Control System (AFCS) ............................................................... 1-13............ 1-05...... 01 Flight Controls System.. 01 Modular Avionics Units ............ 19 Air Management System (AMS) .......4 .......... 40 ACFOG-2247 1-00 REVISION 5 Page 1 ........................ 1-12....... 20 Software Misbehavior ........ 1-12......................................................................... 1-05..... 1-13....................... 02 Avionics .............................. 03 General Description ................3 ...................................................5 ................................. 1-13............................................................................ 03 Flight Controls.............................. 21 Software LOAD 15....... 33 Software Misbehavior ..................... 1-05........2 ....................... 1-13.............. 01 Software LOAD 15................ 1-13....................... 1-10......................................................................................... 23 Fuel.............................................. 01 Software System Loads.................................................................... 1-13. 02 Software LOAD 17.......................................AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SECTION 1 PRIMUS EPIC SYSTEM SOFTWARE TABLE OF CONTENTS Block Page Introduction ...... 1-10..................... 1-11.............. 1-10...... 1-10........................

......................................... 17 Engine .......1-15 ..............1-16 ............ 03 Avionics......8A FMS....................................................... 13 Flight Controls .............................................................. 26 Software Misbehavior.......................................................................1-16 .................................................... 23 Landing Gear and Brakes .........................................................1-16 .......................................................... 09 Flight Controls ...... 27 Software LOAD 19.....................1-14 ............ 20 Software LOAD 19..... 02 Avionics.................................................................................. 06 AMS ...................................12B FMS. 02 Software LOAD 21..........1-16 ............................................................................................................................... 02 Avionics...1-14 .....................................................................1-15 .......... 07 AMS .... 03 Flight Controls . 01 Airplane General ....................... 18 Landing Gear and Brakes ...1-15 ................3 .................1-15 ...........1-14 ............................................................................1-16 ............. 01 Avionics..............1-17 ......................1-15 ... 01 Auto Flight Control System (AFCS) ..................................................1-14 ...........................2 ....................PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE Software LOAD 17........1-16 .........5 .......1-18 ................................................................. 02 Auto Flight Control System (AFCS) ............................................................................................................. 01 Avionics............1-15 .........1-14 ........1-16 ........................3 ......... 02 ACFOG-2247 1-00 Page 2 REVISION 12 ...................................................................................1-15 ....1-15 ................................. 13 Fuel ........1-15 ..............................1-18 ...................... 06 Software LOAD 17......................................1-16 .................. 04 Software Misbehavior..............................................................1-15 ....................1-15 ....................... 01 Auto Flight Control System (AFCS) ...................................................................................................................................... 19 Software Misbehavior............................................1-17 ..............4 ..................................................................................

............ 12 Flight Control System (FCS) .............................32B Software Misbehavior ....................................................................................1..... 1-19........ 1-20.............................................................. 12 Oxygen ........... 1-18........................... 06 FMS ...................................................... 10 Software LOAD 23........................ 08 Software Misbehavior .. 1-21.............................................................................................. 23 FUEL............ 1-21.................... 03 Avionics .... 05 Avionics ............. 1-20...........................................................................32B Landing Gear and Brakes .......................... 29 Software LOAD 21.................... 1-20..... 21 FMS ..................... 28 Software Misbehavior .......... 1-19........... 02 Auto Flight Control System (AFCS).......... 19 Flight Control System (FCS) ............................................................................................................................................ 1-21................ 1-20.................... 1-18.............................. 1-20.................. 02 Auto Flight Control System (AFCS).......... 01 Auto Flight Control System (AFCS).................................... 1-21.......................AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE Flight Control System (FCS) ....................................................... 1-18........... 1-21.... 1-20............. 12 Engine...................................................................... 01 Avionics ..........................................1...... 1-20............................................................................................................................................................................................................ 13 FMS .............. 1-18........... 1-19....... 1-21............................................ 1-20..................... 06 Engine.......... 14 Landing Gear and Brakes .................................... 1-20... 1-18..................................................................... 01 AMS ............ 1-21..... 02 Autobrake ...... 07 Flight Control System (FCS) .. 1-19.................................................................................................. 1-21....................................................................................... 1-20.......4........2...............0..................................... 33 Software LOAD 25............ 1-19............... 27 Warning ............1/23........................ 21 ACFOG-2247 1-00 REVISION 22 Page 3 ...........

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which is software-based controlled. WB. MMEL. ACFOG-2247 1-00 REVISION 16 Page 5 . or CDL) the approved information shall prevail. which consists of cockpit controls and displays. communication systems. sensors and actuators.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE INTRODUCTION The EMBRAER 170/175 Avionics System is a highly integrated system. In the event of a conflict between the data in the Airplane Changes Flight Operations Guide and the approved publications (AFM. Many control functions that were previously individual line replaceable units (LRUs) in older systems are integrated into the modular avionics unit (MAU) and the modular radio cabinets (MRC) of the Primus Epic System.

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flight director. MAU 1 and 2 are located in the forward electronics bay. flight control modules. global position system. Flight Management System (FMS). stall protection/warning and windshear guidance. monitor/warning system. display control. autopilot. whereas MAU 3 is located in the center electronics bay.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE GENERAL DESCRIPTION MODULAR AVIONICS UNITS All avionics’ system components are interfaced and controlled by the Modular Avionics Units (MAUs) through a system of data busses and discrete lines. This entire software package is to be located within a single CD-ROM. SOFTWARE SYSTEM LOADS The “system load” is defined to be the entire collection of operational software from Honeywell. ACFOG-2247 1-05 ORIGINAL Page 1 . autothrottle. Among the avionics functions are the air data application. data acquisition. MAU 1 is a 20-slot cabinet while MAU 2 and MAU 3 are a 16-slot cabinets. MAUs are cabinets that house modules assigned to different functions in an integrated architecture.

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3 Current Version LOAD 15.3 The table below shows the previous and the current version of the Primus Epic System Software. ACFOG-2247 1-10 ORIGINAL LOAD 15.3 Page 1 . Primus Epic System Software Previous Version LOAD 13.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 15.3 The information that follows is a list of the items implemented in this current software version. all of which offer some impact on the operation of the EMBRAER 170 airplanes.

3 ORIGINAL ACFOG-2247 . Green “AP” indication flashes on the FMA for normal AP disengagement and a red “AP” indication flashes on the FMA for abnormal AP disengagement.1329(i) and JAR 25. page 3. and a red “AP” indication flashes on the FMA for abnormal AP disengagement.3 Affected manuals pages: AOM 14-03-10. a red “AP” flashing indication should indicate any autopilot disengagement.3. Red “AP” indication flashes on the FMA for abnormal and normal AP disengagement. either normal or abnormal.DGN APPR2 HOLD AP TO AT APPR1 HDG FPA LOC GS 1-10 Page 2 LOAD 15. However. according to JAR 25.1322. PFD EM170AOM940001B.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AUTO FLIGHT CONTROL SYSTEM (AFCS) 1 – AP disengagement indication on the FMA. Per LOAD 13. Load 13.3 Load 15. a green “AP” indication flashes on the FMA for normal AP disengagement.

Load 13. Load 15. there was no appropriate FMA indication or AP aural warning if the AP is disengaged while pressing the TCS button. An aural “AUTOPILOT” alarm is triggered and a red “AP” indication flashes on the FMA while pressing the TCS button. Per LOAD 13.3. Now the system will properly annunciate the disengagement as a normal disconnection. MI O F F P T T A P SC A P TCS BUTTON S ACFOG-2247 1-10 ORIGINAL LOAD 15.3 Page 3 EM170AOM940006A. page 3.DGN OT .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 2 – AP disconnect warning for disengagement during TCS.3 Affected manuals pages: AOM 14-03-10.3 No appropriate FMA indication or AP aural warning if AP is disengaged while pressing the TCS button.

3 1 dot low for direct approaches farther from 20 nm. page 14.3. Load 13. the GS held approximately 1 dot low during the entire approach and does not center until approximately 500 ft AGL. unless the flight crew overrides the AP/FD using TCS or disconnects and recovers. FMS distance and radio altimeter data. 4 – LOC/GS mode performance. while in ASEL mode. thus exceeding VMO/MMO. This results in conditions where ASEL may be activated while performing a descent.3 Affected manuals pages: N/A. GS control law now uses data from DME. 1-10 Page 4 LOAD 15.3 No overspeed protection under ASEL mode. Additional protection created to inhibit exceeding the VMO/MMO limits. Load 15. Per LOAD 13. During direct approach interception farther than 20 nm.3 Load 15. FMS distance and radio altimeter. Better height estimate due to GS control law improvement using DME. Affected manuals pages: AOM 14-03-10.3 ORIGINAL ACFOG-2247 . Load 13. In order to improve height estimate. the flight director does not provide overspeed protection during altitude select mode (ASEL).PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – OVSP protection under ASEL mode.

3 Affected manuals pages: N/A. Load 15.3 Affected manuals pages: N/A. Per LOAD 15. after ALT mode engagement. ACFOG-2247 1-10 ORIGINAL LOAD 15. Load 13. lacking good response in keeping speed target in this condition.3. The threshold changed from 200 ft to 50 ft.3.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – AT performance improvement.3 Page 5 . 6 – ALT selector inhibition threshold for vertical modes. except for Glide Slope (GS). Load 13. change to another vertical mode is possible only selecting a different altitude via ALT SEL knob that is not within 200 ft of the current altitude. AT control laws changed and the throttle control became more effective to keep the speed target. PRIMUS EPIC SYSTEM SOFTWARE The autothrottle performance was not satisfactory in high drag configuration. Per LOAD 13. This logic is valid for all vertical modes. Switching from ALT mode to GS mode occurs without change in ALT SEL selection. change to another vertical mode is inhibited if the altitude selected through the ALT SEL knob is within 50 ft of the current altitude. otherwise the ALT indication on the FMA and the altitude digital readout in the PFD flash for 5 seconds. which is not within 200 ft of the current altitude. Change from ALT mode to another vertical mode is possible only selecting an altitude via ALT SEL knob.3 No satisfactory response in keeping speed target while in high drag configuration.3 Load 15.

The FLCH mode was changed. The system now looks for the preselected flight path angle upon FPA mode selection. which does not synchronize to the current VS upon VS mode selection.3 Affected manuals pages: N/A. but maintain the selected target VS. 1-10 Page 6 LOAD 15.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – Speed control during emergency descent. Improved speed control performance emergency descent maneuver. Load 13. Load 13. during Load 15.12 G to 0. so when it is controlling a speed near VMO (or MMO). Per LOAD 13.3 Affected manuals pages: N/A.3 ORIGINAL ACFOG-2247 . Load 15. 8 – FPA reference non-synchronization.2 G. Poor speed control performance was verified during emergency descents in FLCH mode. the FPA reference synchronizes with the current FPA when FPA mode is selected.3 Poor speed control performance during emergency descent. The system now looks for the preselected FPA upon FPA mode selection. the G-limit is increased gradually from 0.3.3 FPA reference synchronizing to the current FPA when FPA mode is selected. This is inconsistent with VS mode.

3 now allows a CAT II approach where the minimums are BARO based. Load 13. page 1.DGN MINIMUMS . PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 13.3 Load 15. APPR 2 annunciation logic requires that MINIMUMS selector knob be set to RA and the DH set at values above the APPR 2 minimum (80 ft).AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – APPR 2 engagement with DH set to OFF. the RA/BARO must be set to RA and the minimums must be set to “OFF”. The “OFF” indication is displayed on the minimums readout when the knob is rotated counterclockwise past “0”.3 Page 7 EM170AOM940002B. the APPR 2 annunciation logic requires that the RA/BARO selector knob be set to RA and the minimums adjusted to 80 ft (APPR 2) or above. LOAD 15. pages 2 and 3 and S5-10. The system now allows APPR 2 to arm/engage with RA/BARO set to RA and the minimums set to OFF. In order to execute a CAT II approach where the minimums are BARO based. GLARESHIELD PANEL RA BARO PUSH TEST ACFOG-2247 1-10 ORIGINAL LOAD 15. and disappears after 5 seconds.3.3 Affected manuals pages: AFM S5-00.

Affected manuals pages: AOM 14-09-05.3 Interface disabled.3 Load 15. 1-10 Page 8 LOAD 15. Interface enabled. pages 20 and 21. Load 13.3 ORIGINAL ACFOG-2247 .3 Poor CCD gain. Better CCD gain to allow smooth operation.3 enables interface with the optional Lightning Sensor – LSS. LOAD 15. pages 37 and 38. Adjusted CCD gain on MFD to allow smooth operation. 2 – CCD sensitivity. AOM 14-09-20.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – Lightning sensor (LSS). Load 13.3 Load 15. Affected manuals pages: N/A.

Load 13.3 No flight plan information on PFD. With LOAD 15.3 Page 9 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Flight plan on PFD.DGN 23 MIN RNP 1. pages 17 and 20B.3 the FMS flight plan is displayed in the MFDs only.4 R NAV1 119 1O 119 15 ACFOG-2247 1-10 ORIGINAL LOAD 15.6 NM GUP ZUN EM170AOM940008A.3 the FMS flight plan can also be displayed in the bottom part of the PFD (limited to 4 waypoints) by selecting FMS key in the display controller panel.1O VHF1 118 5O 119 25 O. Flight plan information displayed on PFD (limited to 4 waypoints).3 Load 15. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 13. Affected manuals pages: AOM 14-09-05. PFD 3OO GSPD KT HDG MAG1 36O PUMPS 33O N CHR O7:12 1O FMS1 33 ZUN GUP44 55.

DGN KPHX 55 . Weather radar information displayed on PFD.3 was displayed in the MFDs. Affected manuals pages: AOM 14-09-05. page 22.3 Load 15. With LOAD 15.6 NM 23 MIN N 5 33 WX WEATHER RADAR INFORMATION 1OO VHF1 118 5O 119 25 O.3 No weather radar information on PFD. NAV1 119 1O 119 15 1-10 Page 10 LOAD 15. The WX information in the LOAD 13. PFD 3OO GSPD KT HDG DTK 33O 36 O O2O CHR O8: 12 FMS1 EM170AOM940009A. Load 13.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – Weather radar on PFD.3 ORIGINAL ACFOG-2247 .3 the WX information can also be displayed in the bottom part of the PFD by selecting the WX key in the display controller panel.2R -9 A WX/R/T S STAB TGT .

MAIN PANEL Map Navaids Airports WPT Ident Progress Vert Prof Plan Systems Status 15 SAT ^C 25 TAT ^C 3OO TAS KTS DME1 LAX 65.3 Clicking the header of the pull-down menu. Load 13.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – Quick MFD menu exit key. page 2. Affected manuals pages: AOM 14-01-30.3 Page 11 EM170AOM940007A.3 Load 15. The “X” is located close to the options offered by the menu instead of clicking the header of the pull-down menu. Clicking the “X” next to menu items.DGN TCAS . PRIMUS EPIC SYSTEM SOFTWARE The capability to exit the MFD pull-down menus selecting the “X” option was added.O5 L Off ACFOG-2247 1-10 ORIGINAL LOAD 15.3 NM 2O MIN 36O N 7 Weather Terrain QUICK MFD MENU EXIT KEY X 1OO O.

Load 13.1 – Missed Approach Procedure Preview. pages 2A and 2B.3 Indication of TAT. 1-10 Page 12 LOAD 15. Indication of TAT. Affected manuals pages: AOM 14-09-25. caused by lack of airflow. Affected manuals pages: AOM 14-09-20 page 11. SAT and TAS on ground were removed due to erroneous indication. 7. The VNAV functionality was incorporated. Indications of TAT. SAT and TAS on ground removed.3 Load 15.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – Removal of TAT. Affected manuals pages: AOM 14-09-05. SAT and TAS on ground. SAT and TAS indication on ground. page 30. 7. The MFDs MAP menu has the option to select the preview of the Missed Approach procedure on the MFD. The presentation is in cyan and follows the flight plan sequence.2 – Vertical Navigation.3 ORIGINAL ACFOG-2247 . 7 – New FMS functionalities.

Only caution type messages will activate the “MSG” indicator on the PFD. Load 15.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 8 – FMS scratchpad messages categorization by alerting/non alerting.3 Page 13 .3 a transition of weight off wheels to weight on wheels and airspeed below 60 kt. the FMS executes the flight completion function. All MCDU scratchpad messages activated “MSG” indication on the PFD. all FMS scratchpad messages are type classified as caution and advisory. Load 13.3.3 All MCDU scratchpad messages activated “MSG” indication on PFD. Following an aborted takeoff with airspeed at about 100 kt. The flight completion logic was changed and flight completion will be activated 2 minutes LOAD 15. Logic change inhibits FMS flight completion function after an aborted takeoff. ACFOG-2247 1-10 ORIGINAL LOAD 15. 9 – FMS flight complete causes V-speeds loss on aborted takeoff.3 Affected manuals pages: AOM 14-09-05. Load 15. Advisory type messages will not result in any display indication. With LOAD 15. The caution type messages will activate the MSG indicator on the PFD. Load 13.3 Affected manuals pages: N/A.3 FMS flight completion function executed after an aborted takeoff. page 20A.

3 No information presented. MAP range greater than 300 NM: amber OVRNG.3 ORIGINAL ACFOG-2247 . Load 13. Load 13. Affected manuals pages: AOM 14-09-05. Affected manuals pages: AOM 14-09-05. STAB OFF function: white WX/RCT. Failure of WX control bus: WX CTRL.3 Normal WX with RCT: WX/RCT. page 35.3 STAB OFF function: amber WX/RCT. page 35. The indication of the WX control bus failure changed from WX to WX CTRL.3 Load 15. Load 13. OVRNG (over range) indication on the WX radar window meaning that the selected range is over the maximum WXR operating range of 300 NM when the weather overlay is selected for display on the MFDs MAP pull down menu. Normal WX with RCT: WX/R.3 Failure of WX control bus: WX. 1-10 Page 14 LOAD 15. WX/RCT green changed to WX/R green to be consistent with the label when turbulence is also active (WX/R/T). page 35.3 Load 15. Changed STAB (amber) to STAB (white) when STAB OFF function is selected on the WXR virtual controller.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 10 – Change on weather radar annunciations.3 Load 15. Affected manuals pages: AOM 14-09-05. Load 13.3 Load 15. page 35. Affected manuals pages: AOM 14-09-05.

13 – Weather tilt angle.3 No automatic switching to GMAP and WX after liftoff. it is necessary to select FSBY OVRD on ground. The weather radar antenna tilt resolution changed from 1° to 0. Affected manuals pages: N/A. Fuel used manual reset automatically performed to the offside FMS. weather radar starts to transmit automatically after liftoff if set to WX on ground. Affected manuals pages: AOM 14-09-20. With LOAD 15.3 Weather radar antenna tilt resolution: 1° . Load 13.3 Load 15. Load 13. fuel used manual reset will be synchronized to the offside FMS. ACFOG-2247 1-10 ORIGINAL LOAD 15. Load 15.3 Load 15. otherwise the system automatically returns to STBY mode.3.3 Fuel reset must be performed on each FMS/MCDU side.3 Page 15 . 12 – Automatic weather and GMAP switching after LIFTOFF.1° . Load 13. Weather radar antenna tilt resolution: 0. Weather radar starts to transmit automatically after liftoff if WX is set on ground. Currently. When operating DUAL mode. In order to have WX mode active after liftoff.3 Affected manuals pages: N/A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 11 – FMS fuel used reset not synchronized in DUAL FMS. page 18.1° . fuel reset must be performed on each FMS/MCDU side separately.

2° ) are allowed through the CCD inner knob.3 Disabled fine angle adjustments through the CCD inner knob. Load 13. PFD CHR O7:12 INFORMATION NOT PRESENTED AFTER 30 SECONDS OF INACTIVITY EM170AOM940011A. Chronometer display on both PFDs is removed after 30 seconds of inactivity.3 Affected manuals pages: N/A.3 ORIGINAL ACFOG-2247 . Affected manuals pages: AOM 14-09-05.3 Load 15. Enabled fine angle adjustments through the CCD inner knob. page 19. fine angle adjustments (+/. 15 – Chronometer removal if inactive. When ACT function is selected. Chronometer display information removed after 30 seconds of inactivity.3 Chronometer display information presented. Load 15.DGN 1-10 Page 16 LOAD 15.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 14 – Weather corrections on the ACT (Automatic Control Tilt). Load 13.

Radio altitude threshold of 700 ft AGL. page 13. TCAS zoom display will show relative or absolute altitude. Information presented.3 Radio altitude threshold of 1200 ft AGL. page 5.3 Information not presented. Affected manuals pages: AOM 14-15-05. NO BRG TA O1ONM -98 TA O1ONM -98 TCAS +O1 Range ABS NRM/ / / -O1 -O2 +1O +5 OO O TCAS Weather ACFOG-2247 1-10 ORIGINAL LOAD 15. The landing gear aural warning (“LANDING GEAR”) now has a lower radio altitude threshold. Load 13. Affected manuals pages: AOM 14-13-15. reduced from 1200 ft to 700 ft AGL.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 16 – Reduction of landing gear aural alert threshold.3 Page 17 EM170AOM940010A. The “NO BEARING” indication has changed and is now boxed in the right corner of the TCAS zoom display.3 Load 15. 17 – TCAS zoom display.3 Load 15. Load 13.DGN TA ONLY REL EXPD NO BEARING (NO BRG) INDICATION .

APU EGT and APU speed will be removed during an EICAS declutter condition.3 Load 15. 1-10 Page 18 LOAD 15. Affected manuals pages: AOM 14-15-10. Addition of a north-up arrow symbol. Affected manuals pages: N/A.3 Load 15.3 K5: IAS < 60 knots and 5 seconds after touch down. Symbol presented on the plan mode. Load 13.3 Affected manuals pages: AOM 14-01-25. with the “NORTH” label below the symbol on the plan mode of MFD. page 12. 20 – APU data on the EICAS declutter logic. This change prevents possible messages during landing roll.3 ORIGINAL ACFOG-2247 .3 APU EGT and APU speed information presented during EICAS declutter condition. The EICAS declutter logic was updated to count the APU OFF condition.3 The symbol was not presented. APU EGT and APU speed removed during EICAS declutter condition. Load 13. Load 13. Load 15. 19 – Addition of a north up arrow on plan mode. K5: IAS < 30 knots and 30 seconds after touch down. All messages associated with phase K5 inhibition have the threshold changed from IAS < 60 knots to < 30 knots and from 5 seconds after touch-down to 30 seconds after touch-down.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 18 – CAS messages flight phase K5 inhibition. page 3.

ACFOG-2247 1-10 ORIGINAL LOAD 15. The ENTER button is available when the pilot first access the TDS page. Once pressed.3 Affected manuals pages: N/A. the ENTER button disappears immediately. the message “CHANGE NOT ACCEPTED” is displayed and the ENTER button remains in view. Load 13. PRIMUS EPIC SYSTEM SOFTWARE The ENTER button (LSK 5L) is now available on the T/O DATASET MENU page of the MCDU whenever that page is accessed.3 Page 19 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 21 – TDS ENTER button. If the data is not accepted.3 Load 15. allowing data acceptance if no adjustment is necessary. The ENTER button appears only when a change is made to the TDS settings. Once the MAU confirms that the data was accepted by the FADEC. the button disappears within 5 seconds.

AOM (if applicable) 14-13-20 page 6. 1-10 Page 20 LOAD 15. AFM 3-21 page 1. AFM 3-44 page 1. AUTOBRAKE functionality enabled. The AUTOBRAKE functionality was enabled.3 ORIGINAL ACFOG-2247 . Load 13.3 enables the interface between Primus Epic and Autobrake module. AOM 14-13-05 pages 8A and 8B. AFM 4-26 page 4.3 Load 15. AOM 14-13-30 page 1.3 AUTOBRAKE functionality disabled. LOAD 15. Affected manuals pages: AFM 3-13 page 1.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AUTOBRAKE 1 – AUTOBRAKE.

ACFOG-2247 1-10 ORIGINAL LOAD 15. This unexpected behavior occurs because the ILS does not possess the means to determine an airplane’s distance to the runway.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE MISBEHAVIOR 1 – AUTOFLIGHT high commands during ILS captures. since the runway is not in the FMS Flight Plan. AUTOFLIGHT high commands during ILS capture. This caused the Autoflight system to execute large commands during these approaches in an attempt to follow an unstable LOC. There have been some fleet events registered when an aircraft performed an ILS approach toward a runway that was not in the FMS Flight Plan. Affected manuals pages: OB 170-002/05. the FMS searches for the nearest DME associated with an ILS station that provides the same frequency of the ILS under approach.3 Page 21 . Consequently.3 No AUTOFLIGHT high commands during ILS capture. there were occasions when the FMS tuned a different sited DME that shared the same frequency of the ILS then under approach.3 Load 15. These events occurred despite the fact that the incorrectly tuned DMEs were far from the real destination. Load 13. Under such circumstances.

If the messages persist after seven minutes. 1-10 Page 22 LOAD 15. The SNL 170-31-0003 informs the operator about this problem. EMBRAER recommends that the DUs P/N -803 be used. Primus Epic Software LOAD 15. maintenance should be contacted. the airplane is safe for dispatch.3 ORIGINAL ACFOG-2247 .3 contains an anomaly that causes the following DU FAULT messages to appear with the P/N 7023460-801 DUs: • • • PFD 1(2) FAULT MFD 1(2) FAULT EICAS FAULT These messages appear between two and seven minutes after power-up and then disappear from the display.3 No DU fault messages.3. Affected manuals pages: N/A.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – DU FAULT messages with LOAD 15. Load 13.3 Load 15. DU fault messages. If these messages are displayed during this timespan.

Load 13. Flight ID entry via MCDU not possible. This issue is under EMBRAER investigation. Moreover. 4 – No DME data.3 Load 15. Load 13. Occasionally. Affected manuals pages: N/A.3 Load 15. PRIMUS EPIC SYSTEM SOFTWARE Fuel readout in the MFD progress display is shown as invalid (dashed) when fuel quantity indication exceeds four digits.3 DME 1 and 2 information presented on PFD. Affected manuals pages: N/A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Fuel readout at MFD progress display.3 Page 23 . the fuel quantity indication presented on the MCDU remains valid.3 Valid fuel readout in MFD progress display (green). the ACARS is not correctly receiving flight ID information from the transponder. Some modifications will be implemented in the AMI in order to allow correct data transmission. However. MCDU does not accept entry of the Flight ID on the ACARS page. DME 1 and 2 information not presented on PFD. 5 – MCDU does not accept entry of the flight ID on ACARS page. Affected manuals pages: N/A. Therefore. station ident and distance to/from the station is not presented in the PFDs. clearance procedures are not possible via ACARS.3 Load 15. A solution will be implemented with LOAD 17. DME 1 and 2 – mainly system 2 – indication of time to station. Load 13. Invalid fuel readout in MFD progress display (dashed). ACFOG-2247 1-10 ORIGINAL LOAD 15. This behavior only occurs when the FMS is the navigation source.3 Flight ID entry via MCDU (INITIALIZE – LSK 1L).

This fact might have caused SPOILER FAULT events accompanied.3 ORIGINAL ACFOG-2247 . Affected manuals pages: OB 170-001/05. A misbehavior introduced by LOAD 15.3 Load 15. If the error exceeds a specified value. Prior to commanding the surfaces. Increase of the error between two FCM channels.3 Error between two FCM channels within acceptable values. a monitor compares the output signals from both channels and then compares the error between them.3 might cause an increment in the error between the channels. the monitor removes the affected FCM from control loop. and a spurious PITCH TRIM FAIL annunciation. 1-10 Page 24 LOAD 15. by ELEVATOR FAULT and RUDDER FAULT events. Load 13. in most cases.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – Flight controls reversion to direct mode.

Affected manuals pages: N/A.3 Page 25 . an ECS flow line segment between flow control valve 2 (FCV 2) flow line and the manifold pressure indication might be incorrectly shown in AMBER.3. the same segment might now be incorrectly shown in WHITE. ACFOG-2247 1-10 ORIGINAL LOAD 15.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – ECS synoptic page misinformation. Regarding BLEED 1 LEAK messages. master caution. amber strip bar in the bleed 1 or 2 overheat pushbutton. ECS synoptic page flow line misinformation. an ECS flow line segment of the right bleed system (# 2) might be erroneously displayed on the ECS synoptic page. All other warning indications.3 Load 15.3 ECS synoptic page flow line information correctly presented. In case of a BLEED 1 (2) LEAK message on airplanes equipped with LOAD 15. Regarding a BLEED 2 LEAK message. such as CAS message BLEED 1 (2) LEAK. Load 13. PRIMUS EPIC SYSTEM SOFTWARE The ECS synoptic page on the MFD presents information regarding the status of the system.

DGN 45 PSI FCV1 XBLD FCV2 45 PSI EM170AOM940012A.3 ORIGINAL ACFOG-2247 .DGN 45 PSI FCV1 XBLD FCV2 45 PSI 1-10 Page 26 LOAD 15.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MFD APU FWD CARGO BAY “BLEED 1 LEAK” ECS FLOW LINE MISBEHAVIOR MFD APU FWD CARGO BAY “BLEED 2 LEAK” ECS FLOW LINE MISBEHAVIOR EM170AOM940013A.

ACFOG-2247 1-10 ORIGINAL LOAD 15. Load 13. This issue is under EMBRAER investigation. AOM 14-15-07 pages 1 and 2.3 Load 15. and recovery is possible only after power up. After lock up. 4-01 page 17. Load 13. it is possible to notice that the ECS messages: • • AI WING FAIL BLEED 1 (2) FAIL are the root cause for such “CAS MSG” flag on the PFD.3 contains an anomaly that might cause an ACARS/CMF lock up after receiving an uplink message.3 No “CAS MSG” flag due to spurious ECS messages.5. 14-09-05 pages 25 and 26. A solution will be implemented with LOAD 15. MCDU CMF page can no longer be selected through the DLK button. In this case.3 Load 15. The “CAS MSG” flag is being frequently observed on the PFD due to a miscomparison between monitor warning (MW) 1 and 2.3 No ACARS/CMF lock up after uplink message. ACARS/CMF lock up after uplink message. PRIMUS EPIC SYSTEM SOFTWARE Primus Epic Software LOAD 15. Affected manuals pages: N/A. Changing the CAS SOURCE SELECTION on the MCDU SETUP Avionics page.2. but reports are related only to airplanes equipped with printers.3 Page 27 . 9 – CAS MSG flag on PFD.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 8 – ACARS/CMF lock up. Affected manuals pages: AOM temporary revision 3. “CAS MSG” flag due to spurious ECS messages. QRH procedures EAP2-5 and EAP12-5 shall clear all three ECS messages.

3 ORIGINAL ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE THIS PAGE INTENTIONALLY LEFT BLANK 1-10 Page 28 LOAD 15.

3 Current Version LOAD 15.4 The table below shows the previous and the current version of the Primus Epic System Software. Primus Epic System Software Previous Version LOAD 15. all of which offer some impact on the operation of the EMBRAER 170 airplanes. ACFOG-2247 1-11 ORIGINAL LOAD 15.4 The information that follows is a list of the items implemented in this current software version.4 Page 1 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 15.

Per LOAD 15.4 ORIGINAL ACFOG-2247 . 1-11 Page 2 LOAD 15. an increment in the error between two FCM channels was added.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FLIGHT CONTROLS SYSTEM 1 – Flight controls reversion to direct mode. If the error exceeds a specified value.4. Per LOAD 15. in most cases. Change in the logic of the output signal from both FCM channels implemented in order to reduce flight controls reversion to direct mode. a monitor compares the output signals from both FCM channels and then compares the error between them. Prior to commanding the surfaces.4 Affected manuals pages: OB 170-001/05. and a spurious PITCH TRIM FAIL annunciation. Load 15. by ELEVATOR FAULT and RUDDER FAULT events. which caused events of SPOILER FAULT accompanied. reverting the flight controls to direct mode.3 Flight controls reversion to direct mode due to an increment in the error between two FCM channels. a change in the logic of the output signal from both FCM channels was implemented in order to reduce flight controls reversion to direct mode.3. the monitor removes the affected FCM from control loop. Load 15.

5 The table below shows the previous and the current version of the Primus Epic System Software.4 Current Version LOAD 15.5 Page 1 . Primus Epic System Software Previous Version LOAD 15.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 15.5 The information that follows is a list of the items implemented in this current software version. all of which offer some impact on the operation of the EMBRAER 170 airplanes. ACFOG-2247 1-12 REVISION 1 LOAD 15.

The Flight number has to be filled in by the crew and it can be 2 to 4 numbers long. Reports are related only to airplanes equipped with printers. Flight ID entry via MCDU (INITIALIZE – LSK 1L). LOAD 15. After LOAD 15.4 Load 15.4 Load 15. Load 15. an anomaly has been detected in the fleet that might cause an ACARS/CMF lockup after an uplink message is received. recovery being possible only after power up.3 to allow the Flight ID to be automatically filled on CMF pages after being entered on XPDR page. the flight number only is correctly displayed when the XPDR flight ID is exactly 8 characters long. However. 1-12 Page 2 LOAD 15. Affected manuals pages: N/A.5 REVISION 1 ACFOG-2247 .5 corrects this misbehavior. Affected manuals pages: N/A. the MCDU CMF page can no longer be selected through the DLK button.5 Flight ID entry via MCDU not possible.5 ACARS/CMF lock up after uplink message.5 the CMF Software (HGI) will be modified to only display this XPDR Flight ID on the CMF INITIALIZE page. Load 15. After lockup. A logic unit has been added in LOAD 15. No ACARS/CMF lock up after uplink message.3 introduction. 2 – MCDU does not accept entry of the flight ID on ACARS page.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – ACARS/CMF lock up. Per LOAD 15.

all of which offer some impact in the operation of EMBRAER 170.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 17.5 Current Version LOAD 17.2 The table below shows the previous and the current version of the Primus Epic System Software. Primus Epic System Software Previous Version LOAD 15.2 Page 1 .2 The information that follows is a list of the items implemented in this current software version. ACFOG-2247 1-13 REVISION 2 LOAD 17.

the ASEL mode engagement is anticipated. During transition from TO/GA to ASEL mode the guidance can lead the pilot to the alpha max in case of an OEI scenario. Per LOAD 17.2 REVISION 2 ACFOG-2247 . The altitude select (ASEL) mode captures and levels off at the selected altitude. leading the airplane to shaker speeds. in a scenario where the airplane has one engine inoperative.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AFCS 1 – ASEL guidance after early transition from TO/GA with engine failure. The ASEL mode has a G-limit of 0. it may be possible not to reach the selected altitude at the shown path angle. the ASEL mode has a G-limit of 0.05 G in order to prevent this behaviour.12 G for one engine inoperative scenarios instead of 0. 1-13 Page 2 LOAD 17.05 G. Load 15.2 Affected manual pages: AOM 14-03-10 page 12. This is considered very undesirable behavior (by JAA). Hence the ASEL mode has no guidance protection. which prevents this undesirable behavior.2.12 G for OEI scenarios instead of 0. thus leading the airplane to shaker speeds.5 Load 17. In a low weight TO or GA (which leads to high pitch and rate of climb) combined with low altitude selection.

2 Page 3 . Affected manual pages: AOM 14-09-05 pages 14. 32 and 32A. below the FMA (PFD). Altitudes in Vertical Profiles: same as defined above. but window constraints are displayed with both altitudes between bars. No VNAV ANNUNCIATION. The VNAV altitude constraint annunciation will be displayed on the right upper corner of the ADI. ALTITUDE CONSTRAINT • Load 15.5 Load 17. Altitudes with temperature compensation: approach constraint values are displayed in reverse video on PFD. VSD and MCDU.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AVIONICS 1 – Implementation of VNAV Altitude Constraint Annunciation. Altitude constraints are displayed as follows: • • • • • • At an altitude: the constrained value is displayed between bars. Altitude window (descent): a bar is displayed below the lower constrained value.2 VNAV ALTITUDE CONSTRAINT ANNUNCIATION displayed on the right upper corner of the ADI and on the Vertical Profile Indication on the MFD. ACFOG-2247 1-13 REVISION 2 LOAD 17. At or below an altitude: a bar is displayed above the constrained value. At or above an altitude: a bar is displayed below the constrained value. and also on the Vertical Profile Indications of the MFD. 14B. Altitude window (climb): a bar is displayed above the higher constrained value.

1-13 Page 4 LOAD 17. The vertical profile can be displayed on the MFD by checking “Vert Profile” checkbox among the MAP menu controls. Load 15.5 Load 17. Selected Altitude Indication. Waypoint Identifiers. Vertical Profile Indications not available. Half Range Indicator and Curl Icon. The vertical profile shows: • • • • • Airplane Trajectory Line.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – Implementation of Vertical Profile Indications. Full Range digits.2 REVISION 2 ACFOG-2247 . Vertical Profile Indications available on MFD.2 Affected manual pages: AOM 14-09-05 pages 32 and 32A.

DGN SELECTED ALTITUDE INDICATION VNAV ALTITUDE CONSTRAINT INDICATION ACFOG-2247 VNAV INDICATION ON MFD 1-13 REVISION 2 LOAD 17.2 Page 5 EM170AOM940014A.DGN .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PFD PRIMUS EPIC SYSTEM SOFTWARE ADC1 IRS1 2O 1O 2O FLO9O VNAV ALTITUDE CONSTRAINT ANNUNCIATION ON ADI VTA 1O 1O 1O EICAS 2O 2O MIN 5OO BARO 4OO VNAV INDICATION ON PFD MFD AIRPLANE TRAJECTORY LINE HALF RANGE INDICATOR ON CURL ICON FULL RANGE DIGITS FMS1 [ 5O ] XTRACK 1OO WAYPOINT IDENTIFIER GUP44 FLO9O EM170AOM940015A.

2 REVISION 2 ACFOG-2247 .5 Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Evaluation of VNAV guidance using FD or raw-data only. Affected manual pages: AFM S4-05 page 1. the CLR key must be pressed on both MCDUs. Pressing a CLR key in any MCDU will clear a CMF message.2 Affected manual pages: N/A.2 Autopilot is mandatory to perform VNAV operations. 1-13 Page 6 LOAD 17. in order to clear a CMF message. In order to do this.2. This is to remove current limitations where autopilot is mandatory to perform VNAV operation. Per LOAD 17. Load 15. some fixes were implemented to allow mode change when the Autopilot is not engaged. 4 – CMF Scratchpad messages. Per LOAD 15. Load 17.5. AOM 14-09-25 page 2B. Load 15. VNAV guidance can be made using FD or Raw Data.5 Both MCDU CLR keys must be pressed to clear a CMF message. pressing CLR key in either MCDU clears a CMF message.

2 Page 7 .5 Load 17. PFD 14O 16O 15O 14O 13O FS F 2 AC R AP RF 1 EM170AOM940016A. Affected manual pages: AOM 14-09-05 pages 1 and 2. 5 or 6). Load 15.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – Implementation of F-BUG indication. F-BUG displayed.DGN F−BUG INDICATION 12 5 12O 11O 1OO 9O 19O M GSPD 13O KT F-BUG INDICATION ON PFD ACFOG-2247 1-13 REVISION 2 LOAD 17. PRIMUS EPIC SYSTEM SOFTWARE The F-bug will be displayed on the PFD speed tape to indicate the speed limit to flap retraction (unless for flap 0.2 F-BUG not displayed.

2. generating warnings.5 Load 17. on power up. Affected manual pages: N/A. During the inhibition.2 MFD displays blank center portion during some power ups. the annunciation “LX INHB” is presented in the Weather Window on the MFD. Affected manual pages: N/A. the MFD displays the top and bottom menu.2 REVISION 2 ACFOG-2247 . 1-13 Page 8 LOAD 17. the center portion is displayed blank. Sometimes. The LSS antenna was transmissions. Load 15.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – LSS antenna inhibition with HF transmission. but with no map information.5 Load 17.2. Per LOAD 17. active during HF spurious lightning Load 15. MFD will display correctly during power up. 7 – MFD page displayed blank on power up. the LSS antenna is inhibited during HF transmission in order to avoid interference that may result in erroneous lightning indication. In this case.2 The LSS antenna is inhibited only during HF transmissions. MFD performs correctly during power up. Per LOAD 17.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 8 – Remove blank cursor rectangle and caret adjacent to MCDU LSK 6L when radio is in data mode.2.2 VHF3 detail page accessed through both LSK 6L and LSK 5L. 0 1R 2R 3R 4R COM3 DATA 5R 6R RADIO PAGE 2/2 (DATA MODE) ACFOG-2247 1-13 REVISION 2 LOAD 17. which are: • • LSK 5L (DATA). Per LOAD 17. access to the VHF3 detail page is only possible through LSK 5L. Affected manual pages: N/A. LSK 6L has no function in this case. there are two ways to access the VHF3 detail page from RADIO PAGE 2/2 (DATA mode).5. LSK 6L (blank rectangle and a caret). RADIO 1L 2L 3L 4L 5L 6L 2 / 2 ADF1 230 .DGN . Per LOAD 15.5 Load 17. Load 15. 0 365 .2 Page 9 EM170AOM140490A. VHF3 detail page accessed only through LSK 5L.

10 – Provisions for Head Up Display (HUD).2 DU fault messages presented.5 Load 17. LOAD 17. an anomaly causes the following DU fault messages to appear with the P/N 7023460-801 and -803 DUs: • • • PFD 1(2) FAULT. MFD 1(2) FAULT.2 REVISION 2 ACFOG-2247 . Load 15. Per LOAD 15. No DU fault messages.2.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – DU FAULT messages. If these messages are displayed within this timespan.5 Load 17.2 No HUD provisions. If the messages persist after seven minutes. maintenance should be contacted. Load 15. These messages appear between two and seven minutes after power-up and then disappear from the display. This misbehavior was introduced with LOAD 15.3.5 and lower. HUD provisions.2 eliminates this misbehavior. Per LOAD 17. the interface between HUD and Primus Epic System Software is enabled. Affected manual pages: N/A. EICAS FAULT. the airplane is safe for dispatch. Affected manual pages: N/A. 1-13 Page 10 LOAD 17.

A solution will be implemented with LOAD 17.2.5 Load 17. This behavior only occurs when the FMS is the navigation source. Load 15.5. DME 1 and 2 information presented on PFD. 12 – CAT II with one engine inoperative. will be removed. the limitation on the AFM. This means that CAT II approaches will be accomplished with one engine inoperative. LOAD 17.2 eliminates this misbehavior. ACFOG-2247 1-13 REVISION 2 LOAD 17.5 Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 11 – No DME data. station ident and distance to/from the station is not presented in the PFDs. Affected manual pages: N/A. Affected manual pages: AFM S5-05 page 1. Per LOAD 15. CAT II approach can be performed with one engine inoperative. CAT II approach requires both engines in operation for it to be performed.2 CAT II approaches require both engines operative. which states that two engines are required for CAT II operation. PRIMUS EPIC SYSTEM SOFTWARE This misbehavior was introduced with LOAD 15.2 DME 1 and 2 information not presented on PFD. Occasionally. DME 1 and 2 – mainly system 2 – indication of time to station. This issue is under EMBRAER investigation.3. Per LOAD 17.2 Page 11 . Load 15.

Per LOAD 17.4NM 12 E 12.2 REVISION 2 ACFOG-2247 . Graphical depiction of entry into the holding pattern.4 NM 5 MIN 15 O 15 DME2 1. parallel or direct).2. MFD FMS XPBD23 12.2 No graphical depiction of entry into the holding pattern.5 O. Load 15.DGN 1-13 Page 12 LOAD 17.OO R 1OO ENTRY INTO HOLDING GRAPHICAL DEPICTION EM170AOM940020A. Affected manual pages: N/A.5 Load 17. the entry into the holding pattern is displayed as applicable (teardrop.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 13 – Graphical depiction of the entry into holding.

Load 17. VSPEEDS logic corrected for the cases described above.2 Page 13 . 15 – VSPEEDS depiction logic.2 Affected manual pages: N/A. Switching logic from takeoff speeds to landing speeds on the speed tape has changed. Load 15. The HDG mode can be used to fly vectors to intercept a DME arc when using LNAV mode. is not possible. This eliminates cases where the speeds would not be available following a missed approach. Take-off speeds are displayed 2 seconds after WOW. when using LNAV mode.2 Affected manual pages: N/A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 14 – Course intercept to an arc. ACFOG-2247 1-13 REVISION 2 LOAD 17.5 Intercepting a DME arc.2.5 Load 17. the ability to use HDG mode to fly vectors to intercept a DME arc using LNAV mode is available. No VSPEEDS in any situation described above. Emergency Landing Case: extend flap or lower gear will enable display of Landing speeds at any time following WOFFW. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 17. The new logic now addresses: • Dependency on Flight Plan: flight plan not required to enable display of Take-off and Landing speeds. Touch and Go: pilot can enter take-off speeds prior to landing. • • Load 15.

NOTE: Only DU 2 and DU 4 can be reverted.2. Per LOAD 15.5 and lower.2 The FPV speed error tape is not displayed when selected speed is FMS-controlled. the flight path vector speed error tape is not displayed when selected speed is FMS-controlled. FPV speed error tape always displayed. Map range control will always be available despite the occurrence of any reversion.5 Map range control function does not work properly after reversion. map range control starts working again. 1-13 Page 14 LOAD 17. the FPV speed error tape will always be displayed. map range control operates correctly despite any reversion.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 16 – Map range control on PFD after PFD reversion. map range control function is no longer available on the reverted PFD (the non-reverted PFD continues to have its map range working). Load 15. after MFD reversion onto PFD.2 Affected manual pages: N/A.5 Load 17. Load 15.5. The FPV speed error tape indicates the difference between actual and selected airspeed on the ADI indications of the PFD.2 REVISION 2 ACFOG-2247 . Affected manual pages: N/A. Per LOAD 17. When the remaining MFD is reverted onto PFD. Per LOAD 15. 17 – Flight Path Vector (FPV) speed error tape. Per LOAD 17.2. Load 17.

5 Load 17. Deselecting FSBY OVRD mode in only one virtual controller did not stop WX from operating on the ground. on ground only – and the WX stops working.2. deselecting FSBY OVRD mode in only one virtual controller does not stop WX from operating on the ground.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 18 – Weather Radar System mode selection.2 or a higher version. Otherwise the use of WX on ground is not possible.2 Page 15 . ACFOG-2247 1-13 REVISION 3 LOAD 17. deselecting FSBY OVRD mode in only one virtual controller changes both virtual controllers to FSBY and the WX stops working. Per LOAD 17.5. on the ground) and the WX stops working.2 Affected manual pages: N/A. Deselecting FSBY OVRD mode in only one virtual controller changes both virtual controllers to FSBY (forced standby active. Load 15. Per LOAD 15. SB 170-34-0013 must be accomplished in order to employ the changes introduced with LOAD 17. PRIMUS EPIC SYSTEM SOFTWARE The WX FSBY OVRD function enables WX on the ground. Deselecting FSBY OVRD mode in only one virtual controller changes both virtual controllers to FSBY mode – forced standby active. when selected on both pilots’ virtual controllers.

Flight phase inhibitions change to the following CAS messages: . No flight phase inhibition change. WINDSHIELD 1(2) HTR FAIL. RAM AIR FAULT. PRESN AUTO FAULT. 1-13 Page 16 LOAD 17. CABIN DIFF PRESS FAIL. A-I ENG 1(2) LEAK.Add K2b (TO Roll) inhibition to the following messages: • • • • • • • • A-I SWITCH OFF. PRESN AUTO FAIL.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 19 – Flight Phase Inhibition changes. A-I ENG 1(2) FAULT. 8 and 21. PRESN MAN FAIL.2 Affected manual pages: AOM 14-15-10 pages 7.5 Load 17.Remove K2a (A/C taxing) inhibition from the following messages: • • CENTER EBAY FANS FAIL. Load 15. .2 REVISION 2 ACFOG-2247 . Change of K2a and K2b inhibition phases for these CAS messages.

In this case.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 20 – CAS MSG flag on PFD. an additional 5 seconds of debounce to the ECS messages avoids the spurious “CAS FLAG” on the PFD.2 Page 17 . Per LOAD 17. PRIMUS EPIC SYSTEM SOFTWARE This misbehavior was introduced with LOAD 15. the “CAS MSG” flag is frequently observed on the PFD due to a miscomparison between monitor warning (MW) 1 and 2.5 Load 17.2. No “CAS MSG” flag due to spurious ECS messages. Load 15. Per LOAD 15.3. Affected manuals pages: N/A. it is possible to notice that the ECS messages: • • AI WING FAIL BLEED 1 (2) FAIL are the root causes for such “CAS MSG” flags on the PFD. ACFOG-2247 1-13 REVISION 2 LOAD 17.5 and lower. QRH procedures EAP2-5 and EAP12-5 shall clear all three ECS messages.2 “CAS MSG” flag due to spurious ECS messages. Changing the CAS SOURCE SELECTION on the MCDU SETUP Avionics page.

FAIL EICAS ADVISORY spurious Load 17.5. Load 15. Per LOAD 17. Affected manual pages: N/A. Pressing ENTER key on CCD closes the ECL window and returns to previous MFD page. but with no database.2 ECL unavailable. The Electronic Checklist deals with a set of standard procedures to check the airplane’s operational status. ECL available with no database. ACFOG-2247 1-13 Page 18 LOAD 17. Affected manual pages: N/A. Inadvertent clicking on “Checklist” soft key on MFD displays the message “ERROR (ECL): DB FILE OPEN”. despite of airplane’s altitude. 22 – Initial implementation of the Electronic Checklist (ECL).2 No RALT 1(2) FAIL EICAS ADVISORY spurious message. These procedures are combined together in the form of a checklist. thus triggering the RALT 1(2) FAIL EICAS ADVISORY message. the ECL is available on MFD. Each checklist consists of specific tasks that will assist the pilot to verify airplane status and manage airplane systems for safe aircraft operation. Per LOAD 17. This does not happen for altitudes below 2500 ft.5 RALT 1(2) message.2.2. The Quick Reference Handbook (QRH) is the information source of the Electronic Check List. in case of a lost MAU channel (A or B) above 2500 ft.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 21 – RALT 1(2) FAIL EICAS ADVISORY message. the RALT 1(2) FAIL EICAS ADVISORY displays in case of an effective failure of the associated radio altimeter. the radar altimeter source is not reverted to the remaining channel.5 Load 17.2 REVISION 2 . Load 15. Per LOAD 15.

2. EICAS SLAT/FLAP/SPDBRK GND SPLR S EM170AOM940017A. Furthermore. OPEN and GREEN speedbrake position indication on EICAS and a white GND SPLR annunciation. during the landing roll the EICAS speedbrake position indication on the EICAS turns red even if the surfaces are correctly deployed. the EICAS speedbrake position indication will show OPEN and GREEN.2 Page 19 . when the ground spoilers open during the landing roll or RTO.DGN 2 S/F GROUND SPOILER INDICATION ON EICAS ACFOG-2247 1-13 REVISION 2 LOAD 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FLIGHT CONTROLS 1 – Speed Brake Indication.5. Red speedbrake position indication on the EICAS without ground spoilers and multi-function spoilers failure during landing run. Load 15. Per LOAD 15.2 Affected manual pages: AOM 14-08-05 page 12.5 Load 17. a white GND SPLR annunciation appears. Per LOAD 17.

Affected manual pages: N/A.2. an improvement in the robustness of the system was implemented in order to reduce flight controls reversion to direct mode. Correction of a flight controls actuator test that improperly triggers FLT CTRL NO DISPATCH message. 1-13 Page 20 LOAD 17. Load 15. 3 – Spurious FLT CTRL NO DISPATCH message.5 Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – Flight controls reversion to direct mode. Reduction of FLT CTRL NO DISPATCH spurious message. some of the main causes of spurious FLT CTRL NO DISPATCH EICAS CAUTION messages were addressed in order to reduce its occurrence: • Correction of Power Up Built In Test (PBIT) synchronization. Per LOAD 17. compelling all four FCMs to run the test at the same time.2 FLT CTRL NO DISPATCH spurious message. Per LOAD 17.2 REVISION 2 ACFOG-2247 .2. • The SNL 170-27-0011 procedure will no longer be necessary as stated in letter SEO-170-2005-004 "Airplane Power-Up Procedure to Reduce Occurrences of the FLT CTRL NO DISPATCH EICAS Message".2 Affected manual pages: OB 170-001/05.5 Flight controls reversion to direct mode due to a failure mode in the FCM. Load 15. Improvement in the robustness of the system in order to reduce flight controls reversion to direct mode. Load 17.

2. 4. slat readout is correctly displayed (amber dashes) but the flap readout erroneously displays green dashes. 2. Load 17.2 Page 21 . the SLAT POSITION indication is no longer presented and two readouts – instead of one –are displayed on the EICAS for individual slat/flap position readouts. 5 and FULL. Per LOAD 15.5.5 Erroneous flap readout display for flap 3 followed by a slat failure. This erroneous presentation does not occur for flap 0. Per LOAD 17. the flap readout for flap 3 selection followed by a slat failure will correctly be displayed.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – SLAT/FLAP READOUT. Load 15. PRIMUS EPIC SYSTEM SOFTWARE In case of a SLAT FAIL EICAS CAUTION message. ACFOG-2247 1-13 REVISION 2 LOAD 17. if a slat failure occurs with flap 3 selected.2 Affected manual pages: N/A. 1. Flap readout correctly displays despite of flap selection.

the EICAS de-clutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION message will work as expected. any cautionary condition detected on at least one of the decluttered indications implies in EICAS full display. 1-13 Page 22 LOAD 17. Per LOAD 17.2 REVISION 2 ACFOG-2247 . According to EICAS declutter logic. Load 17. EICAS de-clutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION working as expected.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – EICAS declutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION message.2 Affected manual pages: N/A. Load 15. the EICAS declutter logic for SLATFLAP LEVER DISAG EICAS CAUTION message did not trigger EICAS full display.2.5 EICAS de-clutter logic for SLAT-FLAP LEVER DISAG EICAS CAUTION message not working properly. However.

ACFOG-2247 1-13 REVISION 2 LOAD 17. In case of a BLEED 1 (2) LEAK message on airplanes equipped with LOAD 15. the same segment could be incorrectly shown in WHITE. Bleed flow lines correctly displayed on the ECS synoptic page.2 ECS synoptic page flow line misinformation.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AMS 1 – ECS synoptic page misinformation. Regarding BLEED 1 LEAK messages.3.5. This misbehavior was introduced with LOAD 15.2 eliminates this misbehavior. an ECS flow line segment of the right bleed system (# 2) might be erroneously displayed on the ECS synoptic page. LOAD 17.5 Load 17. Affected manual pages: N/A. Load 15. Regarding BLEED 2 LEAK message.2 Page 23 . an ECS flow line segment between flow control valve 2 (FCV 2) flow line and the manifold pressure indication could be incorrectly shown in AMBER.

DGN 45 PSI FCV1 XBLD FCV2 45 PSI 1-13 Page 24 LOAD 17.DGN 45 PSI FCV1 XBLD FCV2 45 PSI EM170AOM940012A.2 REVISION 2 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MFD APU FWD CARGO BAY “BLEED 1 LEAK” ECS FLOW LINE MISBEHAVIOR MFD APU FWD CARGO BAY “BLEED 2 LEAK” ECS FLOW LINE MISBEHAVIOR EM170AOM940013A.

ANTI-ICE synoptic page with no modifications.5 Load 17. In flight. BLEED APU VALVE and APU line should be shown only on the ground.2 Page 25 . Wing anti-ice flow line logic improvement to correct an erroneous flow line indication. ACFOG-2247 1-13 REVISION 2 LOAD 17. APU. 5 and 6.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – ANTI ICE synoptic page changes. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 17. Show slat anti-ice temperature instead of pressure.2 Affected manual pages: AOM 14-12-05 pages 4. • Load 15. ANTI-ICE synoptic page changes. the Anti-ice synoptic page presents the following modifications: • • • • LP and HP inscriptions must be eliminated. LP and HP lines shall be merged into a single line. the APU should not be shown because the APU is not designed to supply anti-ice.2.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MFD A/I VLV BLEED (NAPSOV) Map Plan Systems Anti Ice 2 3 4 o 2 25 C 2OO o C 2OO o C 3 4 o 25 C 45 PSI XBLD 45 PSI EM170AOM940018A.DGN APU DISPLAYED ONLY WHEN WOW = GND 1-13 Page 26 LOAD 17.2 REVISION 2 ACFOG-2247 .

Per LOAD 15. AOM 14-02-25 page 1.5. New BLEED 1(2) OVERPRESS EICAS CAUTION message created.5 BLEED 1(2) LEAK EICAS CAUTION messages covers both leak and overpressure conditions.2 Page 27 . a dedicated BLEED 1(2) OVERPRESS EICAS CAUTION message displays in the event of an overpressure condition while BLEED 1(2) LEAK EICAS CAUTION message displays only in case of a leak condition. AOM 4-04 page 5.2. ACFOG-2247 1-13 REVISION 2 LOAD 17. AOM 14-15-10 page 7 and QRH EAP 2-6. Load 15.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 3 – BLEED 1(2) LEAK and BLEED 1(2) OVERPRESS EICAS messages. Per LOAD 17. Load 17.2 Affected manuals pages: AFM 4-04 page 4. BLEED 1(2) LEAK EICAS CAUTION message covers both leak and overpressure conditions.

5.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – Cabin Pressure Controller (CPC) reading of airplane’s gross weight. If an invalid gross weight is sent to the CPC.2 REVISION 2 ACFOG-2247 . Load 17. Gross weight read by the CPC is the actual airplane gross weight inserted on the MCDU. Per LOAD 17. it adopts a lighter airplane weight condition. 1-13 Page 28 LOAD 17. Load 15. The gross weight of the airplane is used by CPC to determine what cabin pressure rate will be used.5 Airplane’s gross weight inserted on the MCDU was incorrectly read by the CPC. the gross weight inserted on the MCDU was incorrectly read by the CPC. which results in a fast airplane climb and consequently a faster cabin climb to 8000 ft.2.2 Affected manual pages: N/A. Per LOAD 15. the gross weight read by the CPC is the actual airplane gross weight inserted on the MCDU.

Per LOAD 17. Per LOAD 15. Load 15.2.2 Affected manuals pages: N/A. ACFOG-2247 1-13 REVISION 2 LOAD 17. due to a lack of a latch on these messages. A-I WING FAIL. ICE DETECTOR FAIL and BLEED APU LEAK EICAS messages. the messages: • • • A-I WING FAIL ICE DETECTOR 1(2) FAIL BLEED APU LEAK display on EICAS and.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 5 – Add a latch on A-I WING FAIL. may disappear from EICAS without the pilots’ acknowledgement.2 Page 29 . ICE DETECTOR 1(2) FAIL and BLEED APU LEAK EICAS messages may disappear from EICAS without the pilots’ acknowledgement. ICE DETECTOR 1(2) FAIL and BLEED APU LEAK EICAS messages can only be reset by performing the associated Quick Reference Handbook (QRH) procedure. A-I WING FAIL. these messages can only be reset by performing the associated Quick Reference Handbook (QRH) procedure.5 Load 17.5.

2 REVISION 2 ACFOG-2247 . a new CPCS flight mode. 10 and 11. which results in a cabin pressure bump. the TAXI mode. Flight tests indicated that a cabin pressure bump is not noticed if pre-pressurization begins before the airplane’s takeoff run.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – Cabin Pressure Control System (CPCS) Taxi mode inclusion. Hence. was introduced. Per LOAD 17.2. Load 15. the pre-pressurization sequence may not be fully accomplished.2 Affected manual pages: AOM 14-02-20 pages 7. Load 17. as soon as the doors are closed and rotation speeds on both engines (N2) are higher than 60%. causing crew and passenger discomfort.5 Cabin pressure bump during airplane rotation at takeoff. 1-13 Page 30 LOAD 17. the new TAXI mode becomes active and sets the cabin altitude to 200 ft below LFE prior to takeoff mode. During airplane rotation at takeoff. No cabin pressure bump during airplane rotation at takeoff due to TAXI mode inclusion on the CPCS.

2 Invalid fuel (dashed).2 eliminates this misbehavior and fuel readout in the MFD progress display is valid and green. Affected manual pages: N/A. Per LOAD 17. Per LOAD 15. 2 – Fuel readout at MFD progress display.5.2 Page 31 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FUEL 1 – FUEL FEED 1(2) FAULT EICAS message inhibit change. Per LOAD 15.2. this message is also inhibited in K2b phase – TO Roll – in order to avoid a Rejected Takeoff (RTO). However.5.5 Load 17. ACFOG-2247 1-13 REVISION 2 LOAD 17. Load 15. This misbehavior was introduced with LOAD 15.3. besides K3 and K5 inhibition phases. FUEL FEED 1(2) FAULT is an ADVISORY EICAS message that triggers when the respective AC pump is ON due to a failure in the primary engine feed system. LOAD 17. Load 15.2 Message not inhibited in the takeoff roll. the inhibition phase for this message is K3 (takeoff) and K5 (landing). Affected manual pages: AOM 14-15-10 page 19. the fuel quantity indication presented on the MCDU remains valid. readout in MFD progress display Valid fuel readout in MFD progress display (green). fuel readout in the MFD progress display is shown as invalid (dashed) when fuel quantity indication exceeds four digits. Message inhibited in the takeoff roll.5 Load 17.

Load 17. despite actual fuel quantity.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Fuel quantity indication on EICAS.2 Affected manual pages: N/A. depending on actual fuel quantity. Total fuel quantity indication on EICAS is green.2.5 Total fuel quantity indication on EICAS is always displayed green. Per LOAD 15.2 REVISION 2 ACFOG-2247 . depending on actual fuel quantity. Per LOAD 17. total fuel quantity indication on EICAS is green. despite actual fuel quantity. amber or red. amber or red. Load 15. 1-13 Page 32 LOAD 17.5. total fuel quantity indication on EICAS is always displayed green.

When the air is cold. LANDING RUNWAY 1L OAT 2L P ALT/B SET 3L 4L 5L 6L TEMP COMP DESCENT HDG 1/2 LENGTH 10000 WIND 1R 2R ELEV EM170AOM940024A. where it is possible to insert the OAT (Outside Air Temperature). all altitude constraints for approach and missed approach are compensated. The temperature compensation function can be accessed on the Landing page (MCDU).2 VNAV temperature compensation not implemented. VNAV can use temperature calculate vertical profile.5 Load 17. The purpose of this is to raise the altitude constraints in cold weather. compensation to Affected manual pages: AOM 14-09-25 page 68. When temperature compensation is activated. it is condensed and the altimeter reading will be less than the true altitude.92 0813 3R 4R ARRIVAL FLT PLAN 5R 6R ACFOG-2247 LANDING PAGE 1/2 ON MCDU 1-13 REVISION 2 LOAD 17. Load 15.2 Page 33 . raising (lower temperatures) or lowering (higher temperatures) the barometric VNAV guidance.DGN 0813/29.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FMS 1 – Implementation of Temperature Compensation.

Load 17. entering "370" or “FL 370” is understood as FL 370. ACFOG-2247 1-13 Page 34 LOAD 17. Affected manual pages: N/A. Load 15. Load 15.2 Affected manual pages: N/A. arms the VNAV mode and that results in the MCDU scratchpad message PERF-VNAV UNAVAIL.2 REVISION 2 .WPT) on the MCDU Flight Plan (FPL) or Route (RTE) page.5 In order to enter a flight level on the MCDU. Now. the prefix “FL” was necessary. 4 – Airway-airway intersection. On the ground. pressing the VNAV button on the guidance panel.2.5 Load 17. prior to FMS performance not initialized.AWY.AWY. it is possible to define an intersection with the entry of two airways (WPT.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – MCDU message PERF VNAV UNAVAIL. Load 15. It is possible to define an intersection of two airways.5 No PERF-VNAV UNAVAIL MCDU message prior to VNAV mode arming with no FMS performance. The addition of the prefix "FL" is no longer necessary when entering a flight level altitude (three-digit number). Load 17.2 Defining an intersection of two airways was not possible. 3 – Entry of Flight Levels.2 Affected manual pages: N/A. Per LOAD 17. PERF-VNAV UNAVAIL MCDU message prior to VNAV mode arming with no FMS performance. The prefix “FL” is no longer necessary when entering a three-digit number.

5MIN LEG DIST EFC TIME INSERT 6R EFC TIME IN HOLD ACFOG-2247 1-13 REVISION 2 LOAD 17.DGN 104 /R TURN 8.5 Load 17. EFC in Hold.2 No EFC in Hold.8NM EFC TIME PROMPT . Load 15. The fuel burned during the holding pattern is added to the overall fuel burn computation. so that an evaluation of whether the aircraft can remain in the holding pattern until the entered time can be executed or not.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – EFC (Expect Further Clearance) in Hold. HOLDING PATTERN HOLD FIX 1L 2L 3L 4L 5L 6L CLEAR 1/1 SPEED PBD23 * QUAD W 200 ENTRY LEG TIME 1R 2R 3R 4R 5R DIRECT INBD CRS/DIR 1. PRIMUS EPIC SYSTEM SOFTWARE The creation of a holding pattern enables the entry of an EFC time.2 Page 35 EM170AOM940023A. which is the time the holding pattern will be exited. Affected manual pages: N/A.

Load 15.DGN 1-13 Page 36 LOAD 17. Affected manual pages: N/A. Abeam points feature enabled.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – Abeam points. The Abeam points function provides the ability for the FMS to compute and identify points abeam of flight plan waypoints that are removed from the flight plan as the result of a direct-to.2 REVISION 2 ACFOG-2247 . MOD FLT PLAN 1L 2L 3L 4L 5L 6L 1/5 1R 2R 3R 4R 5R 6R ABEAM POINTS EM170AOM940025A. A lateral direct-to is performed on the Flight Plan (FLT PLAN) page on the MCDU.2 Abeam points feature not implemented.5 Load 17.

If more than one crossing point exists.5. Load 15. for instance 3 or 4. ACFOG-2247 1-13 REVISION 2 LOAD 17. Per LOAD 15. PRIMUS EPIC SYSTEM SOFTWARE Selection of a bearing entry.2 Page 37 . Per LOAD 17. the first crossing point (closest to the aircraft in distance along the flight plan) on the FIX INFO page will be inserted.5 Load 17.2 Auto-insert fix Info feature not implemented. 8 – FIX INFO page does not accept decimal entries.5 Load 17.4. or abeam (FMS automatically computes the crossing point) from the FIX INFO page will automatically access the FPL page. are accepted on the FIX INFO page.2 or 3.2 Decimal entries on FIX INFO page. thereby creating a modified flight plan. Load 15. and insert the alongtrack waypoint in the flight plan. Affected manual pages: N/A. Affected manual pages: N/A.2. No decimal entries on the FIX INFO page.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – Auto-insert fix info. distance entry. only whole numbers. the FIX INFO page on MCDU accepted decimal entries. for instance 3. Auto-insert fix Info feature available.

DGN 1-13 Page 38 LOAD 17. RTE ORIGIN 1L 2L 3L 4L CALL SIGN 5L 6L 1/1 OEST KPHX RUNWAY UUEE CO ROUTE 1R 2R 3R 4R RW25L DEPARTURE KPHXUUEE01 FLIGHT ID SB 11 1 1 BA 11 1 1 5R 6R ROUTE PAGE ON MCDU EM170AOM940021A.2 REVISION 2 ACFOG-2247 . Load 15.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – ROUTE pages on the MCDU. it is possible to: • • • Access route information for reference and guidance. which is accessed by pressing RTE function button on the MCDU. Route planning is performed using the ROUTE page on the MCDU. The RTE page displays top level information about the flight plan and through the RTE page. No RTE pages implemented. Access to Flight ID number and call sign.2 Affected manual pages: N/A. Enter a route using a customized database.5 Load 17. RTE pages implemented.

Affected manual pages: N/A. The EOSID output to the map display from the FMS will continue until the both of the following events occur: Load 15. the MFD MAP/PLAN menus will include a selection "EO SID" to preview an EOSID for a selected departure runway. SID S 1L 2L 3L 4L 5L 6L 1/1 XPHX RW0BR EO SID DRK4 EAGUL2 PICAH5 ACTIVATE 1R MOBIE1 PAYSO6 SJN1 2R 3R 4R 5R 6R ENGINE OUT SID ACFOG-2247 1-13 REVISION 2 LOAD 17.2 Page 39 EM170AOM940022A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 10 – Initial development of ENGINE-OUT SIDs.2 No engine out SIDs implementation.5 Load 17. Engine out SIDs implementation. The engine out SIDs implementation requires that the airline user purchase a navigation database that is unique to the airline user. When EOSIDS are enabled in the APM.DGN . PRIMUS EPIC SYSTEM SOFTWARE Engine out SIDs are airline specific data and will be stored in the company navigation database.

range selection on the ground can be achieved if the weather radar is in OFF or by checking FSBY OVRD on both pilots’ virtual controllers. when the weather radar system mode selected is WX or GMAP (FSBY). On the ground. Load 17. Map range is a function used to adjust the range of the radar through the CCD knob.2 REVISION 2 ACFOG-2247 . this misbehavior occurs only during the warm up period. However.5 Normal operation of map range selection on ground. STBY or during the WAIT period (WX warm up time).2 Affected manuals pages: N/A. Weather radar must be in OFF mode or FSBY OVRD must be checked on both pilots’ virtual controllers in order to change map range on ground. 1-13 Page 40 LOAD 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SOFTWARE MISBEHAVIOR 1 – Impossibility of MAP range selection. Load 15. Attempts to select a different range other than the one already presented are unsuccessful since the system returns to the previous range after a few seconds. a misbehavior makes it impossible to change the map range on the MFD and PFD. In flight.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 2 – Cabin Pressure bump after second engine start. As soon as the second engine is started and rotation speeds on both engines (N2) has reached 60%.5 Load 17.2 Page 41 . the outflow valve is kept open and the cabin remains unpressurized. Pressurization must be set back to Auto mode one minute after the second engine is started. However. According to the CPCS Ground mode logic. a pressurization bump may be felt inside the cabin as the packs will start insufflating the cabin with the Outflow Valve fully closed. When the AMS commands the packs on again.2 No cabin pressure bump after second engine start. there will be no airflow supplied by the packs and the outflow valve will modulate until it reaches its closed position. Affected manuals pages: N/A. CPCS switches to Taxi mode and starts the prepressurization sequence by modulating the outflow valve. Cabin pressure bump after second engine start. ACFOG-2247 1-13 REVISION 2 LOAD 17. The pressurization bump may be avoided by setting pressurization to manual mode prior to second engine start. before the second engine is started on the ground. as the AMS controller commands the air conditioning packs to OFF during engine start. Load 15.

Occasionally.2 REVISION 2 ACFOG-2247 . F-BUG indication not presented after inadvertent slat/flap lever movement.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – F-BUG indication not presented after inadvertent slat/flap lever movement. the F-BUG indication disappears. Load 15. Affected manuals pages: N/A.2 N/A.5 Load 17. if the flight crew inadvertently moves the slat/flap selector lever up (retract) before reaching flap retract speed and immediately returns to the previous position. 1-13 Page 42 LOAD 17.

ILS deviation becomes sufficiently large to trigger the EICAS CAUTION FD LATERAL MODE OFF message display. ACFOG-2247 1-13 REVISION 3 LOAD 17. thus causing the EICAS CAUTION FD LATERAL MODE OFF message to display. after an ILS approach and landing. when the airplane is performing and rollout on the runway. There have been some events in GPS approaches in which the FGCS does not recognized the end of the procedure. The FGCS should recognize this condition and gives no alerts to the flight crew.2 Page 43 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 4 – FD LATERAL MODE OFF EICAS CAUTION message appearing after landing and during taxi. In case of a non-precision approach procedure retrieved from the FMS database. when the airplane reaches the end of the procedure. However. the EICAS CAUTION FD LATERAL MODE OFF message should be disregarded. Additionally. Spurious FD LATERAL CAUTION message. the FMS stops sending guidance to the flight guidance control system (FGCS). For both scenarios described above. at this moment the ILS is not providing any guidance to the airplane.5 Load 17. The EICAS CAUTION message FD LATERAL MODE OFF is triggered whenever there is a disconnection of the lateral mode due to invalid conditions.2 N/A. Load 15. MODE OFF EICAS Affected manual pages: N/A.

Affected manual pages: N/A. the FMS bug may exceed the current flap placard speed. flap 1 to 0). such as during slower flap transitions (e. Load 15. The FMS limits the speed command to the VFE for the selected flap during transition from take-off to climb. it may result in the FMS Speed command to transition to approach. The pilot must avoid operation near VFE during flap retraction.2 REVISION 3 ACFOG-2247 . Load 15. FMS overspeed command during departure. the speed value at LSK1R on the FMS FLIGHT PLAN Page has to be deleted to reset the speed command mode. 6 – FMS overspeed command during departure.2 N/A. Affected manual pages: N/A.5 Load 17.2 N/A. If this occurs. If the Slat/Flap lever is accidentally commanded to extend after takeoff. Under some conditions. 1-13 Page 44 LOAD 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – FMS speed command switch to approach mode.g. The flaps should be retracted with sufficient anticipation prior to VFE to avoid overspeed situations. FMS speed command switch to approach mode.5 Load 17.

ACFOG-2247 1-13 REVISION 3 LOAD 17. the speedbrake position indication on EICAS was displayed green instead of red when the speedbrake lever was out of stowed position. Speedbrake lever out of stowed position (0 position) during takeoff configuration check. Also.2 Affected manual pages: N/A.5 N/A. the EICAS WARNING message NO TAKEOFF CONFIG and the aural warning NO TAKEOFF SPOILERS are not being correctly annunciated in the following situations: • • • Speedbrake lever out of stowed position (0 position) and TLA higher than 70 degrees. Inadvertent multifunction spoiler panel extension during takeoff configuration check.2. aural warning NO TAKEOFF SPOILERS and speedbrake position indication are not correctly annunciated. Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 7 – NO TAKEOFF CONFIG EICAS WARNING message and NO TAKEOFF SPOILERS aural warning.2 Page 45 . EICAS WARNING message NO TAKEOFF CONFIG. Load 15. Per LOAD 17.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE THIS PAGE INTENTIONALLY LEFT BLANK 1-13 Page 46 LOAD 17.2 REVISION 3 ACFOG-2247 .

3 The table below shows the previous and the current version of the Primus Epic System Software.3 The information that follows is a list of the items implemented in this current software version. Primus Epic System Software Previous Version LOAD 17. ACFOG-2247 1-14 REVISION 3 LOAD 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 17. all of which offer some impact in the operation of EMBRAER 170 airplanes.3 Page 1 .2 Current Version LOAD 17.

Remove the latch of the messages in order to increase airplane dispatchability. Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AUTO FLIGHT CONTROL SYSTEM (AFCS) 1 – AFCS CAS messages. Load 17.3 REVISION 3 ACFOG-2247 .2 The latch of the messages was causing an impact on airplane dispatchability. 1-14 Page 2 LOAD 17. page 3. The following AFCS fault messages were maintainability and dispatchability purposes: • • • • • • AP FAULT YD FAULT FD FAULT AT FAULT STALL PROT FAULT AP PITCH TRIM FAULT reviewed for The latches were removed from the messages in order to increase dispatchability.3 Affected manual pages: AOM 14-03-10.

when the weather radar system mode selected is WX or GMAP (FSBY).2 Load 17.2. on the ground.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AVIONICS 1 – Impossibility of MAP range selection. Per LOAD 17.3 Affected manual pages: N/A. Weather radar must be in OFF mode or FSBY OVRD must be checked on both pilots’ virtual controllers in order to change map range on ground. Per LOAD 17. a misbehavior makes it impossible to change the map range on the MFD and PFD. Map range is a function used to adjust the range of the radar through the CCD knob. STBY or during the WAIT period (WX warm up time). Load 17. Normal operation of map range selection on ground. normal operation of map range selection on ground is possible. ACFOG-2247 1-14 REVISION 3 LOAD 17.3 Page 3 .3.2. Attempts to select a different range other than the one already presented are unsuccessful since the system returns to the previous range after a few seconds. This misbehavior was introduced with LOAD 17.

Speedbrake lever out of stowed position (0 position) during takeoff configuration check. Per LOAD 17. EICAS WARNING message NO TAKEOFF CONFIG. the EICAS WARNING message NO TAKEOFF CONFIG and the aural warning NO TAKEOFF SPOILERS were not being correctly annunciated in the following situations: • • • Speedbrake lever out of stowed position (0 position) and TLA higher than 70 degrees.3 Affected manual pages: N/A. aural warning NO TAKEOFF SPOILERS and speedbrake position indication not being correctly annunciated. EICAS WARNING message NO TAKEOFF CONFIG. the aural warning NO TAKEOFF SPOILERS and the speedbrake position indication are correctly annunciated in any of the scenarios described above.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FLIGHT CONTROLS 1 – NO TAKEOFF CONFIG EICAS WARNING message and NO TAKEOFF SPOILERS aural warning. Per LOAD 17. ACFOG-2247 1-14 Page 4 LOAD 17. the EICAS WARNING message NO TAKEOFF CONFIG.2. the speedbrake position indication on EICAS was displayed green instead of red when the speedbrake lever was out of stowed position.2.3. Inadvertent multifunction spoiler panel extension during takeoff configuration check. Load 17.3 REVISION 3 . aural warning NO TAKEOFF SPOILERS and speedbrake position indication are correctly annunciated in any of the scenarios described above.2 Load 17. This misbehavior was introduced with LOAD 17. Also.

In this case. AOM 4-16 page 8.3. ACFOG-2247 1-14 REVISION 3 LOAD 17.3 Page 5 . The RUDDER FAULT procedure considers the message RUDDER LIMITER FAIL. Load 17. Load 17. in direct mode. the flight crew is instructed (QRH RUDDER FAULT procedure) to attempt to engage the other actuator via the FLIGHT CONTROL MODE PANEL RUDDER BUTTON. Otherwise the flight crew must not apply abrupt pedal commands or full rudder deflection.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 2 – RUDDER FAULT EICAS CAUTION message QRH procedure change. in case of rudder hinge moment limiter failure. in order to operate in direct mode without rudder limiting failure. the EICAS message RUDDER LIMITER FAIL indicates that the rudder hinge moment limiter circuitry has failed (no rudder deflection limiting) in the engaged actuator channel.3 Affected manual pages: QRH EAP8-10. The message is removed if the failure is not presented in the stand-by actuator. Per LOAD 17.2 The RUDDER FAULT procedure did not consider the message RUDDER LIMITER FAIL. AFM 4-16 page 8 (page 9 only for EASA/JAA certification).

Pressing PREV button a second time.2 Load 17. when previewing the on-side LOC. enables the opposite side LOC preview. And pressing it a third time disables the preview mode. the primary navigation source is reverted to the opposite side LOC upon capture and the Flight Director reverts to ROLL basic mode.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SOFTWARE MISBEHAVIOR 1 – FD reversion to ROLL mode upon LOC interception. but remains active.3.3 N/A. In this condition. Thus. when the previewed LOC is captured. pressing the PREV button enables the on-side LOC preview on the PFD. Load 17. the PREV button must be pressed twice to disable the preview mode. the preview mode is removed from the PFD. it becomes the primary navigation source. When using the FMS as primary navigation source. 1-14 Page 6 LOAD 17. FD reverts to ROLL mode upon LOC interception due to software misbehavior. Affected manuals pages: AOM 14-09-05.3 REVISION 11 ACFOG-2247 . if the V/L button is pressed to select the on-side LOC as primary navigation source while previewing the opposite side localizer. Per LOAD 17.

when reaching the SPD/ALT LIM altitude with airspeed greater than the speed limit.3 Load 17. The solution is available in LOAD 19.3 Page 7 . Load 15. The FMS prevents the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit. Per LOAD 15. the FMS does not prevent the airplane from passing a speed/altitude limit faster than the speed limit.3.3.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 2 – VNAV behavior when reaching SPD/ALT LIM during descent with VPATH or VFLCH.3 Affected manuals pages: N/A. The FMS does not prevent the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit. Then the airplane resumes descent with VFLCH. during VPATH or VFLCH descents with autothrottle engaged. ACFOG-2247 1-14 REVISION 11 LOAD 17. Per LOAD 17. the FMS commands VASEL and VALT to reduce the airspeed below the limit before resuming descent. The default speed limit is 250 kt below 10000 ft. On PERFORMANCE INIT page 3/3 a speed limit associated to an altitude may be selected on the SPD/ALT LIM prompt (1R).3.

turn is commanded during a turn to the other side the FD commands a turn to the selected heading following the initial curve direction.3 Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Flight Director HDG mode behavior. 1-14 Page 8 LOAD 17. For example.3 N/A. Load 15. Turns of more than 181° using HDG mode may cause the airplane to turn to the other side.3 REVISION 12 ACFOG-2247 . Affected manual sections: N/A. Per LOAD 17. if the HDG bug is commanded to make a 200° turn to the right before the wings are leveled. or more. the FD commands a left turn to the selected heading instead of a right turn. The same behavior is observed for left and right turns. when turning left. when a 181°.3.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – FMS WHAT-IF function. Per Load 17. a flight plan has been entered and a WHATIF initialization has been completed. (Continued) ACFOG-2247 1-14 REVISION 13 LOAD 17. WHAT-IF performance data computations are updated. through LSK 1L.3. Anytime changes are made to the WHAT-IF flight plan. The WHAT-IF cruise altitude (CRZ) can be modified on this page. PRIMUS EPIC SYSTEM SOFTWARE The WHAT-IF DATA page is available when the performance mode is FULL PERF. the displayed WHAT-IF data is blanked during the few seconds of calculation. if the pilot’s entry for cruise altitude in WHAT-IF DATA page (LSK 1L) is a flight level value above the value displayed.3 Page 9 . NOTE: Whenever WHAT-IF performance data is being recalculated. the performance data is recalculated as expected.

the FMS will consider the arrival runway altitude elevation. Load 15.3 REVISION 13 ACFOG-2247 . NOT the altitude of the flight level entered by the pilot. Moreover.3 Affected manual sections: N/A. If no waypoint associated with an altitude constraint is found along the entered route. if the pilot’s entry for cruise altitude in WHAT-IF DATA page is a flight level value below the FL CRZ value actually displayed. WHAT-IF performance data for FL CRZ values below the actual calculated using the altitude of the nearest waypoint associated with an altitude constraint as reference.3 N/A. the performance data is recalculated considering as reference the altitude of the nearest waypoint associated with an altitude constraint along the route.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE (Continued) However. Load 17. 1-14 Page 10 LOAD 17. WHAT-IF INIT page 3/3 does not properly display performance data for wind and temperature manual entry.

5 The information that follows is a list of the items implemented in this current software version.5 Page 1 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 17. all of which offer some impact in the operation of EMBRAER 170 airplanes. Primus Epic System Software Previous Version LOAD 17.3 Current Version LOAD 17. ACFOG-2247 1-15 REVISION 5 LOAD 17.5 The table below shows the previous and the current version of the Primus Epic System Software.

Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AIRPLANE GENERAL 1 – EMER LT BATT FAULT EICAS ADVISORY message. Per LOAD 17. a change in message logic will inhibit these spurious message events.3. Load 17. Per LOAD 17. No spuriously displays of EMER LT BATT FAULT EICAS ADVISORY after emergency lights test. 1-15 Page 2 LOAD 17.5 REVISION 5 ACFOG-2247 . after the emergency lights go off in an emergency lights test commanded from the AFT or FWD flight attendant panel there have been some events of EMER LT BATT FAULT EICAS ADVISORY message appearance.5 Affected manual pages: N/A.3 EMER LT BATT FAULT EICAS ADVISORY message spuriously displays after emergency lights test.5.

3.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AUTO FLIGHT CONTROL SYSTEM (AFCS) 1 – Minimum barometric altitude. Load 17. ACFOG-2247 1-15 REVISION 5 LOAD 17.5 Affected manual pages: N/A.3 Spurious green dot display for altitudes higher than 20000 ft.5 Page 3 . the minimum default value for barometric altitude is 5000 ft.3 Load 17.5 Minimum default value for barometric altitude: 5000 ft. This change requires less pilot workload during descent phase. Load 17.5. There have been some reports regarding green dot being displayed above calibrated airspeed during cruise. Per LOAD 17. 2 – IDEAL FLAP SELECTION SPEED (DOT). Minimum default value for barometric altitude: 2000 ft.5. Green dot display inhibited for altitudes higher than 20000 ft. as the default value is now set to a minimum barometric altitude. Per LOAD 17. green dot display is inhibited for altitudes higher than 20000 ft. Per LOAD 17. which is closer to barometric altitudes more communally used. Affected manual pages: N/A. the minimum default value for barometric altitude is 2000 ft. which at this flight phase corresponds to altitudes higher than the maximum certified altitude for flap extended (20000 ft). Load 17.

During flight tests it has been reported that takeoff crossbar was moving instead of standing still at the desired pitch during rotation and subsequent takeoff.5 REVISION 5 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – TAKEOFF guidance after rotation. changes have been made to avoid this pitch guidance movement.5 Spurious messages during approach phase.5. Load 17.3 Load 17.5 prevents these messages to appear spuriously during final approach phases. Load 17. 4 – FD LATERAL (VERT) MODE OFF EICAS CAUTION message. Affected manual pages: N/A.5 Undesirable pitch guidance movement after rotation. 1-15 Page 4 LOAD 17. There have been some reports of FD LATERAL MODE OFF and FD VERT MODE OFF EICAS CAUTION messages spuriously displayed during approach final stages when LNAV/VNAV was being used. In takeoff mode. Per LOAD 17. No pitch guidance movement after rotation. Affected manual pages: N/A.3 Load 17. the takeoff crossbar is displayed on the PFD (ADI) to provide vertical guidance. No spurious messages during approach phase. LOAD 17.

During the rotation maneuver the Stall Warning and Protection System took this erroneous angle of attack into consideration and activated the Stick Shaker despite the fact that the actual angle of attack and speed of the airplane were within the normal takeoff range.5 Page 5 . ACFOG-2247 1-15 REVISION 5 LOAD 17. The stick shaker activation was a result of the obstruction of the Total Pressure port of Air Data Smart Probe (ADSP) #4. Load 17. No erroneous stick shaker activation during takeoff.3 Load 17.5.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 5 – Erroneous stick shaker activation during takeoff. Affected manual pages: OB 170-010/06. producing an erroneous airplane angle of attack input to the Stall Warning and Protection System (SWPS). the AOA monitoring logic of the SWPS has been redesign to prevent this behavior. Per LOAD 17. During an EMBRAER 170 prototype flight test an erroneous stick shaker activation occurred during rotation and lift off. EMBRAER investigation of the event indicated that the ADSP #4 generated an erroneous angle of attack signal that was computed together with the signals generated by the other three probes.5 Erroneous stick shaker activation during takeoff may occur.

1-15 Page 6 LOAD 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – MCDU 1(2) OVHT EICAS CAUTION message. indicating the need for maintenance action. Load 17. Per LOAD 17.5. with no real overheating condition of the equipment. The EICAS CAUTION message MCDU 1(2) OVHT is triggered whenever the associated MDCU has suffered an overtemperature condition. QRH EAP 9-12. The purpose of this message is to identify temperature conditions that could lead the MCDU to degrade and fail prematurely. AOM 14-15-10 page 6.5 The MCDU 1(2) OVHT EICAS CAUTION message appears with no real overheating condition. Affected manual pages: AOM 14-09-25 page 68. EMBRAER has received reports of nuisance trips of MCDU 1(2) OVHT EICAS CAUTION message. The MCDU 1(2) OVHT EICAS CAUTION message removed from EICAS messages list.3 Load 17. MCDU 1(2) OVHT EICAS CAUTION message will be removed from EICAS message list.5 REVISION 5 ACFOG-2247 .

The miscompare logic of the radar altimeter was changed for the AUTOLAND to reduce the threshold from 10 ft to 5 ft minimum of detection for very low altitudes. Load 17. when the AUTOLAND is active and not in rollout mode.5 • AUTOLAND active and not in roll out mode: 5 ft threshold is used. AUTOLAND not active and in roll out mode: 10 ft threshold is used.5 Page 7 . Affected manual pages: N/A. When the AUTOLAND is not active and if rollout mode is active. ACFOG-2247 1-15 REVISION 5 LOAD 17. Radar altimeter logic: • Load 17. This caused the display of inaccurate miscompare flags during some takeoffs and APPR 2 NOT AVAIL EICAS ADVISORY message when the airplane is on ground.5. Per LOAD 17.3 Radar altimeter logic changed from 10 ft to 5 ft minimum of detection for very low altitudes.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 2 – APPR 2 NOT AVAIL EICAS ADVISORY message on ground. the 10 ft threshold mode is used. the 5 ft threshold is used.

the spurious altitude data is generated by only one radio altimeter and is displayed on PFD in green color. Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – RADIO ALTIMETER spurious indication. It was detected that the radio altimeter may display spurious altitude data when flying at altitudes above 2500 ft AGL.5 REVISION 7 ACFOG-2247 . 1-15 Page 8 LOAD 17. Per LOAD 17. The signal is sent to the landing gear system and to the EGPWS and may generate aural warnings. For airplanes with dual radio altimeter installation.5.3 Both PFDs show radio altimeter indication in green for altitudes above 2500 ft (spurious altitude data).5 Affected manual pages: OB 170-008/05. PFD indication for airplanes with dual radio altimeter installation shows a green indication for spurious altitude data in one PFD while the remaining shows no indication at all. Load 17. Green indication for altitude above 2500 ft (spurious altitude data) in one PFD while the remaining shows no indication at all.

the BLEED 1(2) OVERPRESS message is displayed and the respective bleed valve is instantaneously commanded to close. Amber leak bar illuminates only due to true leak events. Per LOAD 17.5. completely segregating bleed leak from bleed overpressure events.3. but the manifold pressure may take some time to decrease. Load 17. SNL 190-36-0006. ACFOG-2247 1-15 REVISION 8 LOAD 17. ACFOG 4-10 page 4. Per LOAD 17. BLEED 1(2) LEAK message may be triggered due to BLEED 1(2) OVERPRESS message. improvements on the BLEED 1(2) OVERPRESS and BLEED 1(2) LEAK messages are introduced in order to avoid spurious display of these messages.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AMS 1 – Bleed Leak message associated to bleed overpressure events.3 BLEED 1(2) LEAK message may be displayed in case of an overpressure condition.5 Page 8A . Load 17. After a bleed overpressure condition is detected.5 Affected manual pages: OB 170-003/06. SNL 170-36-0010. Amber leak bar is also illuminated. BLEED 1(2) LEAK message only displayed in case of a real leak event.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-15 Page 8B LOAD 17.5 REVISION 6 ACFOG-2247 .

Load 17.5 Affected manual pages: N/A. ABEAM points function was introduced with LOAD 17. Use of DIRECT TO with ABEAM without loss of waypoint in the Flight Plan.5. Load 17. performing a DIRECT TO with ABEAM points may result in loss of a waypoint in the Flight Plan.2.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FMS 1 – Waypoints missing after performing a DIRECT TO with ABEAM.5. This scenario requires the pilot to re-enter and activate the flight plan definition. EMBRAER recommends operators not to use the ABEAM Points function until LOAD 17.5 Page 9 . ACFOG-2247 1-15 REVISION 5 LOAD 17. Per LOAD 17.3 Loss of waypoint in the Flight Plan due to use of DIRECT TO with ABEAM points. which appears as a blank line on the ACTIVE FLIGHT PLAN on the MCDU and a gap on the flight plan displayed on the MFD Map. However. use of DIRECT TO with ABEAM without loss of waypoint in the flight plan is possible.

As a result the FMS flight phase is transitioned to “cruise” requiring the pilot to re-define the intended cruise altitude. the Autothrotlle may command VMO.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – FMS transitioning from CLIMB to CRUISE profile. Original cruise altitude target value will be kept regardless that intermediate level offs are performed. • Incorrect Cruise altitude data provided to CPCS. Load 17. the original cruise altitude target value will be kept regardless that intermediate level offs are performed.3. Per LOAD 17. Per LOAD 17. In this case. The transition may occur when the airplane is leveled and FLCH is pressed before changing the Altitude Select. the cruise altitude target (CRZ ALT prompt on LONG RANGE CRUISE page 1/1) changes to the level off altitude. the FMS may transition from CLIMB to CRUISE profile while the flight crew performs an intermediate level off using VNAV.5 Affected manual pages: OB 170-009/06. 1-15 Page 10 LOAD 17.3 FMS flight phase is transitioned from CLIMB to CRZ while the crew performs an intermediate level off.5 REVISION 5 ACFOG-2247 . Load 17.5. which may result in two consequences: • If only Mach was entered.

with the airplane flying actual FMS speed (for example 0. when FMS speed is selected in Mach. the flight path vector speed error tape incorrectly displays a down tape.5 Page 11 . indicating that the current airspeed is 15 kt less than the selected airspeed. the speed error tape will display only in case of difference between actual and selected airspeed.5 Affected manual pages: N/A. Load 17.3. Flight path vector speed error tape displayed only in the case of difference between actual and selected computed airspeed. Per LOAD 17.5. Load 17. Per LOAD 17. ACFOG-2247 1-15 REVISION 5 LOAD 17.80 Mach).AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 3 – PFD Speed Error Tape incorrect with FMS speed selected in Mach.3 Flight path vector speed error tape erroneous displayed for FMS Mach selected speed.

5 – Improved RNAV departure performance.5 Affected manual pages: N/A. Per LOAD 17. operators performing RNAV procedures may manually change the bank factor value. Load 17. ACFOG-2247 1-15 Page 12 LOAD 17. The departure terminal area is 30 NM from the departure airport. Load 17. the departure terminal area is defined to be 30 NM from the departure airport (no need to manually change the bank factor value).5 Affected manual pages: N/A. the VLE (Maximum Landing Gear Extended and Locked speed) should limit the speed target to appropriate placard Mach speeds for gear extended and locked.3 VLE is not observed when FMS command is in constant Mach. VLE observed when FMS command is in constant Mach.3. the ATC reported that the EMBRAER 170 flight track produces larger turn anticipation when compared to other airplanes with older FMSs.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – VLE not observed when FMS speed is entered in Mach.5.5 REVISION 5 . Per LOAD 17.3 The departure terminal area is 10 NM from the departure airport.3. the VLE is not observed when FMS command is in constant Mach. Load 17. During flights using new RNAV SIDs published for Atlanta airport. Per LOAD 17. according to SNL 170-340006 and SNL 190-34-0003 issued in October/05. Load 17. When the FMS speed command is in constant Mach.

Reduction of FLT CTRL NO DISPATCH spurious message occurrences. ACFOG-2247 1-15 REVISION 7 LOAD 17.3 MFD Flight Control synoptic page does not indicate full deflection in some cases. although the surface reaches full deflection. Load 17. if the following actions are performed during power up.5 Affected manual pages: N/A. Per LOAD 17. MFD Flight Control synoptic page indicates full when the surface reaches full deflection. The aileron indication in the MFD Flight Control synoptic page does not indicate full deflection in some cases.3 Load 17. full deflection of aileron during flight controls check will be displayed.5. 2 – Spurious FLT CTRL NO DISPATCH EICAS CAUTION message. Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FLIGHT CONTROLS 1 – Aileron indication on synoptic page. Rudder pedals movement from neutral position during power up. they will no longer trigger the FLT CTRL NO DISPATCH EICAS CAUTION message: • • • Power up procedure with DC BUS TIE TOGGLE SWITCH in OFF position. FLT CTRL NO DISPATCH spurious messages. Per LOAD 17. Load 17. Control columns movement (pitch and roll) from neutral position during power up.5. although the surface reaches full deflection.5 Page 13 .5 Affected manual pages: N/A.

3.5.3 Rudder/Elevator surfaces commanded to neutral positions at full rate upon hydraulic power up. A rate limiter was implemented to have a smoother surfaces command to neutral upon hydraulic power up. the rudder and elevator surfaces lay on their mechanical stops due to wind and gravity forces. In order to allow tracking of electrical and hydraulic PBIT expiration time. Affected manual pages: AOM 14-08-05 page 8.5 No PBIT remaining time readout on MFD. Per LOAD 17. PBIT remaining time readout on MFD. Load 17.3 Load 17.5 Affected manual pages: N/A. After turning the hydraulic system off. surfaces were commanded to their neutral positions at full rate. Load 17. 1-15 Page 14 LOAD 17.5 REVISION 5 ACFOG-2247 . Load 17. upon hydraulic power up. Per LOAD 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Rudder/Elevator rate limiter upon on ground hydraulic power up. a digital remaining time readout will be included at the Flight Controls Synoptic Page (in the MFD) showing the remaining hours until the electrical and hydraulic PBIT expire. causing passengers complains and components life reduction. 4 – PBIT remaining time readout. a rate limiter was implemented in order to have a smoother rudder/elevator command to neutral position upon hydraulic power up.

From now on.5. the time the PBIT takes to complete will be given by the time the FLT CTRL TEST IN PROG EICAS STATUS message is being displayed. Affected manual pages: AOM 3-09 page 01. Per LOAD 17.3 Load 17. FLT CTRL TEST IN PROG EICAS STATUS message displays while PBIT is in progress. Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 5 – FLT CTRL TEST IN PROG EICAS STATUS new message. The Electrical PBIT will be interrupted if any electrical hydraulic pump is running or the Flight Control Mode Panel switches are cycle or if AC source is interrupted while the FLT CTRL TEST IN PROG EICAS STATUS message is being displayed. AOM 14-08-10 page 6 and AOM 14-08-45 page 4.5 FLT CTRL TEST IN PROG EICAS STATUS message not being displayed while PBIT is in progress. a new EICAS STATUS message – FLT CTRL TEST IN PROG – was created to inform the pilot that the electrical PBIT is in progress. ACFOG-2247 1-15 REVISION 5 LOAD 17.5 Page 15 .

Therefore. fast movements of the rudder pedal might cause signals difference to outrun the acceptable tolerance. EMBRAER recommended to perform the rudder check with slow and smooth movements of the pedals. The FCM Monitor detects this difference between rudder position and pedal deflection.5 FLT CTRL NO DISPATCH message due to fast pedal movements during rudder check.3 Load 17. due to a delay between the rudder position signal and the rudder pedal position signal. No FLT CTRL NO DISPATCH during rudder check. Per LOAD 17. Per LOAD 17.5 REVISION 5 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – FLT CTRL NO DISPATCH during rudder pre-flight check. a change in the FCM monitors logic will inhibit these spurious message events triggered by fast pedal movements during rudder check. Load 17. 1-15 Page 16 LOAD 17.3. Affected manual pages: OB 170-005/06.5. waiting 2 seconds on the neutral position to avoid spurious messages. and may trigger the FLT CTRL NO DISPATCH message.

Load 17. these messages disappear as soon as hydraulic pumps are turned ON. Per LOAD 17.3.5 Flight Control EICAS messages displayed during electrical PBIT. the following flight control EICAS messages may be displayed while the electrical power up built-in-test (PBIT) is in progress: • • • • • RUDDER FAULT. these flight control EICAS messages will no longer be displayed during the electrical PBIT. Only the EICAS messages • • RUDDER FAIL ELEVATOR FAIL still may appear during the electrical PBIT.3 Load 17. Per LOAD 17. FLT CTRL NO DISPATCH.5 Page 16A .5. AUTO CONFIG TRIM FAIL. No Flight Control EICAS messages displayed during electrical PBIT.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 7 – Flight Controls EICAS messages flickering during electrical PBIT. However. SPOILER FAULT. Affected manual pages: N/A. ACFOG-2247 1-15 REVISION 6 LOAD 17. ELEVATOR FAULT.

5 REVISION 6 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-15 Page 16B LOAD 17.

5 FUEL TANK LO TEMP EICAS ADVISORY message.3 Load 17. Affected manual pages: AFM 4-20 pages 1 and 4 and AOM 14-10-15 page 2. TCCA and FAA required to change ‘FUEL TANK LO TEMP’ priority classification from ADVISORY to CAUTION.5 Page 17 . Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FUEL 1 – FUEL TANK LO TEMP EICAS CAUTION message. ACFOG-2247 1-15 REVISION 5 LOAD 17. This change is also applicable to JAA/EASA and ANAC. FUEL TANK LO TEMP EICAS CAUTION message.

5 Affected manual pages: N/A.5.5 REVISION 5 ACFOG-2247 . A scenario where this situation may occur is when the defuelling and the crossfeed valve are left open during a refuelling operation. 1-15 Page 18 LOAD 17. Per LOAD 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE ENGINE 1 – ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message. ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message with defuelling valve closed. the ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message will be triggered only with defuelling valve closed. This scenario – pressurized feed lines and fuel pumps off – triggers the message. Load 17. This happens because the left feed line is pressurized by the fuel truck and the right side is pressurized once the crossfeed valve is open. Load 17.3 ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message with defuelling valve open. The ENG 1 (2) FUEL SW FAIL EICAS ADVISORY message is triggered whenever all fuel pumps are off and the fuel pressure switch does not indicate low pressure.

performing a single engine taxi with engine 1 after shutting down the engine 2 causes the steering system to trigger the message from the time which the engine 2 START/STOP selector knob is switched to STOP and the electric hydraulic pump 2 is activated (the same time N2 takes to drop below 40 %). Per LOAD 17. When a single engine taxi is performed with engine 1. as recommended in the AOM Normal Procedures section. Load 17. Load 17. This event will not happen if the Electric Hydraulic Pump 2 is manually turned ON prior to engine 2 shutting down for single engine taxi. STEER FAIL EICAS CAUTION message not displayed during single engine taxi performed with engine 2 shut down. the current logic of electric hydraulic pump 2 only activates the pump after N2 drops below 40 %. ACFOG-2247 1-15 REVISION 6 LOAD 17. However.5 Affected manual pages: OB 170-003/05. Thus.5.3 STEER FAIL EICAS CAUTION message displayed during single engine taxi performed with engine 2 shut down.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE LANDING GEAR AND BRAKES 1 – STEER FAIL EICAS CAUTION message during single engine taxi performed with engine 2 shut down. the electric hydraulic pump 2 automatically activates providing hydraulic power to the steering system.5 Page 19 . the electric hydraulic pump 2 logic will prevent hydraulic system 2 depressurization during engine 2 shut down.

3. the frequency displayed in the PFD remains in magenta and the radio page on the MCDU also displays "FMS AUTO". NAV frequency on PFD is displayed in magenta when VOR/LOC or preview mode is selected as the primary navigation source. Per LOAD 17. when VOR/LOC is selected as the primary navigation source the FMS will drop from autotune and the frequency displayed on the PFD will switch its color from magenta to green. This is also valid when the preview mode is activated.5 Affected manuals pages: N/A. NAV frequency on PFD is displayed in green when VOR/LOC or preview mode is selected as the primary navigation source. but the FMS is not capable of autotune the radio. FMS will drop from autotune on the MCDU Radio page. 1-15 Page 20 LOAD 17. Per LOAD 17. but the FMS is not capable of autotune the radio anymore. when VOR/LOC is selected as the primary navigation source or preview is selected.5 REVISION 6 ACFOG-2247 .5.3 Load 17. MCDU radio page displays "FMS AUTO". Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SOFTWARE MISBEHAVIOR 1 – FMS autotune displayed with VOR/LOC selected as navigation source.

5 Affected manuals pages: OB 170-015/06. FMS does not accept tuning a VOR.5 Page 21 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – NAV tuning on FMS progress page. LOC or ILS on PROGRESS page 1/3 using the station identifier or the frequency number. Load 17. ACFOG-2247 1-15 REVISION 7 LOAD 17.3 N/A.5. Guidelines on how to proceed in order to avoid this misbehavior is addressed in OB 170-015/06. In this case the previously tuned frequency will remain active on MCDU RADIO page 1/2 and on PFD secondary radio tuning window. LOC or ILS on PROGRESS page 1/3 using the station identifier or the frequency number if the preview mode (PREV) is active on the PFD. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 17. Load 17. when tuning a VOR. the FMS may not accept the change if the preview mode (PREV) is active on the PFD.

3. − Flight Director Mode dropping to the ROLL basic mode without the associated EICAS message. LNAV drops to ROLL basic mode during approaches with large heading change turns without showing FD LATERAL MODE OFF message. The final solution is available in LOAD 19. Per LOAD 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – LNAV Drop during large heading change turn. Load 17. the FMS cannot calculate the next intercept waypoint. − Disengagement of LNAV mode.5.5 Affected manuals pages: N/A. and.5 REVISION 11 ACFOG-2247 . Load 17.3 N/A. 1-15 Page 22 LOAD 17. approach procedures having a track change near 180° with speeds greater than 200 KIAS. resulting in: − Development of a Flight Plan discontinuity.

5 Current Version LOAD 19. Primus Epic System Software Previous Version LOAD 17.3 The information that follows is a list of the items implemented in this current software version.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 19.3 The table below shows the previous and the current version of the Primus Epic System Software.3 Page 1 . all of which offer some impact in the operation of EMBRAER 170/175 airplanes. ACFOG-2247 1-16 REVISION 9 LOAD 19.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AUTO FLIGHT CONTROL SYSTEM (AFCS) 1 – Speed reference changing to VFE when using Autoland and IAS-MACH button is pressed. 1-16 Page 2 LOAD 19. When the Autoland is engaged and the IAS-MACH button on the Guidance Panel is pushed. the speed reference changes to Mach as expected. the Autothrottle commands Thrust Levers slowly during a FLCH climb due to a reduced AT servo rate implemented on the FD FLCH control law. With Autoland engaged the IAS-MACH function changes the airspeed to VFE FLAPS 5 (180 KIAS) and does not change to Mach.3 Affected manual pages: N/A. Per LOAD 19. Load 17.5 Load 19. the speed reference changes to VFE FLAPS 5 (180 KIAS) and does not change to Mach. Affected manual pages: N/A. as expected. the FD FLCH control law was fixed and AT servo rate upper limit set to a higher value. When the IAS-MACH is pushed. Per LOAD 17. when the IAS-MACH is pushed.3. the speed reference changes to Mach as expected. as expected. Load 17.3. Faster AT commands during FLCH climb. 2 – Autothrottle slow command Thrust Levers during climb with FLCH.3 REVISION 9 ACFOG-2247 .5.5 Load 19.3 Slow AT commands during FLCH climb. Per LOAD 19.

Per LOAD 19. the speed reference initialization was revised to make the AT move the Thrust Levers forward to track the selected speed. During an EMBRAER 190 flight test an AT misbehavior was observed while flying with engine 1 inoperative. The pilot had selected a higher speed when AT was engaged.3 Page 3 . The same is applicable to the EMBRAER 170/175. at 15000 ft.3.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 3 – Autothrottle misbehavior during OEI operation.3 Affected manual pages: N/A. AT commands Thrust Levers to IDLE before advancing to track a higher airspeed during OEI level flight. AT commands Thrust Levers forward to track a higher airspeed during OEI level flight. Load 17. but the AT commanded the Thrust Levers close to IDLE position and then forward to increase the power to track the selected airspeed. 260 kt with AP engaged.5 Load 19. ACFOG-2247 1-16 REVISION 9 LOAD 19.

such as AP FAULT. requiring additional checks on both FGCS channels every 600 FH to meet safety requirements. NOTE: AFCS related messages may be displayed during the PBIT and. had their latches removed in LOAD 17. when the AFCS performs the power-up servo BIT.3. some specific latent failures become evident.3 Both FGCS channels must be checked every 600 FH according to SB170-22-0003. indicating that a maintenance action is necessary. AFCS software has been improved and does not require these actions. if no failure is detected. After that. Per LOAD 19.3 Affected manual pages: N/A. The Automatic Flight FAULT EICAS messages which indicate loss of redundancy.3. A unique fault record will be stored in maintenance memory indicating the cause as the power-up command comparison monitor trip.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – FGCS priority switching modifications. Yaw Damper and Auto Pitch Trim. 1-16 Page 4 LOAD 19. FD FAULT. Load 17. PBIT checks the FGCS commands for 5 seconds after on ground power-up and detects latent failures and does not require FGCS channels to be checked every 600 FH. This loss will result in an associated functional fault message on the EICAS. A fault detected during this 5 second period will be latched. and AP PITCH TRIM FAULT. elevator servo. After an on-ground power-up. Load 19. AT FAULT. parallel rudder servo. This issue was addressed by a Service Bulletin and an AD. they are removed in approximately 3 minutes. resulting in the loss of the associated functionality. YD FAULT. This will allow the monitors to detect latent failures that result in erroneous commands which would normally be detected in air and consequently would not go annunciated on ground. the command comparison monitors will be activated for 5 seconds for aileron servo.3 REVISION 9 ACFOG-2247 .

Load 17.5. Per LOAD 19. Load 17. No pitch oscillations during climbs using FLCH mode.5 Load 19. the FLCH function was updated to prevent these behaviors.5 AP FAIL message due disengagement of AP by force on the control wheel.3 Pitch oscillations during climbs using FLCH mode.3. ACFOG-2247 1-16 REVISION 9 LOAD 19. Embraer received reports regarding a low frequency pitch oscillation with a period of 20 up to 50 seconds while climbing using the Flight Level Change mode and Pitch Attitude misbehavior at the beginning of FLCH maneuver (too aggressive pitch up when going up and too aggressive pitch down when going down). the AP logic was updated and AP FAIL message is not displayed due disengagement by force on the control wheel. Per LOAD 17. Affected manual pages: N/A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 5 – AP FAIL CAUTION message due to AP disengagement by force on the control wheel. Load 19.3 Affected manual pages: AOM-1502 14-03-10 page 3. Per LOAD 19.3. 6 – Pitch oscillation during climb using FLCH mode. autopilot disengagement by force on the control wheel might result in AP FAIL message due to system logic misbehavior. No AP FAIL message due to AP disengagement by force on the control wheel.3 Page 5 .

Per LOAD 17.3 Affected manual pages: N/A.5. ADS PROBE 1(2)(3)(4) FAIL. No spurious ADS related EICAS messages during taxi under strong crosswinds. Large disagreements (up to 60 kt) were observed between the airspeed values obtained by the Air Data Systems (ADS) while on ground. 1-16 Page 6 LOAD 19. Load 17. Per LOAD 19.3 REVISION 9 ACFOG-2247 . These differences are tripping the Air Data Monitor on ground. etc).5 Spurious ADS related EICAS messages are displayed during taxi under strong cross-winds. Load 19. In service reports showed that some EICAS messages are displayed due to strong crosswinds during taxi (AP FAIL. AFCS FAULT.3.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – On-ground Air Data Monitoring. the Air Data Monitor considers the airplane is on ground when airspeed is 60 kt or lower. the Air Data Monitor considers the airplane is on ground when airspeed is 80 kt or lower and groundspeed is lower than 40 kt. AT FAIL.

5 The Weather Radar info on the MFD disappears every time the PLAN mode is used. Per LOAD 17. Load 19.3 Affected manual pages: N/A.5.5. Weather Radar display settings are kept after PLAN mode is used. Load 19. Per LOAD 19. Weather Radar display settings are kept after PLAN mode is used and then the MAP mode is reselected. the Weather Radar info (Terrain/Weather) on the MFD disappears every time the PLAN mode is selected.5 It is not possible to select 950 ft/min when changing from 1000 ft/min to 900 ft/min. ACFOG-2247 1-16 REVISION 9 LOAD 19. Load 17. 2 – Vertical Speed selectable increments.3. It is possible to select 950 ft/min when VS is selected from 1000 ft/min to 900 ft/min. Per LOAD 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AVIONICS 1 – Loss of Weather Radar info when PLAN mode is used.3 Affected manual pages: N/A.3 Page 7 .3. VS of 950 ft/min can be selected when changing from 1000 ft/min to 900 ft/min. Load 17. VS of 950 ft/min cannot be selected when changing from 1000 ft/min to 900 ft/min. Per LOAD 19.

when the Pre-Selector Altitude knob (PSA) is set to an altitude higher than the planned initial cruise altitude.3. reset to the original cruise level the FMS does not accept this manual entry. if the PSA is set back to the initially planned altitude. the FMS synchronizes to the PSA selected altitudes equal or higher than the planned initial cruise altitude entered on the FMS. If the PSA is set to a higher flight level than FMS cruise flight level and. later. Per LOAD 19. the FMS does not accept a manual correction entry. The FMS synchronizes to the PSA selected altitudes equal or higher than the planned initial cruise altitude entered on the FMS. Per LOAD 17. After that.5.5 Load 19. Load 17. the FMS latches to this higher value.3 Affected manual pages: N/A.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Cruise Flight Level Entry not accepted when equal to PSA.3 REVISION 9 ACFOG-2247 . 1-16 Page 8 LOAD 19.

− Displays the missed approach procedure. Load 17.3 Affected manual pages: N/A.5. Load 19. ACFOG-2247 1-16 REVISION 9 LOAD 19. the VSD does not work in PLAN mode and the VSD scale is not adequate for some MAP ranges. Per LOAD 19. Per LOAD 17. − Vertical Scale is automatically adjusted with the selected range.5 VSD does not work on the PLAN mode and the scale is not adequate for some MAP ranges. works with the PLAN mode.3 Page 9 .3. cruise and descent). that now incorporates the following modifications: − Works with the PLAN mode (Centered Airplane or Centered Waypoint).AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 4 – Vertical Situation Display (VSD) improvements. is waypoint centered and displays missed approach. profile is adjusted to flight phase. some improvements were made to the Vertical Profile on the MFD. Improvements on the VSD: vertical scale is automatically adjusted. − Better display of the vertical profile adjusted to the flight phase (climb.

3 REVISION 9 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE VERTICAL SITUATION DISPLAY ACFOG-2247 1-16 Page 10 LOAD 19.

Per LOAD 19. a crosshair pointer. The cyan selector box selects the soft key under the crosshair pointer. This pointer provides better access to the ECL and MFD soft keys. controlled through the CCD touch pad. the cyan selector box jumps from one soft button to the next following pilot’s inputs on the CCD touchpad and there are six hot spots on the touch pad.5. VDL Mode 2 is an air-ground data link which provides the same services ACARS does. VDL mode 2 will be available through a Service Bulletin as an optional item. Load 17.3. Per LOAD 17. 6 – MFD Pointer and CCD hot spots. The hot spots have been removed from the MFD.3 No VDL Mode 2 support available. which instantly moves the cursor to correspondent position on the selected screen. Affected manual pages: AOM 14-09-15.5 Load 19. (Continued) ACFOG-2247 1-16 REVISION 11 LOAD 19. Per LOAD 19.3. The flight crew interface remains the same. but is over 10 times faster than the ACARS. VDL Mode 2 support available. the CMF Software was updated to support Mode 2 data. is displayed on the MFD selectable areas only to provide a visual feedback of the cursor position.3 Page 11 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 5 – CMF Software update to support VDL Mode 2. one in each corner and at top and bottom centers. The most significant difference is the protocol and speed of which the data communication will take place with the ground stations allowing faster and reliable data transmission.

3 Affected manual pages: AOM 14-01-25 and 14-01-30. Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE (Continued) The PFD hot spots remain available for NAV/COM radio box selection.5 Load 19.3 REVISION 11 ACFOG-2247 . MFD CURSOR 1-16 Page 12 LOAD 19. Hot spots were removed from the MFD. and there are six hot spots on the MFD. The touch pad controls the cyan selector box that jumps from one soft button to the next. The touch pad controls a crosshair pointer and the cyan selector box jumps selecting the soft button under the pointer.

Per LOAD 19.3 N/A. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 17.5. Wind.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – PITCH and ROLL attitude information.5 Load 19. IRS 1 STATUS PAGE 1/1 ACFOG-2247 1-16 REVISION 11 LOAD 19.3. the IRS 1(2) STATUS page 1/1 displays IRS Position. Ground Speed (GS). Load 17. the IRS 1(2) STATUS page 1/1 also displays the airplane PITCH and ROLL attitude. Drift Rate (DFT RT) and the distance to FMS position.3 Page 12A . IRS 1(2) STATUS page 1/1 displays the airplane PITCH and ROLL attitude. Affected manual pages: N/A.

Affected manual pages: N/A. Load 17. Link on the right manifold temperature to its respective bleed. The left side indication link works properly. 1-16 Page 12B LOAD 19. Per LOAD 17.5 Load 19. Per LOAD 19. the link of the right manifold temperature indication to the respective bleed line is not displayed anymore.3.5.3 REVISION 11 ACFOG-2247 . the link of the right manifold temperature indication to the respective bleed line is displayed on Anti-Ice Synoptic.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS 1 – Anti-Ice Synoptic: Right Manifold Temperature Indication.3 No link on the right manifold temperature indication.

RTE pages layout was updated for commonality with the FLT PLAN pages.5.5 Load 19.3 RTE pages have an independent layout. FMS RTE PAGE 1/3 ACFOG-2247 1-16 REVISION 9 LOAD 19. Per LOAD 19.3 Page 13 . the FMS Route pages (RTE) have an independent layout.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FMS 1 – FMS route pages (RTE) commonality with FLT PLAN page. the FMS RTE pages layout was updated for commonality with the FLT PLAN pages. Per LOAD 17. New prompts were created in order to make the navigation through the RTE pages and system initialization more friendly. Affected manual pages: N/A. Load 17.3.

3 Affected manual pages: N/A. Correct display of uplinked flight plan on route page. and also allowed the uplink of wind information for several waypoints of the flight plan.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – Flight Plan and Wind Data uplink – AOC datalink.3. Load 19. use of wind information on several waypoints and acceptance of wind information on the performance flight plan. Per LOAD 19. Load 17. 1-16 Page 14 LOAD 19. the modifications implemented correct the display of the uplink flight plan on the ROUTE page. Acceptance of this wind information is now also incorporated to the performance flight plan.3 REVISION 9 ACFOG-2247 .5 N/A.

PRIMUS EPIC SYSTEM SOFTWARE A new VNAV non-precision approach mode was created for commonality with ILS approach procedure. 18A and 18B. the GP will be armed.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – VNAV Glide Path (VGP) approach mode. VGP approach mode enabled. The VGP mode is engaged only when the airplane is within 5 Nm from the FAF and the FD disregards the PSA allowing the pilot to select the missed approach altitude. The VGP may be armed when the airplane is within 30 Nm radial distance from the FAF. Affected manual pages: AOM 14-03-10 pages 17.5 Load 19.3 N/A. When the pilot selects a non-localizer based approach with a published constant glide path angle on the FMS and presses the APP button on the Guidance panel.3 Page 15 . Load 17. ACFOG-2247 1-16 REVISION 9 LOAD 19. When the VGP mode is armed a white diamond is displayed above the FMS vertical deviation which indicates the Glide Path reference before the interception.

3 REVISION 9 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE VGP ARMED AND ENGAGED ACFOG-2247 1-16 Page 16 LOAD 19.

Load 17.3 Affected manual pages: N/A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 4 – Altitude constraints at the ABEAM waypoints lost after DIRECT TO command. Per LOAD 17. the nominal bank angle used by the FMS to compute the planned turn radius is 20° within 30 Nm from the departure or arrival airport along the flight path.5 Nominal bank angle is 20° within 30 Nm from the departure or arrival airport along the flight path.3 Page 17 . Nominal bank angle is 20° within 30 Nm radial distance from the departure or arrival airport. Load 17.5. Load 19.3. Per LOAD 19. Per LOAD 19. Per LOAD 17. The FMS holds the altitude constraints at the ABEAM waypoints after DIRECT TO is selected on FMS. the nominal bank angle used by the FMS to compute the planned turn radius is 20° within 30 Nm radial distance from the departure or arrival airport. ACFOG-2247 1-16 REVISION 9 LOAD 19. 5 – FMS maximum bank angle in terminal areas. the altitude constraints at the ABEAM waypoints are lost after DIRECT TO is selected on FMS.5.3 Affected manual pages: N/A.3. the FMS holds the altitude constraints at the ABEAM waypoints after DIRECT TO is selected on FMS. Load 19.5 The altitude constraints at the ABEAM waypoints are lost after DIRECT TO is selected on FMS.

LOC or ILS on PROGRESS page 1/3 using the station identifier or the frequency number if the preview mode (PREV) is active on the PFD. when tuning a VOR.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – NAV tuning on FMS PROGRESS page. NAV radio tuning may be performed on FMS PROGRESS page 1/3 with preview mode (PREV) active on the PFD. Per LOAD 17.5.5. Per LOAD 19. LOC or ILS on FMS PROGRESS page 1/3 using the station identifier or the frequency number.3 REVISION 9 ACFOG-2247 . 1-16 Page 18 LOAD 19. Load 17. FMS does not accept tuning a VOR.3 Affected manuals pages: OB 170-015/06. the FMS may not accept the change if the preview mode (PREV) is active on the PFD.3.5 Load 19. normal NAV radio tuning is possible on the FMS PROGRESS page 1/3 with preview mode (PREV) active on the PFD. This misbehavior was introduced with LOAD 17.

the “FMS tune Enable/Disable” prompt on the MCDU RADIO page was synchronized to both NAV radios and could be incorrectly understood as an FMS Autotune ON/OFF. meaning that tuning mode is “FMS Auto” if ON is selected or “Manual” if OFF is selected. The current tuning mode may be verified on the PFD NAV box and on the MCDU RADIO page 1/2. ACFOG-2247 1-16 REVISION 9 LOAD 19. − “Manual”: No “FMS Auto” on the MCDU RADIO page 1/2 and green on the PFD NAV box. Load 19. − “FMS Auto ON”: “FMS Auto” on the MCDU RADIO page 1/2 and magenta on the PFD NAV box. − The FMS tuning mode is not synched to both NAV radios. leaving the pilot not knowing if the FMS was in Auto Tune or not.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – NAV RADIO tuning improvements. Also.5 The prompt on the radio page is “FMS Tune Enable/Disable”.3 Affected manual pages: AFM limitation in S4-05. R. when this prompt was selected to DISABLE some confusion between the PFD NAV box and MCDU RADIO page could happen.3 Page 19 . V. The prompt on the NAV 1(2) page 1/1 is “FMS Auto ON/OFF”.3. Load 17. Per LOAD 19.5. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 17. the tuning modes (A. − On FMS PROGRESS page. a simplified logic for radio tuning was implemented as follows: − The label on the MCDU RADIO page “FMS Auto”. M) are not displayed.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE NAV TUNING ACFOG-2247 1-16 Page 20 LOAD 19.3 REVISION 9 .

the tuning mode is reverted to manual. with no “FMS AUTO” indication on the MCDU RADIO page and the frequency displayed in green on the PFD when VOR/LOC is selected as primary navigation source.5. Normal reversion to manual tuning mode. then the tuning mode reverts to Manual. the tuning mode remains “FMS AUTO” until the ILS frequency auto-tuned.3 Page 21 .5. the NAV frequency on the PFD becomes green. When the preview mode (PREV) is selected. The tuning mode reverts to manual. and the FMS is not capable of autotuning the NAV radio anymore. the RADIO page on the MCDU also displays "FMS AUTO".3. Load 17. but the frequency displayed on the PFD remains magenta. NAV frequency on PFD is displayed in green when VOR/LOC is selected as the primary navigation source. This misbehavior was introduced with LOAD 17. Per LOAD 17. ACFOG-2247 1-16 REVISION 10 LOAD 19. normal reversion to manual tuning mode.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 8 – FMS autotune displayed with VOR/LOC selected as navigation source.3 Affected manuals pages: N/A. NAV frequency on PFD is displayed in magenta and the MCDU RADIO page displays "FMS AUTO" when VOR/LOC is selected as the primary navigation source or preview mode is selected. Per LOAD 19. with the autotune in AUTO.5 Load 19. but the FMS is not capable of autotuning the radio. when VOR/LOC is selected as the primary navigation source or preview is selected.

− The Takeoff Configuration Warning also verifies if the FLAP setting is the same selected in TAKEOFF page.3 N/A.3 REVISION 9 ACFOG-2247 . AOM 14-15-20 page 1. − The QRH verifies if the V-speeds are in ascending order. Per LOAD 19. Load 17. if not they are displayed in inverse video. if not the aural “NO TAKEOFF FLAPS” will be activated upon pressing the T/O CONFIG button. Affected manuals pages: AOM 14-09-25 page 29. Re-design of the FMS QRH TAKEOFF and LANDING pages. − If the actual takeoff weight is below the BOW.5 Load 19.3. it will be displayed in inverse video on the QRH TAKEOFF page. 1-16 Page 22 LOAD 19. the QRH TAKEOFF and LANDING pages have been re-designed to implement the following features: − BARO SET is displayed in "inHG" and "HPa".PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – Initial development of FMS QRH pages.

5 Load 19. LNAV drops to ROLL basic mode during approaches with large heading change turns without showing FD LATERAL MODE OFF message. − Disengagement of LNAV mode. − Flight Director dropping to the ROLL basic mode without the associated EICAS message. and.3 Affected manuals pages: N/A ACFOG-2247 1-16 REVISION 11 LOAD 19. the FMS cannot calculate the next intercept waypoint. in approach procedures having a track change near 180° with speeds greater than 200 KIAS. Per LOAD 17. Per LOAD 19. Load 17.3.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 10 – LNAV Drop during large heading change turn. the FMS calculates the intercept waypoint and the Flight Director provides LNAV guidance to intercept the final approach course. FD does not drop to ROLL basic mode during high speed approach turns. The pilot must be aware of airplane position because trajectory overshoot may happen on high speed approach turns when intercepting the final approach course.5.3 Page 22A . resulting in: − Development of a Flight Plan discontinuity.

PRIMUS EPIC SYSTEM SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

11 – CHECK LDG SPEEDS scratchpad message. Per LOAD 17.5, landing V-Speeds are not cleared after takeoff. Per LOAD 19.3, a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the landing V-Speeds were not inserted on the LANDING page whenever at least one of the following conditions is met: − the airplane is within 50 nm radial distance from the destination; − the Slat/Flap is not retracted; or − the landing gear is down. Additionally, if the landing V-Speeds inserted on the LANDING page before the takeoff are not being displayed on the PFD, they are deleted on the FMS 15 min after takeoff. Load 17.5 Landing V-Speeds are not cleared after takeoff. Landing V-Speeds are deleted 15 min after takeoff, if they are not being displayed the PFD and a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the landing V-Speeds were not input.

Load 19.3

Affected manual pages: N/A.

1-16
Page 22B LOAD 19.3
REVISION 11

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

PRIMUS EPIC SYSTEM SOFTWARE

12 – VNAV behavior when reaching SPD/ALT LIM during descent with VPATH or VFLCH. On PERFORMANCE INIT page 3/3 a speed limit associated to an altitude may be selected on the SPD/ALT LIM prompt (1R). The default value is 250 kt below 10000 ft. Per LOAD 17.5, the FMS does not prevent the airplane from passing a speed/altitude limit faster than the speed limit. Per LOAD 19.3, during VPATH or VFLCH descents with autothrottle engaged, when reaching the SPD/ALT LIM altitude with airspeed greater than the speed limit, the FMS commands VASEL and VALT to reduce the airspeed below the limit before resuming descent. Then the airplane resumes descent with VFLCH. Deleting the SPD/ALT LIM on the PERFORMANCE INIT page 3/3 clears the speed limit and the FMS does not command the intermediate level off. The FMS does not prevent the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit. The FMS prevents the airplane from descending below a speed/altitude limit with airspeed greater than the speed limit.

Load 17.5

Load 19.3

Affected manual pages: N/A.

ACFOG-2247

1-16
REVISION 11

LOAD 19.3

Page 22C

PRIMUS EPIC SYSTEM SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

INTENTIONALLY BLANK

1-16
Page 22D LOAD 19.3
REVISION 11

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

PRIMUS EPIC SYSTEM SOFTWARE

FLIGHT CONTROLS
1 – PITCH TRIM FAIL EICAS CAUTION message does not inhibit other Pitch Trim System related messages. Per LOAD 17.5, the PITCH TRIM FAIL message does not inhibit the AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages. Per LOAD 19.3, PITCH TRIM FAIL message inhibits the AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages. Load 17.5 PITCH TRIM FAIL message does not inhibit AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages. PITCH TRIM FAIL message inhibits AUTO CONFIG TRIM FAIL and PITCH TRIM LO RATE messages.

Load 19.3

Affected manual pages: N/A. 2 – Flight Controls FAIL EICAS messages inhibition on ground. Per LOAD 17.5, ELEVATOR LH (RH) FAIL, RUDDER FAIL and AILERON LH (RH) FAIL messages are displayed on ground when the associated hydraulic systems are depressurized on phases K1 and K2a. Per LOAD 19.3, ELEVATOR LH (RH) FAIL, RUDDER FAIL and AILERON LH (RH) FAIL messages are inhibited on ground during phases K1 and K2a if both hydraulic systems that power the surface are depressurized. NOTE: AILERON LH (RH) FAIL messages is not inhibited if the aileron is disconnect. Load 17.5 Hydraulic system low pressure trigger spurious Flight Controls FAIL messages on ground. Hydraulic system low pressure does not trigger Flight Controls FAIL messages on phases K1 and K2a.

Load 19.3

Affected manual pages: N/A.
ACFOG-2247

1-16
REVISION 9

LOAD 19.3

Page 23

PRIMUS EPIC SYSTEM SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

3 – Spurious EICAS messages after engines shutdown. Per LOAD 17.5, during engine shutdown, with the airplane on ground, the FADEC is automatically reset when N2 is below 5%, providing invalid data during approximately 2.5 seconds. This behavior makes the following messages to be spuriously displayed on the EICAS: − GROUND SPOILERS FAIL; − RUDDER LIMITER FAIL; − ELEV THR COMP FAIL; − FLT CTRL FAULT. Per LOAD 19.3, the spurious EICAS messages are not displayed after engine shut down. Load 17.5 Spurious EICAS messages after engine shutdown due to a brief FADEC reset. No spurious messages after engine shutdown on the ground.

Load 19.3

Affected manual pages: N/A. 4 – RUDDER LIMITER FAIL EICAS CAUTION message. Per LOAD 17.5, fast movements on the rudder pedal trigger spurious RUDDER LIMITER FAIL and FLT CTRL NO DISPATCH messages. In this situation, these messages are displayed when the FCM receives different pedal position data from ASCB and from CAN BUS due to the different data transfer rates. Per LOAD 19.3, the FCM uses a more robust logic and reads data from ASCB only, to avoid spurious RUDDER LIMITER FAIL message. Load 17.5 Spurious RUDDER LIMITER FAIL EICAS CAUTION message displayed when pedals are commanded at high rates. No spurious display of RUDDER LIMITER FAIL when pedals are commanded at high rates.

Load 19.3

Affected manual pages: N/A.
ACFOG-2247

1-16
Page 24 LOAD 19.3
REVISION 9

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – STAB LOCK FAULT EICAS message.

PRIMUS EPIC SYSTEM SOFTWARE

Per LOAD 17.5, the STAB LOCK FAULT EICAS message is displayed in-flight due to uncommanded motion of the Horizontal Stabilizer and, after landing, the FLT CTRL NO DISPATCH displayed due to the same reason. Per LOAD 19.3, STAB LOCK FAULT EICAS message inhibits the FLT CTRL NO DISPATCH due to uncommanded motion of the Horizontal Stabilizer, since they are redundant in this scenario. Load 17.5 STAB LOCK FAULT and FLT CTRL NO DISPATCH EICAS messages are displayed due to uncommanded motion of the Horizontal Stabilizer. Only STAB LOCK FAULT EICAS CAUTION message is displayed due to uncommanded motion of the Horizontal Stabilizer.

Load 19.3

Affected manual pages: N/A.

ACFOG-2247

1-16
REVISION 9

LOAD 19.3

Page 25

PRIMUS EPIC SYSTEM SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

LANDING GEAR AND BRAKES
1 – PRKG BRK NOT RELEASED EICAS message. To prevent application of the Emergency/Parking Brake in flight, an EICAS message was created on LOAD 19.3. This message is displayed every time the Emergency/Parking Brake is applied in flight. Load 17.5 No EICAS message about the Parking Brake application while flying. EICAS message PRKG BRK NOT RELEASED displayed when airplane is in the air and the Emergency/Parking Brake is applied.

Load 19.3

Affected manual pages: AOM 14-13-30.

1-16
Page 26 LOAD 19.3
REVISION 9

ACFOG-2247

Load 17. Affected manual pages: N/A.3. The Brakes Temperature item must be set as an open loop upon ECL database creation. Affected manual pages: AFM. Thus. Per LOAD 19.3.3 Page 27 . but is not used by the FMS to display the glide path compensated for temperature deviations when performing VGP approaches. The use of temperature compensation is prohibited when using VGP approach mode. Per LOAD 19. the temperature compensation is calculated.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE MISBEHAVIOR 1 – VGP Approaches cannot be performed with temperature compensation. VGP approaches must not be performed if temperature compensations is needed. 2 – ECL Brakes Temperature closed loop.5 Load 19.3 N/A. Load 17. Thus. the flight crew must verify the brakes temperature within normal operation range and check manually the item with the CCD. Brakes Temperature closed loop feature does not work properly.3 N/A. ACFOG-2247 1-16 REVISION 10 LOAD 19. the ECL closed loop for Brakes Temperature is not checked automatically if the Brakes Temperature are in normal operating range.5 Load 19.

In this situation. the EXCEEDS P ALTITUDE LIMIT scratchpad message is displayed on the MCDU when the airplane is between 15000 ft and 25000 ft during climb or descent.3 REVISION 21 . the runway elevation (ELEV) displayed on the TAKEOFF page is obtained from the FMS Navigation Database. the FMS updates the runway elevation (ELEV) and the pressure altitude (P ALT) values on the FMS TAKEOFF page 1/3 based on actual airplane pressure altitude measured by the Air Data System. Load 19. If the alternate flight plan is inserted on the RTE pages or on the FLT PLAN pages the message is not displayed. the message is not displayed. if no departure runway is selected on the FMS or the runway heading is manually inserted by the pilot on the TAKEOFF page. Load 17. the scratchpad message EXCEEDS P ALTITUDE LIMIT is displayed when the airplane is between 15000 ft and 25000 ft during climb or descent. If no departure runway is available for the takeoff runway. ACFOG-2247 1-16 Page 28 LOAD 19.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – EXCEEDS P ALTITUDE LIMIT scratchpad message. The ELEV and P ALT prompts on the FMS TAKEOFF page 1/3 are updated based on the airplane pressure altitude. the FMS behavior is the same described above.5 N/A. either the P ALT or ELEV may be manually inserted.3 Affected manual pages: AOM 14-09-25. Per LOAD 19. In this situation. If a flight plan is selected on the FLT PLAN LIST page to be flown as an alternate flight plan. either the P ALT or ELEV may be manually inserted on the TAKEOFF page 1/3 to prevent the message display. In this situation ELEV and P ALT remain the same and the message is not displayed. If a departure runway is selected on the FMS DEPARTURE page and the runway heading is not changed. based on ELEV and altimeter setting (B SET).3. In this situation. In this case. and P ALT displayed is also a fixed value.

170-004/07. the V-Speeds and the F-Bug are disappearing from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-004/07. Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 4 – V-Speeds and F-Bug display logic on the PFD. Load 19.5 N/A.3 Affected manual pages: O.5.3 Page 29 . ACFOG-2247 1-16 REVISION 11 LOAD 19. Per LOAD 17. the V-Speeds and the F-Bug are removed from the Speed Tape on the PFD when the airplane is higher than 1500 ft above the takeoff field elevation and faster than VFS + 20 kt. The solution is available in LOAD 19. The V-Speeds and the F-Bug disappear from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt.B.3.4. Per LOAD 19.

the NAV radio identifier and the frequency number are displayed on the FMS PROGRESS page 1/3 based on the FMS navigation database regardless of the tuning mode and distance to the station. Load 17.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – NAV radio tuning on PROGRESS page 1/3.3 REVISION 11 ACFOG-2247 . 1-16 Page 30 LOAD 19. if a NAV radio is manually tuned.3 Affected manual pages: N/A.5 Load 19.3. the NAV radio identifier is displayed as amber dashes when the tuning mode is FMS AUTO and a NAV radio is manually tuned using either the station identifier or the frequency if the airplane is outside the station Standard Service Volume. The frequency number is displayed on the FMS PROGRESS page 1/3 based on the FMS navigation database regardless of the tuning mode and distance to the station. the NAV radio identifier is not displayed on the FMS PROGRESS page 1/3 if the airplane is outside of the NAV radio Standard Service Volume (SSV) obtained from the FMS navigation database. Per LOAD 17. The NAV radio identifier is displayed if the station identifier and the frequency number is manually inserted a second time regardless of the distance to the station. Per LOAD 19.5. The NAV radio identifier and the frequency number are displayed on the FMS PROGRESS page 1/3 based on the FMS navigation database regardless of the tuning mode and distance to the station. When on FMS AUTO.

Load 19. CRS Preview Pointer ACFOG-2247 1-16 REVISION 11 LOAD 19. if the preview mode (PREV) is activated to preview an ILS/LOC course.3 Affected manual pages: N/A. when the FMS is autotuning a VOR station within 25 nm to the destination. if the preview mode (PREV) is activated to preview an ILS/LOC station.3 Page 31 . when using the FMS as navigation source. Load 17.5. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 17. CRS Preview Pointer does not automatically display the LOC course on the PFD when the FMS is autotuning a VOR station and preview mode (PREV) is activated.3. the ILS/LOC frequency is tuned by the FMS and the CRS Preview Pointer displays the LOC course on the PFD. the ILS/LOC frequency is tuned by the FMS but the CRS Preview Pointer does not automatically display the LOC course on the PFD. Per LOAD 19.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – CRS Preview Pointer not set to LOC course.5 CRS Preview Pointer displays the LOC course on the PFD when the preview mode (PREV) is used.

FMS uses current wind. FMS uses wind information to calculate FUEL remaining and estimated time en route (ETE) displayed on PERF PLAN pages in flight. which may result in discrepancies. On ground. Load 19. ACFOG-2247 1-16 Page 32 LOAD 19. Per LOAD 19. based on: − Current wind: if the waypoint is near the airplane. − CRZ WINDS inserted by the PERFORMANCE INIT page 3/3. the FMS calculates FUEL remaining and ETE based on forecasted winds.3 REVISION 11 . − Forecasted winds: if the waypoint is far from the airplane. The IRS calculates the current winds and the FMS uses such value throughout the remaining waypoints to calculate FUEL remaining and Estimated Time Enroute (ETE). This behavior leads to discrepancies in ETE and FUEL remaining when significant wind variations occur along the route. FMS does not use forecasted winds for performance predictions in flight. displayed when the W/T prompts are selected on the PERF PLAN pages.3.3 Affected manual pages: N/A. The forecasted wind information used by the FMS may be: − Wind data from the datalink. Load 17. or pilot on the − WIND inserted by the pilot on WIND/TEMP pages. On ground.5. which are updated as the current wind changes. Per LOAD 17. when in flight. to calculate Fuel remaining and ETE.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – FMS not using forecasted winds to calculate the FUEL remaining and the ETE on PERF PLAN pages. the FMS calculates FUEL remaining and ETE based on forecasted winds.5 FMS blends current wind and forecasted winds to calculate Fuel remaining and ETE.

and as a result.3. Estimated Time of Arrival (ETA). The miscalculated distance is displayed on the ACTIVE FLT PLAN pages. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 19. FMS miscalculates the distance to the STAR or APPROACH transition waypoint. Estimated Time En-route (ETE). thus they are not affected by this misbehavior.3 Page 33 . − Only the first waypoint in the selected ARRIVAL procedure (STAR and/or APPROACH) is affected. Embraer investigation on this subject indicated that: − It does not occur if no ALTERNATE FPL is inserted. Load 17. and − The correct distance is recalculated upon re-entry of the affected waypoint.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 8 – FMS distance between waypoints.5 N/A FMS miscalculates the distance to the STAR/APPROACH transition waypoint. ACFOG-2247 1-16 REVISION 11 LOAD 19. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-005/07. when an ARRIVAL or ALTERNATE FPL is inserted or modified.3 Affected manual pages: OB 170-005/07. fuel predictions and TOD position calculations are affected. Load 19. when an ARRIVAL or an ALTERNATE FPL is inserted or modified. The LNAV guidance and the MFD MAP are based on the FMS database LAT/LONG information.

3 REVISION 12 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – FMS AUTO label on RADIO page 1/2.A.5 Load 19.3 installation. FMS AUTO label should be displayed on MCDU RADIO page 1/2 when FMS is in Autotune mode. the FMS AUTO label may be disabled during LOAD 19.3 N. Per LOAD 19. Affected manual pages: N/A. Autotune mode still works properly and the tuning mode may be confirmed on PFD NAV box: − Magenta: Autotune mode. Load 17. 1-16 Page 34 LOAD 19. FMS AUTO label may be disabled during LOAD 19. In this condition.3. − Green: Manual mode.3 installation.

• CMF Stuck When the airplane is around an area where there is a signal strength difference between ground stations. Therefore.3 Page 35 .3 N/A. ACFOG-2247 1-16 REVISION 15 LOAD 19.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 10 – CMF Misbehaviors. no action is required by flight crew and the ACARS remains operative. Load 17. the Flight Number is changed on the CMF INIT Page. ground stations are unable to identify the source of information and the message sent will not reach intended final address. There is no EICAS message associated to this behavior. may not be sent during downlink transmission even though the message is correctly fulfilled by the flight crew. used to identify the origin of the message. Affected manual pages: N/A. remaining in this condition for the rest of the flight. • Zero Fill The CMF INIT page does not accept Flight Numbers starting or ending with zero. A Power Down Power Up procedure is necessary to re-establish CMF functionality. The solution for these misbehaviors is available in LOAD 21. CMF Misbehaviors.5 Load 19.2. • Agency Code (Airline ID Missing) The Airline ID. Should this message be presented. the ACARS transmission may not be operative. When entering a Flight Number that starts or ends with zero. • CMF 1 FAIL ADVISORY Message: PRIMUS EPIC SYSTEM SOFTWARE The CMF 1 FAIL message may be displayed on the EICAS then self cleared a few seconds later.

3 Affected manual pages: N/A. If the crew had previously entered landing speeds. Load 17. Affected manual pages: N/A.3. Per LOAD 19.3 N/A.3 REVISION 15 ACFOG-2247 . 1-16 Page 36 LOAD 19.3 given the improvements done from previous load versions. but it is still present. Load 17. This condition is rarer to occur in LOAD 19. Embraer has observed some events of cockpit printer not printing ACARS messages. A printer inoperative condition may occur when the ACARS is not transmitting or when the CMC freezes or looses part of its functions. 12 – Takeoff speeds replaced by landing speeds. and − The FMS considers the airplane airborne (15 s after reaching 40 kt of groundspeed).5 Load 19. Takeoff speed bugs may be replaced by the landing speed bugs during takeoff. Per LOAD 19.3. − Direct distance to destination is less than 50 nm.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 11 – Printer Inoperative.5 N/A. Inoperative printer events. if the direct distance to destination is less than 50 nm. the landing speed bugs are displayed on the PFD. Load 19. the takeoff speed bugs on the PFD disappear when the following conditions are all met: − The difference between the airplane pressure altitude and field elevation exceeds 100 ft.

right after a transition to VASEL. 14 – Auto Flight slow lateral oscillation during ILS capture. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-001/08.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 13 – Rate of descent more than commanded. the AFCS receives any target altitude change in a very small time interval. The airplane may oscillate about the localizer beam centerline when there is no co-located DME. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 19.3 N/A. Affected manual pages: OB 170-005/08.3. the FMS will provide an invalid distance to the localizer station. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-005/08. but LOAD 21.3. when performing a climb or a descent with VNAV engaged if. causing the airplane to slowly oscillate about the localizer beam centerline.3 N/A. when there is no co-located DME. it will remain in VASEL and start the climb or descend in this mode with a greater than usual rate. The final solution will be available in LOAD 23. Load 17. Affected manual pages: OB 170-001/08. The airplane may descend or climb in VASEL causing the airplane to have unusual attitudes. Load 17. and the FD commands become degraded.5 Load 19.3 Page 37 . Per LOAD 19. ACFOG-2247 1-16 REVISION 15 LOAD 19.5 Load 19.4 reduces the time frame during which this behavior may occur.

3 REVISION 15 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-16 Page 38 LOAD 19.

Primus Epic System Software Previous Version LOAD 19.3 Current Version LOAD 19.4 The table below shows the previous and the current version of the Primus Epic System Software.4 Page 1 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 19. ACFOG-2247 1-17 REVISION 11 LOAD 19. all of which offer some impact in the operation of EMBRAER 170/175 airplanes.4 The information that follows is a list of the items implemented in this current software version.

4 REVISION 11 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – V-Speeds and F-Bug display logic on the PFD.4 Affected manual pages: O. the V-Speeds and the F-Bug are disappearing from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt. Per LOAD 19.3 Load 19. Per LOAD 19.170-004/07.3. The V-Speeds and the F-Bug disappear from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than V2 + 20 kt. The V-Speeds and the F-Bug are removed from the PFD when the airplane is above 1500 ft AFE and with airspeed greater than VFS + 20 kt.4. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-004/07. Load 19. 1-17 Page 2 LOAD 19. the V-Speeds and the F-Bug are removed from the Speed Tape on the PFD when the airplane is higher than 1500 ft above the takeoff field elevation and faster than VFS + 20 kt.B.

ACFOG-2247 1-18 REVISION 12 LOAD 21.4 Current Version LOAD 21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 21.2 The table below shows the previous and the current version of the Primus Epic System Software.2 The information that follows is a list of the items implemented in this current software version. Primus Epic System Software Previous Version LOAD 19. all of which offer some impact in the operation of EMBRAER 170/175 airplanes.2 Page 1 .

Load 19.4. Per LOAD 19. Per LOAD 21.4 N/A. Load 21. Load 21. QRH EAP4.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – APU ALTITUDE EXCEED EICAS CAUTION message.3. AOM 4 APU Abnormal Procedures. APU ALTITUDE EXCEED EICAS caution message is displayed when the APU operational ceiling is exceeded.2.2.2 Affected manual sections: AFM 4-08.2 REVISION 12 . Per LOAD 21.4 Brakes Temperature closed loop feature does not work properly. This misbehavior was introduced with LOAD 19. AOM 14-04-15. Brakes Temperature closed loop feature works properly. Load 19. 2 – ECL Brakes Temperature closed loop. the ECL closed loop for Brakes Temperature is not checked automatically if the Brakes Temperatures are in normal operating range. an APU ALTITUDE EXCEED EICAS caution message is displayed when the airplane is flying at or above 33500 ft with the APU running to inform the flight crew that the APU operational ceiling has been exceeded. the ECL closed loop for Brakes Temperature is automatically checked if the Brakes Temperatures are in normal operating range. ACFOG-2247 1-18 Page 2 LOAD 21.2 Affected manual sections: N/A.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 3 – HYD 3 PUMP A NOT ON EICAS message inhibition.4 HYD 3 PUMP A NOT ON EICAS displayed with the engines shutdown. Affected manual sections: AOM 14-15-10. message is Load 21.2.2 Page 3 . Load 19. Per LOAD 21.4. ACFOG-2247 1-18 REVISION 12 LOAD 21. HYD 3 PUMP A NOT ON EICAS message is inhibited during flight phases K1. HYD 3 PUMP A NOT ON EICAS message is inhibited during flight phases K3 and K5.2 HYD 3 PUMP A NOT ON EICAS message is not displayed with the engines shutdown. Per LOAD 19. K3 and K5 to match with the dark cockpit philosophy.

and the Green dot speeds are computed based on the stall speed. Per LOAD 19. thus it increases with bank angle and may oscillate when under turbulence.2 REVISION 13 ACFOG-2247 . and the Flap Maneuvering Speeds for other SLAT/FLAP settings.4 The Green dot indicates an ideal speed to extend the SLAT/FLAP when the airplane is below 20000 ft and oscillates under turbulence. NOTE: The green dot speed command for FLAP 1 may be higher than FMS calculated speed. the Green dot indicates the Drift Down speed when SLAT/FLAP is retracted. Per LOAD 21. use manual speeds or add 8 kt for flap 2 speeds. 1-18 Page 4 LOAD 21. Load 21.4.2.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – New Green dot speed reference. The Green dot indicates the Drift Down speed when SLAT/FLAP is retracted. In order to avoid this scenario. The Flap Maneuvering Speeds are computed based on airplane weight and SLAT/FLAP setting.2 Affected manual sections: AOM 14-09-05. thus the Green dot speed will not change with bank angle nor under turbulence. which may be used as a reference speed to extend the SLAT/FLAP. Load 19. and the Flap Maneuvering Speeds for other SLAT/FLAP settings. the Green dot (Ideal Flap Selection Speed) displayed on the Airspeed tape indicates an ideal speed to extend the SLAT/FLAP when the airplane is below 20000 ft.

2 Page 5 . CENTER EBAY FANS FAIL AVNX MAU 1A FAIL AVNX MAU 2A FAIL AVNX MAU 3A FAIL AC BUS 1 OFF AC ESS BUS OFF DC BUS 2 OFF DC ESS BUS 2 OFF ELEC EMERGENCY HYD 1 LO PRESS HYD 3 LO PRESS Load 19. QRH NP0-1. SOPM 3-10. The warning messages are displayed always at the top followed by Caution. Certain EICAS messages are displayed with a chevron sign. FWD EBAY FANS FAIL AVNX MAU 1B FAIL AVNX MAU 2B FAIL AVNX MAU 3B FAIL AC BUS 2 OFF DC BUS 1 OFF DC ESS BUS 1 OFF DC ESS BUS 3 OFF LG WOW SYS FAIL HYD 2 LO PRESS Affected manual sections: AOM 14-15-10.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – Chevron EICAS Messages. ACFOG-2247 1-18 REVISION 13 LOAD 21. EICAS messages are grouped and displayed in a chronological order according to their category.2 N/A.2. These indication was introduced to improve pilot awareness when multiple messages are triggered at the same time due to a common event. Per Load 21. a chevron sign (>) is displayed in the left of every EICAS message eligible to be the root cause of an event. Advisory and Information/Status.4.4 Load 21. in this order. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 19.

1 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FLIGHT CONTROL SYSTEM (FCS) 1 – AOA LIMIT FAIL EICAS message displayed due to wind gust. Load 19. 00:00:00). Per LOAD 21. FLT CTRL BIT EXPIRED is spuriously triggered due to the PBIT elapsed time calculation implementation.2. Per LOAD 19.4 Spurious AOA LIMIT FAIL EICAS message triggered on ground due to wind gusts.4. st Load 21.4 Spurious FLT CTRL BIT EXPIRED is triggered on st January.2 Affected manual sections: N/A. wind gusts on ground may spuriously trigger AOA LIMIT FAIL EICAS message.2. New Year transition does not trigger spurious FLT CTRL BIT EXPIRED. 1 .2 REVISION 12 ACFOG-2247 . st 2 – FLT CTRL BIT EXPIRED spuriously triggered on January. at 00:00:00. the ADS logic does not trigger AOA LIMIT FAIL EICAS message due to wind gusts when the airplane is on ground. 1-18 Page 6 LOAD 21. Per LOAD 21. at 00:00:00. Wind gusts does not trigger spurious AOA LIMIT FAIL EICAS message.4. Load 19. No spurious FLT CTRL BIT EXPIRED is triggered on st January. Load 21. Per LOAD 19.2 Affected manual sections: N/A. 1 . 1 . after New Year transition (January.

Per LOAD 19.2 Affected manual sections: AOM 14-15-10.2 Page 7 . K3. and K5. K4. Per LOAD 21. which would occur during K2a flight phase. If the hydraulic PBIT is not performed before engines start. FLT CTRL TEST IN PROG EICAS message is inhibited on flight phases K2b. Load 19. K4.4.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 3 – FLT CTRL TEST IN PROG EICAS status message inhibition. K3. ACFOG-2247 1-18 REVISION 12 LOAD 21.4 Load 21. FLT CTRL TEST IN PROG EICAS message is inhibited if the hydraulic PBIT is performed after engine start. and K5.2. FLT CTRL TEST IN PROG EICAS message is displayed if the hydraulic PBIT is performed after engine start. FLT CTRL TEST IN PROG EICAS message is inhibited on flight phases K2a. FLT CTRL TEST IN PROG message would be inhibited during the hydraulic PBIT. FLT CTRL TEST IN PROG message is displayed if the hydraulic PBIT is performed with engines running. K2b.

FLT CTRL NO DISPATCH EICAS message is displayed and the pitch trim indication is lost.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – Loss of one HS-ACE channel without an associated EICAS message. the pitch trim indication on EICAS is lost (amber dashes) with no associated EICAS message. Load 21. but the pitch trim indication is lost. Per LOAD 21.4 No EICAS message is displayed if one HS-ACE channel has failed.4. If one HS-ACE channel failed. Per LOAD 19. electrical and hydraulic.2. Load 19. Load 21. Per design. PBIT expire after 20 hours (elapsed time) since the last successful PBIT. electrical and hydraulic.4 The PBIT expires after 20 hours (elapsed time) since the last successful PBIT. AOM 14-08-45. FLT CTRL NO DISPATCH CAUTION EICAS message is displayed in case of one HS-ACE channel failed. a FLT CTRL NO DISPATCH EICAS message is displayed.2 Affected manual sections: AOM 14-08-10. Per LOAD 21. both. 5 – PBIT interval extended to 50 hours. if one HS-ACE (Horizontal Stabilizer Actuator Control Electronics) channel has failed. Load 19.2 REVISION 12 ACFOG-2247 .4.2. if one HS-ACE channel failed. The PBIT expires after 50 hours (elapsed time) since the last successful PBIT. Per LOAD 19.2 Affected manual sections: N/A. PBIT expire after 50 hours (elapsed time) since the last successful PBIT. 1-18 Page 8 LOAD 21.

4 Load 21.2. and the multifunction spoiler panels’ indication on the Flight Controls Synoptic page is displayed as amber dashes. SOPM 5-17. Load 19. K2a if the hydraulic system 1 or 2 is off to avoid SPOILER FAULT message display due to control wheel movement with both engines shutdown or during single engine operation. but the multifunction spoiler panels’ indication on the Flight Controls Synoptic page is displayed as amber dashes. SPOILER FAULT CAUTION EICAS message is not displayed if the control wheel is moved with hydraulic system 1 or 2 off. SPOILER FAULT CAUTION EICAS message is displayed if the control wheel is moved with hydraulic system 1 or 2 off.2 Page 9 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 6 – SPOILER FAULT CAUTION EICAS message displayed when the control wheel is moved with hydraulic system 1 or 2 OFF. Per LOAD 19. SPOILER FAULT CAUTION EICAS message inhibition is extended to flight phases K1. SPOILER FAULT CAUTION EICAS message is not displayed if the control wheel is moved or the roll trim is used. ACFOG-2247 1-18 REVISION 12 LOAD 21.2 Affected manual sections: AOM 14-15-10.4. Per LOAD 21. SPOILER FAULT CAUTION EICAS message is displayed if the control wheel is moved with hydraulic system 1 or 2 off.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – SPOILER FAULT EICAS message spuriously displayed with airspeed near 180 KIAS.2. Affected manual sections: N/A.4. Per LOAD 19.2 REVISION 12 ACFOG-2247 . spuriously Load 21. if deployed. speed brakes are not deployed if airspeed is below 180 KIAS and.4 SPOILER FAULT EICAS message displayed with airspeed near 180 KIAS. Per design. are automatically retracted if airspeed decreases below this threshold. Per LOAD 21. 1-18 Page 10 LOAD 21.2 System logic was updated to prevent spurious SPOILER FAULT EICAS message under this scenario. system logic was updated to prevent SPOILER FAULT EICAS message from being displayed spuriously when the airspeed is near 180 KIAS with the speed brake lever out of the CLOSE position. SPOILER FAULT EICAS message may be spuriously displayed when the speed brake lever is out of the CLOSE position with airspeed near 180 KIAS. Load 19.

ACFOG-2247 1-18 REVISION 12 LOAD 21.2 Page 11 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 8 – Speed brake lever out of stowed position during P-BIT. if the speed brake lever is out of the stowed position during the PBIT. if the speed brake lever is out of the stowed position during the PBIT. Per LOAD 21.4. Per LOAD 19. the SPOILER FAULT and the AUTO CONFIG TRIM FAIL EICAS messages are spuriously displayed after PBIT is finished.2.4 Load 21. PBIT is normally performed and SPDBRK LEVER DISAG message is displayed on EICAS if the speed brake lever is out of the stowed position. Spurious AUTO CONFIG TRIM FAIL and SPOILER FAULT EICAS messages displayed when the speed brake lever out of the stowed position.2 Affected manual sections: N/A. Load 19. the SPDBRK LEVER DISAG message is displayed on the EICAS right after PBIT finishes.

1-18 Page 12 LOAD 21. Approach speed limit activation considers distance to destination airport and altitude AGL.2 Affected manual sections: AOM 14-09-25. Load 21.0 NM and 3000 ft AGL).2. APPROACH SPEEDS page 2/3 was redesigned and the approach speed limit activation logic was updated to consider distance to destination airport and altitude AGL (default values are 15. which could lead to an unwanted early deceleration.0 NM) regardless of airplane altitude.2 REVISION 12 ACFOG-2247 . Per LOAD 21.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FMS 1 – Approach Speed Limit Activation.4 Approach speed limit activation considers only distance to destination airport.4. the approach speed limit is activated when the airplane is within the distance inserted on APPROACH SPEEDS page 2/3 (default distance is 15. Per LOAD 19. Load 19.

2 Page 13 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE APPROACH SPEEDS 2/3 PAGE ACFOG-2247 1-18 REVISION 12 LOAD 21.

Per LOAD 19.4 Load 21.3.2 FD reverts to ROLL mode upon LOC interception due to software misbehavior.2. Affected manual sections: AOM 14-09-05. the preview mode is removed from the PFD. it becomes the primary navigation source.4. And pressing it a third time disables the preview mode. Pressing PREV button a second time enables the opposite side LOC preview. Thus. Load 19. when using the FMS as primary navigation source. the PREV button must be pressed twice to disable the preview mode. if the V/L button is pressed to select the on-side LOC as primary navigation source while previewing the opposite side localizer. 1-18 Page 14 LOAD 21.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – FD reversion to ROLL mode upon LOC interception. the primary navigation source is reverted to the opposite side LOC upon capture and the Flight Director reverts to ROLL basic mode. Per LOAD 21. when the previewed LOC is captured. This misbehavior was introduced with LOAD 17. N/A. but remains active.2 REVISION 12 ACFOG-2247 . when previewing the on-side LOC. pressing the PREV button enables the on-side LOC preview on the PFD. In this condition.

PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 19. Load 19.2.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Default en route BANK FACTOR.2 Page 15 . Affected manual sections: N/A.4. the default en route BANK FACTOR used by the FMS in cruise (more than 30 NM radial distance from the departure and destiny airports) is 7°. ACFOG-2247 1-18 REVISION 12 LOAD 21. Per LOAD 21.2 The default BANK FACTOR in cruise is 7°. The default BANK FACTOR in cruise is 15°. the default nominal bank angle used by the FMS in cruise is 15°.4 Load 21.

2 REVISION 13 ACFOG-2247 . DEPARTURE. Per LOAD 19. the prompts CANCEL. RESUME HOLD or TURN also defined to the same LSK have higher priority for display.2. The prompt DES NOW is displayed on the FLIGHT PLAN. Per LOAD 21. the DES NOW prompt is displayed on the FMS DESCENT. The APM setting DesNOWenable is set to enable. The current airplane is above the FAF altitude. DESCENT and ROUTE page if: • The airplane is established in the active FD mode of VNAV ALT and LNAV and the distance prior to the TOD waypoint is less than 50 NM or any distance past the TOD. (Continued) 1-18 Page 16 LOAD 21. the FMS does not provide an easy operation for early and late descents.4. The prompt DES NOW will not only be displayed on the ROUTE page 1/1. FLIGHT PLAN and ROUTE pages providing an easy command to start the descent.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – DES NOW (Descend Now) prompt on the FMS. ACT VECTORS. ALTERNATE. EXIT. • • For FLIGHT PLAN and ROUTE pages.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE (Continued) PRIMUS EPIC SYSTEM SOFTWARE When selected. Affected manual sections: AOM 14-09-25. Load 19.2 The FMS does not provide an easy operation for early and late descents.4 Load 21. where the FD commands a 1000 ft/min descent up a point that intercepts the planned descent path or the next altitude constraint is intercepted.5° steeper than the planned descent angle to intercept the planned path. where the FD commands a descent angle 1. ACFOG-2247 1-18 REVISION 13 LOAD 21. the Flight Director commands the airplane to descent according to the airplane position relative to the predicted TOD. − Early Descent: selecting the DES NOW prompt before the TOD is reached enables the Early Descent mode.2 Page 16A . If this descent angle is not enough to intercept the previously planned path a UNABLE PATH INTERCEPT scratchpad message is displayed. The DES NOW prompt provides an easy command to start the descent. − Late Descent: selecting the DES NOW prompt after the planned TOD is reached enables the Late Descent mode.

2 REVISION 13 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-18 Page 16B LOAD 21.

Per LOAD 21. DIRECT TO 1/1 page was created with additional options for the DIRECT-TO function. Load 19.2 Affected manual sections: AOM 14-09-25. and − ALTERNATE (LSK 4L): To fly direct to a waypoint in the alternate flight plan. erasing the previous waypoints or to any other waypoint and inserts a discontinuity on the ACTIVE FLT PLN after that waypoint. deleting all preceding waypoints. Displayed only if the selected waypoint is part of the missed approach procedure inserted on the active flight plan. FMS DIRECT-TO function provides navigation direct to a waypoint on the ACTIVE FLT PLN. deleting all preceding waypoints. DIRECT TO 1/1 page provides the following options when using the DIRECT-TO function: − DIRECT (LSK 1L): to fly direct to the desired waypoint and no other waypoints are removed. the DIRECT option is automatically selected and the DIRECT TO 1/1 page is not displayed. ACFOG-2247 1-18 REVISION 12 LOAD 21. − ACTIVE (LSK 2L): To fly direct to a waypoint in the active flight plan. NOTE: A discontinuity is inserted after the desired waypoint followed by the previous waypoint sequence.4 Load 21. NOTE: If the selected waypoint is not present on any of these flight phases. Displayed only if the selected waypoint is part of the alternate flight plan. − MISSED APPROACH (LSK 3L): To fly direct to a waypoint in the selected missed approach procedure.4.2. Displayed only if the selected waypoint is part of the active flight plan. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 19.2 Page 17 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – DIRECT TO 1/1 page. DIRECT-TO function provides navigation direct to a waypoint inserting a discontinuity or erasing the preceding waypoints on the ACTIVE FLT PLN. deleting all preceding waypoints.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-18 Page 18 LOAD 21.2 REVISION 12 ACFOG-2247 .

2NM 2026Z 76.78M 1R 2R 3R 4R 5R 1L 2L 3L 4L 5L 6L ACTIVE FLT PLAN TICA 301 2008Z 29.0NM 2016Z 42.78M 1R 2R 3R 4R 5R 1L 2L 3L 4L 5L 6L DIRECT ACTIVE DIRECT-TO 1/1 1R 2R 3R 4R 5R 6R CLB SPD CLB SPD TICA 301 2008Z 29.0 / 3100 DES 700 3.0 / FL222 700 NIBGA 249 252 / FL269 2100 3.4NM 2049Z 1/5 .78M .0 700 / FL222 BROCK 249 BROCK 249 2038Z 60.5NM 2044Z 60.0 700 / FL222 4R 5R 6R CTB 289 3.5NM 2038Z 60.4NM 3.0NM 2016Z 42.0NM 2048Z 0.0 / 3100 DES 700 ACTIVATE SBCT ACTIVATE DIRECT-TO 1/1 PAGE ACFOG-2247 1-18 REVISION 12 LOAD 21.78M .0NM 300/ 300/ 2100 300/ 300/ 2100 CGO 249 CGO 249 NIBGA 249 252 / FL269 2100 3.0NM 2032Z 76.DGN .0NM 2032Z 76.0NM 2048Z 0.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE ACTIVE FLT PLAN 1L 2L 3L 4L 5L 6L 1/5 .2NM 300/ 300/ NIBGA 2026Z >> DISCONTINUITY 252 / FL280 >> NIBGA 249 252 / FL280 2100 3.0NM 1/5 .78M 1R 2R 3R 4R 5R 6R CLB SPD CLB SPD DIRECT 257 2018Z 53.2 Page 19 EM170AOM980103A.5NM 2044Z 60.0 / FL222 700 BROCK 249 BROCK 249 ARRIVAL 6R NIBGA ARRIVAL 6R ACTIVE FLT PLAN 1L 2L 3L 4L 5L 6L 1/5 .0 / 2990 CTB 289 3.78M 1R 2R 3R 1L 2L 3L 4L 5L 6L ACTIVE FLT PLAN DIRECT 257 2018Z 53.

2.4.2 Affected manual sections: N/A. otherwise. the message EXCEEDS CEILING ALTITUDE will be displayed intermittently. FMS does not accept cruise speed or altitude inputs beyond the FMS computed maximum altitude and an EXCEEDS CEILING ALTITUDE scratchpad message is displayed. Load 19.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – EXCEEDS CEILING ALTITUDE scratchpad message. Per LOAD 21.4 FMS does not accept cruise speed or altitude inputs beyond the FMS computed maximum altitude with no associated message. FMS does not accept cruise speed or altitude inputs beyond the FMS computed ceiling altitude with no associated message. FMS does not accept cruise speed or altitude inputs beyond the FMS computed maximum altitude and an “EXCEEDS CEILING ALTITUDE” scratchpad message is displayed to alert the crew only in the first time the altitude is inserted. Per LOAD 19.2 REVISION 13 ACFOG-2247 . 1-18 Page 20 LOAD 21. NOTE: Do not insert a cruise altitude beyond the ceiling altitude in WHAT-IF pages. PRIMUS EPIC SYSTEM SOFTWARE Load 21.

2. Per LOAD 19. Autotune mode still works properly and the tuning mode may be confirmed on PDF NAV box: − Magenta: Autotune mode.4 installation.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – FMS AUTO label on RADIO page 1/2.4 FMS AUTO label may be disabled during LOAD 19. FMS AUTO label is displayed on MCDU RADIO page 1/2 when FMS is in Autotune mode.4 installation. Load 21. ACFOG-2247 1-18 REVISION 12 LOAD 21. the FMS AUTO label may be disabled during LOAD 19.2 Page 21 .3. In this condition. − Green: Manual mode. Load 19. FMS AUTO label is displayed on MCDU RADIO page 1/2 when FMS is in Autotune mode.2 Affected manual sections: N/A. Per LOAD 21. PRIMUS EPIC SYSTEM SOFTWARE This misbehavior was introduced with LOAD 19.4.

2 REVISION 12 ACFOG-2247 . both FMS commanded speed and the barber pole speed are based on SLAT/FLAP surface position. during SLAT/FLAP retraction. 1-18 Page 22 LOAD 21. FMS speed bug in magenta commands VFE – 5 KIAS. Per LOAD 19.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 8 – FMS commanded speed inside barber pole during SLAT/FLAP retraction. FMS commanded speed is based on SLAT/FLAP lever position and the barber pole speed is based on the SLAT/FLAP surface position.2. FMS commanded speed is based on SLAT/FLAP lever position and the barber pole speed is based on the SLAT/FLAP surface position. the FMS commanded speed may be greater than the barber pole boundary. Both FMS commanded speed and the barber pole speed are based on SLAT/FLAP surface position.2 Affected manual sections: AFM FMS Procedures.4. As a result. Per LOAD 21. Supplement Normal Load 19.4 Load 21.

ACFOG-2247 1-18 REVISION 12 LOAD 21.170-005/07.2. FMS correctly calculates the distance to the STAR or APPROACH transition waypoint. when an ARRIVAL or ALTERNATE FPL is inserted or modified. FMS miscalculates the distance to the STAR or APPROACH transition waypoint. The LNAV guidance and the MFD MAP are based on the FMS database LAT/LONG information. fuel predictions and TOD position calculations are affected. PRIMUS EPIC SYSTEM SOFTWARE This misbehavior was introduced with LOAD 19.4.2 Affected manual sections: O. Estimated Time En-route (ETE).AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – FMS distance between waypoints. thus they are not affected by this misbehavior. The miscalculated distance is displayed on the ACTIVE FLT PLAN pages.3. when an ARRIVAL or an ALTERNATE FPL is inserted or modified.2 Page 23 . Per LOAD 19. Estimated Time of Arrival (ETA).4 Load 21.B. when an ARRIVAL or an ALTERNATE FPL is inserted or modified. Per LOAD 21. when an ARRIVAL or an ALTERNATE FPL is inserted or modified. and as a result. FMS correctly calculates the distance to the STAR or APPROACH transition waypoint. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-005/07. Load 19. FMS miscalculates the distance to the STAR/APPROACH transition waypoint.

the FMS wind and temperature model blends wind and temperature entries (WIND/TEMP pages) with the current position sensed wind and temperature to calculate FUEL remaining and estimated time en route (ETE) displayed on PERF PLAN pages.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 10 – FMS not using forecasted winds to calculate the FUEL remaining and the ETE on PERF PLAN pages. however the wind value displayed was the pilot’s manual entry. Per LOAD 19. which are updated as the current wind changes. the FMS calculates FUEL remaining and ETE based on forecasted winds. the FMS internally blended current wind and forecasted winds to calculate Fuel remaining and ETE as described above.3.4.2. the wind value displayed is the blended wind. at present position. (Continued) 1-18 Page 24 LOAD 21. NOTE: Per LOAD 17.2. This behavior leads to discrepancies in ETE and FUEL remaining when significant wind variations occur along the route. On ground. in flight. For example. Per LOAD 21. wind and temperatures are blended proportionately. For other distances. The IRS calculates the current wind and the FMS uses such value throughout the remaining waypoints to calculate FUEL remaining and Estimated Time Enroute (ETE). FMS does not use forecasted winds for performance predictions in flight. Per LOAD 21.3.2 REVISION 13 ACFOG-2247 . sensed wind and temperature are blended at 100%. sensed is blended 50% and entered at 50%. This misbehavior was introduced with LOAD 19. which is the wind used by the FMS to estimate flight time and fuel. At 350 NM. The sensed wind and temperature are blended in proportion to the distance away from the airplane.

FMS blends current wind and forecasted winds to calculate Fuel remaining and ETE.2 Affected manual sections: N/A. ACFOG-2247 1-18 REVISION 13 LOAD 21. The forecasted wind information used by the FMS may be: − Wind data from the datalink.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE (Continued) PRIMUS EPIC SYSTEM SOFTWARE On ground. − CRZ WINDS inserted by the PERFORMANCE INIT page 3/3. Load 21. Load 19.4 FMS uses current wind. which may result in discrepancies. displayed when the W/T prompts are selected on the PERF PLAN pages. or pilot on the − WIND inserted by the pilot on WIND/TEMP pages. to calculate Fuel remaining and ETE. when in flight. the FMS calculates FUEL remaining and ETE based on forecasted winds.2 Page 24A .

2 REVISION 13 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-18 Page 24B LOAD 21.

Outside Air Temperature. The FUEL USED indication.2 Affected manual sections: AFM FMS Supplement Procedures. Per LOAD 21.2 Page 25 . FMS FUEL USED indication must be reset by the flight crew if performing a quick turn around.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 11 – FUEL USED automatic reset for Quick Turn Around.4. ACFOG-2247 1-18 REVISION 12 LOAD 21. Per LOAD 21. TAKEOFF page 1/3 displays Outside Air Temperature (OAT) on LSK 2.2 Affected manual sections: AOM 14-09.2. the FUEL USED indication is automatically reset by the FMS upon the first engine start when the airplane is on ground. Per LOAD 19. Load 19. Load 19.4 TAKEOFF page 1/3 displays Surface Air Temperature (SAT) on LSK 2. The FUEL USED indication is automatically reset by the FMS upon the first engine start. is displayed on the FLIGHT SUMMARY 1/1 page and on the FUEL synoptic page on MFD.2. SAT label on TAKEOFF page 1/3 has been changed to OAT. the Surface Air Temperature (SAT) label on TAKEOFF page 1/3 could be misunderstood as Static Air Temperature.4. AOM 14-10-10. computed by the FMS. Load 21.4 FMS FUEL USED indication must be reset by the flight crew if performing a quick turn around. Normal Load 21. 12 – SAT label changed to OAT on TAKEOFF page 1/3. Per LOAD 19.

Load 19. The descent profile is not changed due to vertical DIRECT-TO waypoints with altitude constraints. the FMS applies altitude constraints to the waypoints as AT constraints regardless of their type (AT. Per LOAD 19.4 Altitude constraints at waypoints are forced to be AT constraints regardless of their type.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 13 – VERTICAL DIRECT-TO with intermediate altitude constraints. when VERTICAL DIRECT-TO is commanded. Per LOAD 21. NOTE: A VERTICAL DIRECT-TO may not be performed for the first approach waypoint. Load 21. causing unwanted changes to the descent profile.4. the FMS calculates the predicted altitudes at which the airplane should pass the waypoints and then applies the altitude constraints to these altitudes. if necessary. or AT OR BELOW).2. 1-18 Page 26 LOAD 21. AT OR ABOVE. INVALID ENTRY is displayed in the scratchpad when it is performed.2 REVISION 13 ACFOG-2247 .2 Affected manual sections: AOM 14-09-25.

COCKPIT OXYGEN PRESSURE INDICATION ACFOG-2247 1-18 REVISION 12 LOAD 21. in PSI. cyan (advisory operating range). in PSI.2 Page 27 . Load 19. The oxygen pressure is indicated on the MFD STATUS page as a digital indication. the oxygen pressure is indicated on the MFD STATUS page as a digital indication.2 Affected manual sections: AOM 13-45. Per LOAD 19.2. in PSI. in PSI. Per LOAD 21. and amber (cautionary operating range – no dispatch). and a scale/pointer indication. the oxygen pressure is indicated on the MFD STATUS page as a digital indication. AOM 14-14-05.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE OXYGEN 1 – New oxygen pressure indication on MFD status page.4 Load 21. The oxygen pressure is indicated on the MFD STATUS page as a digital indication. The color code and their boundary values remain unchanged. and a scale/pointer indication.4. Both indications display the same value and may be displayed in green (normal operating rage).

Per LOAD 19. MINIMUMS” sounds.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE WARNING 1 – EGPWS “MINIMUMS” callout. The EGPWS “MINIMUMS”. approach minimums callout.2. is Affected manual sections: AOM 14-15-30. when reaching the approach minimums (DA/DH. Per LOAD 21. the EGPWS aural message “MINIMUMS. 1-18 Page 28 LOAD 21. MDA).4 The EGPWS approach “MINIMUMS. the EGPWS approach minimums callout. Load 19. MINIMUMS”. is Load 21.2 REVISION 15 ACFOG-2247 .4.2 minimums callout. is “MINIMUMS”.

Load 19.2. the Temperature Compensation feature is disabled on LOAD 21. NOTE: The Flight Director is not affected by this misbehavior.4.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE MISBEHAVIOR 1 – VSD may not display the correct descent path during VGP approaches. after passing the FAF. ACFOG-2247 1-18 REVISION 15 LOAD 21. the glide path displayed on the VSD may not display the correct descent path.2 N/A.2. As a result. the VGP mode is disabled on LOAD 21.4. Per LOAD 21. Supplement Approach Affected manual sections: AFM FMS Limitations. The solution for this misbehavior is available on LOAD 21. even when the Temperature Compensation feature had not been activated. The guidance displayed on the PFD follows the correct descent path angle.2.2. The Temperature Compensation feature is disabled on LOAD 21. VGP mode is disabled on LOAD 21.2 Page 29 . manually entered altitude constraints defined by the pilot on the ACTIVE FLT PLAN are being compensated for temperature.4 Load 21.2 N/A. Affected manual sections: N/A.2. Per LOAD 21.2. Load 19.4 Load 21. The solution for this misbehavior is available on LOAD 21. As a result. during VGP approaches. 2 – Inadvertent activation of Temperature Compensation.

Load 21.2. spurious EXCEEDS CERT CEILING scratchpad message is displayed on the MCDU when a cruise altitude above FL 370 is selected.2 REVISION 15 ACFOG-2247 . Per LOAD 21. Spurious EXCEEDS CERT CEILING scratchpad message displayed when cruise altitude above FL 370 is selected.4 N/A.2. 1-18 Page 30 LOAD 21.2 Affected manual sections: OB 170-006/08. the FMS may miscalculate the ceiling altitude during system transitions (engine start or shutdown. After the transition. 4 – EXCEED CEILING ALT scratchpad message. Affected manual sections: N/A. Final solution for this issue is expected to be available on LOAD 23. Spurious EXCEED CEILING ALTITUDE scratchpad message being displayed with no evident reason. the ceiling altitude is then correctly computed. for example) resulting in spurious EXCEED CEILING ALTITUDE scratchpad message display.4 Load 21. Load 19. Guidelines on how to proceed when the message is displayed are addressed in OB 170-006/08. but the scratchpad message remains displayed until it is cleared by the pilot.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE displayed 3 – EXCEEDS CERT CEILING scratchpad message when cruise altitude above FL 370 is selected. Final solution for this issue will be available on LOAD 23. Load 19.2 N/A. Per LOAD 21.

This misbehavior is more prevalent with missed approach. The anomaly was found to occur under a specific flight scenario: − Procedure containing a heading leg displayed as FLY XXX OR AS ASSIGNED. FMS may command a turn inconsistent with a published terminal area procedure. − Altitude terminating leg (displayed on MCDU as *ALT) precedes course/direct to a fix leg (CF/DF). Load 19. FMS/LNAV loss of turn direction on SID: − Procedures with course change of 180° or greater. Per LOAD 21.2 N/A. Affected manual sections: OB 170-001/11. and − LNAV is engaged. ACFOG-2247 1-18 REVISION 23 LOAD 21.2 Page 31 . 6 – Wrong Turn Direction due a high Climb Rate. FMS may command a turn inconsistent with a published terminal area procedure.2.4 Load 21.4 Load 21. Per Load 21. Load 19. and − Course change difference between current and desired charted heading is equal to or greater than 180°.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 5 – FMS anomaly in Heading Legs displayed as FLY XXX OR AS ASSIGNED. Guidelines on how to proceed in order to avoid this misbehavior is addressed in OB 170-001/11. FMS may command a turn inconsistent with a published terminal area procedure.2 N/A. FMS may command a turn inconsistent with a published terminal area procedure. − Airplane has reached an altitude which is above the specified altitude constraint prior to sequencing the *ALT waypoint. Affected manual sections: OB 170-004/11.2.

which contain common waypoints between departure. FMS may command an incorrect track profile whenever flying in LNAV the missed approach. and/or approach segments. The FMS can not properly guide the airplane as it does not understand how a further waypoint (the floating one) is achieved earlier than the one that in sequence comes first.2 REVISION 23 ACFOG-2247 . FMS may command a turn inconsistent with a published terminal area procedure. Load 19.2 N/A. Per LOAD 21. The anomaly was found to occur under a specific flight scenario: − SID/STAR combinations. FMS may command an incorrect track profile whenever flying in LNAV the missed approach. Per LOAD 21. FMS may command a turn inconsistent with a published terminal area procedure.2 N/A.4 Load 21.2. Whenever on the missed approach. arrival. On this situation the airplane will not comply with the procedure and LNAV will revert to ROLL mode. Load 19. 1-18 Page 32 LOAD 21. They are not designed on the database to be at the same place. − Course change to common waypoint is 180° or greater.2.4 Load 21. Affected manual sections: OB 170-004/11. on the flight plan it is shown a floating waypoint and also a fix waypoint to start a turn. 8 – Missed Approach Profile. This floating waypoint after the fix waypoint determines a track change.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – Turn Direction of last WPT in Departure is changed in FP Melding. Affected manual sections: N/A.

4 The table below shows the previous and the current version of the Primus Epic System Software. ACFOG-2247 1-19 REVISION 15 LOAD 21.4 The information that follows is a list of the items implemented in this current software version.4 Page 1 . all of which offer some impact in the operation of EMBRAER 170/175 airplanes.2 Current Version LOAD 21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 21. Primus Epic System Software Previous Version LOAD 21.

Should this message be presented.4. Per LOAD 21. the Airline ID is sent during downlink transmission. Per LOAD 21. the CMF 1 FAIL message may be displayed on the EICAS then self cleared a few seconds later. no action is required by flight crew and the ACARS remains operative. no spuriously displayed CMF 1 FAIL message.4 Affected manual sections: N/A. the Airline ID.2. 1-19 Page 2 LOAD 21.2 The Airline ID may not be sent during downlink transmission even though the message is correctly fulfilled by the flight crew. Therefore. Per LOAD 21. The Airline ID is sent during downlink transmission.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – CMF 1 FAIL ADVISORY Message.2 Load 21.4 CMF 1 FAIL message may be displayed on the EICAS then self cleared a few seconds later. Per LOAD 21.Agency Code (Airline ID Missing). No spuriously displayed CMF 1 FAIL message. ground stations are unable to identify the source of information and the message sent does not reach intended final address. 2 – CMF . Affected manual sections: N/A. used to identify the origin of the message.2.4. Load 21.4 REVISION 15 ACFOG-2247 . Load 21. Load 21. may not be sent during downlink transmission even though the message is correctly fulfilled by the flight crew.

ACARS transmission remains operative when the airplane is around an area where there is a signal strength difference between ground stations. When entering a Flight Number that starts or ends with zero.4. when the airplane is around an area where there is a signal strength difference between ground stations. Load 21.2.4 Affected manual sections: N/A. Load 21.4 Affected manual sections: N/A. Load 21. ACARS transmission may not be operative.2. remaining in this condition for the rest of the flight. 4 – CMF . a Flight Number starting or ending with zero are not changed on the CMF INIT Page. There is no EICAS message associated to this behavior. the CMF INIT page does not accept Flight Numbers starting or ending with zero. ACARS transmission remains operative when the airplane is around an area where there is a signal strength difference between ground stations. Per LOAD 21. Load 21. A Flight Number starting or ending with zero are not changed on the CMF INIT Page. When entering a Flight Number that starts or ends with zero. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21. the Flight Number is changed on the CMF INIT Page.4.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – CMF Stuck. Per LOAD 21. ACFOG-2247 1-19 REVISION 15 LOAD 21.Zero Fill.2 The CMF INIT Page does not accept Flight Number starting or ending with zero. the ACARS transmission may not be operative. Per LOAD 21. A Power Down Power Up procedure is necessary to reestablish CMF functionality.2 When the airplane is around an area where there is a signal strength difference between ground stations.4 Page 3 . the Flight Number is changed on the CMF INIT Page.

FREE TEXT Page fields will be cleared after sending a message.2.4 REVISION 15 ACFOG-2247 .4 Affected manual sections: N/A. the fields on the FREE TEXT Page will be cleared after sending a message. uploaded messages are printed with the same format as they are displayed on the MCDU. Per LOAD 21. Load 21.2 The fields on the FREE TEXT Page do not clear after sending a message unless RETURN prompt is selected. uploaded messages may be printed with a text line shift.2. Load 21.2 Uploaded messages may be printed with a text line shift. Load 21. Per LOAD 21.Clear FREE TEXT Page.4. the fields on the FREE TEXT Page are not cleared after sending a message unless RETURN prompt is selected before exiting the ACARS. Uploaded messages that are printed will not present a text line shift. 6 – CMF . The fields must be manually deleted upon reentry to the FREE TEXT page. 1-19 Page 4 LOAD 21. Per LOAD 21.4.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – CMF . Per LOAD 21.Text Line Shift. Load 21.4 Affected manual sections: N/A.

Per LOAD 21.4 Affected manual pages: N/A. Per LOAD 21. the Temperature Compensation feature is disabled on LOAD 21. Affected manual sections: N/A. HUD A3 NOT AVAIL EICAS message will be inhibited with the HUD A3 selected to off on the MCDU. HUD A3 NOT AVAIL EICAS message will be inhibited with the HUD A3 selected to off on the MCDU.4 Page 5 . ACFOG-2247 1-19 REVISION 15 LOAD 21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 7 – Inadvertent activation of Temperature Compensation. spurious HUD A3 NOT AVAIL EICAS message may be displayed regardless the HUD A3 is selected to off on the MCDU.4.4 the Temperature Compensation feature is The Temperature Compensation feature is disabled. Load 21. Load 21. Load 21. As a result. 8 – Spurious HUD A3 NOT AVAIL EICAS message. The Temperature Compensation feature is enabled. enabled.4.2 Load 21. even when the Temperature Compensation feature had not been activated.2. Per LOAD 21.2. manually entered altitude constraints defined by the pilot on the ACTIVE FLT PLAN are being compensated for temperature. Per LOAD 21.2 Spurious HUD A3 NOT AVAIL EICAS message may be displayed.2.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – VSD may not display the correct descent path during VGP approaches. during VGP approaches.4.2. As a result.2. VGP mode is enabled on LOAD 21. the VGP mode is disabled on LOAD 21. Per LOAD 21. Per LOAD 21. NOTE: The Flight Director is not affected by this misbehavior. The guidance displayed on the PFD follows the correct descent path angle. Supplement Approach Affected manual sections: AFM FMS Limitations.2 Load 21.4.4 VGP mode is disabled on LOAD 21. the glide path displayed on the VSD may not display the correct descent path. VSD displays the correct descent path during VGP approaches and the VGP mode is enabled. Load 21. after passing the FAF.4 REVISION 15 ACFOG-2247 . 1-19 Page 6 LOAD 21.2.

Per LOAD 21. Per LOAD 21. Reduced time frame during which this misbehavior may occur reducing it’s probability. the time frame during which this misbehavior may occur is reduced from 0.1 sec.4 Affected manual pages: OB 170-001/08. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-001/08.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AFCS 1 – Rate of descent more than commanded.2.4 Page 7 .4. ACFOG-2247 1-19 REVISION 15 LOAD 21.2 sec to 0. right after a transition to VASEL. Load 21. The final solution will be available in LOAD 23. when performing a climb or a descent with VNAV engaged if. it will remain in VASEL and start the climb or descend in this mode with a greater than usual rate.2 The airplane may descend or climb in VASEL mode with a greater than usual rate. Load 21. the AFCS receives any target altitude change in a very small time interval.

Per LOAD 19. The hydraulic P-BIT temperature inhibition threshold was implemented to prevent these faults in cold temperature.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FLIGHT CONTROL SYSTEM (FCS) 1 – Hydraulic P-BIT faults in cold temperature conditions.4 REVISION 16 ACFOG-2247 .4. These modifications do not affect FCS operation and do not change the P-BIT functional proposal.4 Hydraulic P-BIT is experiencing faults in cold temperature conditions due to system logic. The hydraulic P-BIT runs only if the temperatures within the hydraulic reservoirs are higher than 50°F (10°C).4 Affected manual pages: N/A. the hydraulic P-BIT temperature inhibition threshold was implemented to prevent these faults in cold temperature. the hydraulic P-BIT is experiencing faults in cold temperature conditions due to the high viscosity of the cold hydraulic fluid and the slow response of sensors in this condition. Load 21.4. This situation may result in a spurious FLT CTRL NO DISPATCH EICAS message. When FLT CTRL BIT EXPIRED is set the temperature-based inhibition is removed. 1-19 Page 8 LOAD 21. Per LOAD 21. Load 19.

the hydraulic P-BIT may be unintentionally re-started when the pressure signal becomes valid again. These modifications do not affect FCS operation and do not change the P-BIT functional proposal. The hydraulic P-BIT is performed only when all three hydraulic systems are depressurized and then become pressurized. Per LOAD 21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – Unintentional hydraulic P-BIT on ground. Load 21.4. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 19.4 Page 9 .4 Affected manual pages: N/A. As a consequence. the hydraulic P-BIT is performed every time all three hydraulic systems become pressurized.4. if hydraulic pressure signal from one of the three hydraulic systems is lost. ACFOG-2247 1-19 REVISION 16 LOAD 21. Load 19. It prevents the hydraulic P-BIT from being unintentionally re-started when the pressure signal of one or two hydraulic systems is temporarily lost.4 Hydraulic P-BIT may be unintentionally performed when the pressure signal becomes valid after an interruption. the hydraulic P-BIT is performed when all three hydraulic systems are depressurized and then become pressurized. on ground.

VOICE CONTACT.4 REVISION 16 ACFOG-2247 . Load 21.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SOFTWARE MISBEHAVIOR 1 – CMF . Per LOAD 21. ATIS REPORT UPLINK). Load 21. This message should be cleared in order to insert the text from the scratchpad into the text or remarks lines.4 N/A.DATALINK TIMEOUT scratchpad message. MCDU may change to MISC page 1/1 and the DATALINK TIMEOUT message may be displayed on the MCDU when clearing the scratchpad messages caused by the message uplinks. when clearing a scratchpad message caused by a message uplink (for example: DISPLAY MESSAGE RECEIVED.4.4 Affected manual pages: N/A.2 Load 21. the INVALID DELETE scratchpad message may be displayed on the MCDU. Spurious INVALID DELETE scratchpad message.Spurious INVALID DELETE scratchpad message. especially if the CLR button is pressed rapidly. 1-19 Page 10 LOAD 21. MCDU may change to MISC page 1/1 and the DATALINK TIMEOUT scratchpad message may be displayed. Per LOAD 21. Pressing the DLK button on the MCDU after clearing the message returns to the ACARS pages. 2 – CMF . Affected manual pages: N/A.2 N/A. after writing a text on the scratchpad and trying to insert it into the text or remarks lines on the ACARS Pages.4. Load 21.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – TOC misplaced on VSD. following a missed approach) is inserted without intermediate waypoints.4. Affected manual pages: N/A. ACFOG-2247 1-19 REVISION 16 LOAD 21. The MFD MAP is not affected by this behavior. TOC misplaced on VSD when the FLT PLAN does not have intermediate waypoints.4 N/A. when a short FLT PLAN (or ALTN FLT PLAN.2 Load 21. the TOC is displayed on the VSD straight above the airplane at the cruise Flight Level.4 Page 11 . PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21. Load 21. following the airplane throughout the remainder of the flight.

4 REVISION 16 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-19 Page 12 LOAD 21.

all of which offer some impact in the operation of EMBRAER 170/175 airplanes.4 LOAD 21.1 LOAD 23.2 is exclusively compatible with Pentium M configuration and developed with the same scope and operational procedures as Load 23.1/23.1. The information that follows is a list of the items implemented in these current software versions. The Load 23.1/23.2 Page 1 .2 The Load 23. ACFOG-2247 1-20 REVISION 19 LOAD 23.5 Current Version LOAD 23.2 The table below shows the previous and the current versions of the Primus Epic System Software. Primus Epic System Software Previous Version LOAD 21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 23.1 is exclusively compatible with Pentium II configuration.

1/23. New flag with the text HI FIELD displayed on the EICAS whenever the CABIN ALTITUDE HI EICAS message set point is shifted above its default value of 9700 ft.5 N/A.0 .4/21.2.2 REVISION 19 ACFOG-2247 . For more information see Black Label 9. Load 23. It will be provided as an optional feature. Per LOAD 23. 1-20 Page 2 LOAD 23. Reduction of Slat Anti-ice operation time was enabled. Reduction of Slat Anti-ice operation time enabled.2 N/A.item 4. a new flag with the text HI FIELD is displayed on the EICAS whenever the CABIN ALTITUDE HI EICAS message set point is shifted above its default value of 9700 ft. Load 21.5 Load 23.4/21.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS 1 – HI FIELD indication.2 Affected manual sections: N/A. Load 21.1/23.1/23. Affected manual sections: AOM 14-12-10 (if applicable). 2 – Reduction of Slat Anti-ice operation time (If applicable).1/23.

or its standard maximums. The cabin altitude indication is displayed in amber if the cabin altitude is higher than the preset field elevation.5 Load 23.4/21.2 The cabin altitude indication is displayed in amber for values between 8100 ft and 8500 ft. ACFOG-2247 1-20 REVISION 20 LOAD 23. or its standard maximums.5.1/23. Affected manual sections: N/A. the cabin altitude EICAS indication is displayed in amber if the cabin altitude is higher than the preset field elevation.4/21. the cabin altitude EICAS indication is displayed in amber for any values between 8100 ft and 8500 ft. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21.1/23.2 Page 2A . Per LOAD 23.2.1/23. Load 21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Cabin Altitude Indication on EICAS.

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 1-20 Page 2B LOAD 23.2 REVISION 20 ACFOG-2247 .1/23.

2 Thrust Lever Split with A/T disengagement may occur in flight after takeoff to climb transition. and − CLB-1 is selected in the MCDU before both engines have stabilized at CLB-2 thrust rating. No Thrust Lever Split after takeoff.5 Load 23. Per LOAD 23. Affected manual: OB 170-002/08.4/21. Per LOAD 21. Load 21. ACFOG-2247 1-20 REVISION 19 LOAD 23. new logic avoids asymmetric thrust occurrence.2. − A slight difference between thrust levers’ velocities when commanded to reach CLB-2 thrust rating.1/23.2 Page 3 . during transition from takeoff to climb.4/21.1/23.5. one of the thrust levers may be commanded by the auto-throttle to move forward to the TOGA position and the correspondent engine may not reach CLB-1 N1 rating.1/23.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AFCS 1 – A/T Thrust Lever Split during TO to CLB transitions. This thrust lever split may occur if all the following conditions occur simultaneously: − N1 for takeoff lower than N1 for CLB-1 rating.

but spurious AT FAIL and ENG TLA TRIM FAIL messages are still being displayed after engine shutdown. Load 23. Per LOAD 23.1/23. during a self-test the FADEC runs after engine shutdown.1/23. Software improvement was implemented. Load 21. In this specific scenario. Additionally.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – AT FAIL and ENG TLA TRIM FAIL after shutdown.5 Spurious AT FAIL and ENG TLA TRIM FAIL messages displayed after engine shutdown due to a brief FADEC self-test.2 AT FAIL EICAS message is displayed due to SPEED TARGET FAULT.2 Affected manual sections: N/A. the debounces on these messages are increased to 10 seconds while the airplane is on the ground to avoid these spurious messages after engine shut down. the autothrottle may disengage during flight followed by AT FAIL EICAS message when the flight plan presents a discontinuity between the runway and the first waypoint of the route. AT FAIL EICAS message is not displayed due to SPEED TARGET FAULT.4/21.2. Per LOAD 21. Per Load 23. Load 21.2 REVISION 20 .4/21. AT FAIL EICAS message is not displayed due to SPEED TARGET FAULT.1/23.4/21. some parameters used by AFCS are being set invalid and AT FAIL and ENG TLA TRIM FAIL messages are spuriously displayed on the EICAS.1/23.5 Load 23. Affected manual sections: N/A.2.5.4/21.5. ACFOG-2247 1-20 Page 4 LOAD 23. an invalid FMS Speed Target is defined and LNAV and VNAV cannot be engaged.1/23. if the SPEED SELECTOR KNOB is set to FMS AUTO on the guidance panel the Autothrottle will also disengage and the message AT FAIL will display. 3 – AT FAIL EICAS message due to SPEED TARGET FAULT. Per Load 21.

1/23. Per LOAD 21.5.5 Load 23.2 Airspeed overshoot during climb with FLCH when below 10000 ft. This behavior is related to the synchronization of AT commands and FLCH function. AT servo advancing rate during climb is reduced when the aircraft is lower than 10000 ft in order to minimize speed overshoot occurrences.1/23.2.1/23.5. causing the airplane to slowly oscillate about the localizer beam centerline until approximately 10 NM from the runway threshold. No localizer tracking event is observed during ILS capture when there is no co-located DME. Affected manual: OB 170-005/08.1/23.2 The airplane may not track the localizer beam centerline correctly when there is no co-located DME.2 Page 5 . when there is no co-located DME. 5 – Autothrottle and FLCH synchronization. Per LOAD 23.4/21.4/21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 4 – Auto Flight low performance during ILS capture. Load 21. no ILS capture low performance is observed when there is no co-located DME. Affected manual sections: AOM 14-03-20. Per Load 23.2. Per Load 21.5 Load 23.1/23. ACFOG-2247 1-20 REVISION 19 LOAD 23.4/21.4/21. and the FD commands become degraded. airspeed overshoot may occur at low altitudes when the airplane is light weight during climb. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-005/08. Load 21. the FMS provides an invalid distance to the localizer station. Minimized airspeed overshoot during climb with FLCH.

Load 21. No Control Column intermittent vibration during flight with autopilot engaged and VS mode active.1/23.1/23.4/21.5 Load 23. the FD may revert back to the GS mode and FD cue will disappear from both PFDs.1/23.1/23.2.4/21. Load 21. the FD may revert back to the GS mode due to an auto-flight system failure in the active AP/FD channel. Affected manual sections: N/A. the FD does not revert back to the GS mode.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – Control Column Vibration. This behavior may occur only on airplanes equipped with Load 21.5. software logic is updated and the eventual loss of synchronization is fixed.5 During a go-around.5.2 Affected manual: OB 170-009/08. Per Load 23.2 and on. Per LOAD 23. if a failure leading to channel transfer (from the high priority channel into the low priority one) happens up to 5 seconds after the GA mode has engaged. Load 23. a Control Column intermittent vibrates and an eventually autopilot disengagement are caused during flight with autopilot engaged and Vertical Speed (VS) mode active due to an occasional loss of synchronization between AFCS commands.4/21.1/23. During a go-around.2 Control Column intermittent vibration during flight with autopilot engaged and VS mode active. 1-20 Page 6 LOAD 23.2. the FD Vertical Mode does not change back into GS. Per LOAD 21.2 REVISION 19 ACFOG-2247 .4/21. 7 – GS Mode re engagement after Go Around. if an auto-flight system failure occurs in the active AP/FD channel (resulting in a reversion to the stand-by channel) during the initial 3 to 5 seconds from the TOGA button pressing. Per LOAD 21.

Load 21.2 When the FD is selected OFF. This function is disabled when dual coupled modes (APPR2 or AUTOLAND) are engaged. and if A/T is engaged it is not forced to SPDt mode. Affected manual sections: AOM 14-03-10. Guidance Panel FD button works only as a FD de-clutter button.1/23.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 8 – Guidance Panel Flight Director Button concept. Flight Director modes do not disengage. when the FD is selected OFF with the autopilot disengaged on the source side. When the FD is selected OFF with the AP disengaged.2. Per Load 21.4/21. Per Load 23. Flight Director modes are disengaged and AT reverts to SPDt. it is only a FD de-clutter.4/21.5. If button is pressed in the copilot side.2 Page 7 .1/23. ACFOG-2247 1-20 REVISION 19 LOAD 23. it does not de-selects the active mode if pressed.1/23. the Flight Director modes are disengaged and the autothrottle reverts to the basic default control mode (SPDt). Thus.5 Load 23.

2 REVISION 19 ACFOG-2247 . Per LOAD 21.1/23.01 Mach). 1-20 Page 8 LOAD 23.5.2 Affected manual sections: AOM 14-03-20.005 Mach from the preselected airspeed during one minute. Load 23.4/21.5 CLB to CRZ transition may not occur when the AT is engaged and VMO is the selected airspeed or there is a turbulence condition.1/23. airspeed tolerance on the automatic thrust rating selection logic (CLB to CRZ) is increased to +/-5 kt (or +/-0. Load 21. CLB to CRZ transition may not occur when AT is engaged and VMO is the selected airspeed or there is a turbulence condition.4/21.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 9 – Increase TRS airspeed tolerance from CLB to CRZ.2. the CLB to CRZ transition occurs when the cruise condition is satisfied and the airspeed is within +/-1 kt or +/0. Per Load 23.1/23. CLB to CRZ transition occurs when the AT is engaged and VMO is the selected airspeed or there is a turbulence condition.

Per LOAD 23.2. Load 21. Embraer detected that after reaching a FMS flight plan discontinuity.5. Per LOAD 23.1/23.2 Page 9 . PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21.5. Per LOAD 21. Affected manual sections: AOM 14-03-05 and 14-03-10. BC mode is armed by pressing NAV or APP button.4/21.1/23. ACFOG-2247 1-20 REVISION 19 LOAD 23. the BC mode is engaged by pressing APP button on guidance panel. Load 21. FD LATERAL MODE OFF message displayed in case of LNAV disconnection due to FMS flight plan discontinuity. Load 23.5 No FD LATERAL MODE OFF message displayed in case of LNAV disconnection due to FMS flight plan discontinuity.4/21.5 Load 23.4/21.1/23.2 Affected manual sections: AOM 14-03-30.2.4/21.1/23.2 BC mode is only armed by pressing APP button.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 10 – LNAV dropping with no EICAS message. the BC mode is engaged by pressing the APP and NAV buttons on guidance panel. Lateral Mode is automatically reverted from LNAV to ROLL (Basic Lateral Mode) without EICAS message indication.1/23. 11 – New arming condition for BC mode. EICAS Caution message FD LATERAL MODE OFF is displayed in case of LNAV disconnection due to FMS flight plan discontinuity.

4/21. it will remain in VASEL and start the climb or descend in this mode with a greater than usual rate.1/23. Affected manual: OB 170-001/08.5 Load 23. the time frame during which this misbehavior may occur was reduced from 0.2 REVISION 19 ACFOG-2247 . the AFCS receives any target altitude change in a very small time interval.1/23. 1-20 Page 10 LOAD 23.5. when performing a climb or a descent with VNAV engaged if.2.1/23.2 The airplane may descend or climb in VASEL mode with a greater than usual rate.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 12 – Rate of descent more than commanded. Load 21.1 sec. the new FMS Speed/Altitude limit logic implements an additional 5 kt speed buffer to 256 kt (currently trigger is set around 250 kt). to allow more continuous descent operation through 10000 ft for pilots and reducing unnecessary VASEL mode transition during descents. right after a transition to VASEL.4/21. The new FMS Speed/Altitude logic implements an speed buffer to 256 kt. Per LOAD 23.2 sec to 0. Per LOAD 21. Per LOAD 21.2. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-001/08.

Affected manual sections: N/A. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21.2. No spurious AFCS EICAS messages during the airplane power-up.4/21. Load 21. Per LOAD 23. during the airplane power-up.2. Flight Director mode might change from ROLL to TRACK mode during taxi out before reaching the runway and a roll command deviation could be seen when lined up on the runway for takeoff. Load 21.1/23.1/23. − AP FAULT and AT FAULT.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 13 – ROLL to TRACK transition during taxi. spurious AFCS EICAS messages are temporally displayed in the following sequence: − AP FAIL and AT FAIL. Per LOAD 21. Per Load 23.4/21.5. ACFOG-2247 1-20 REVISION 19 LOAD 23.4/21. The AFCS test modification implemented in Load 19. − AFCS FAULT.1/23.5. FD logic is fixed and the automatic transition from ROLL to TRACK mode shall only occur when IAS is greater than 100 kt and bank angle is at 3° or below for more than 10 seconds.3 generates these messages while the PBIT is in progress.1/23.4/21.5 Load 23.2 Page 11 . Flight Director mode does not change from ROLL to TRACK mode during taxi out.2 Flight Director mode may change from ROLL to TRACK mode during taxi out.2 Spurious AFCS EICAS messages during the airplane power-up.5 Load 23. Affected manual sections: N/A. these messages will be inhibited for this condition.1/23. 14 – Spurious AFCS messages during power-up.

1-20 Page 12 LOAD 23.4/21. 2 and 3) failures are displayed on FMS 1 (2) Maintenance page 2/3 (MCDU) only when the ADS system fails. Load 21.2 REVISION 19 ACFOG-2247 . No spurious indications of ADS system failures displayed on FMS 1 (2) Maintenance page 2/3.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – ADS Failure spurious indication on FMS maintenance page. indications of ADS system (ADS 1.1/23. Per LOAD 23.2.2 and on. it is listed in this page as failed.5. This behavior may occur only on airplanes equipped with Load 21. When the sensor operates normally.2 Spurious indications of ADS system failures displayed on FMS 1 (2) Maintenance page 2/3. in the FMS 1 (2) Maintenance page 2/3 the indications of the ADS system sensors do not reflect their actual operation status.1/23. and the other may around.5 Load 23. Per LOAD 21.4/21. Affected manual sections: N/A.1/23.

1/23.5.2.1/23. Load 21. When the gust/jet blast events stop. Affected manual sections: AOM 14-15-10.2 Spurious ADS PROBE 1 (2) (3) (4) FAIL EICAS message latched on ground due to wind gust/jet blast. The message ADS PROBE 1 (2) (3) (4) FAIL will be displayed on EICAS when the wind gust/jet blast causes AOA monitor miscompare. wind gust/jet blast events may cause AOA monitor miscompare on ground resulting in spurious ADS PROBE 1 (2) (3) (4) FAIL message latched on EICAS.4/21. ACFOG-2247 1-20 REVISION 19 LOAD 23.1/23.2 Page 13 . Per LOAD 23. Wind gust/jet blast events do not latch spurious ADS PROBE 1 (2) (3) (4) FAIL EICAS message. the message will be removed after 2 seconds.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 2 – ADS PROBE 1 (2) (3) (4) FAIL EICAS messages.4/21. Per LOAD 21.5 Load 23. the referred latch is inhibited on ground.

5.1/23. Per LOAD 23. the HUD A3 OFF EICAS message is displayed even when the aircraft is not equipped with HGS A3 guidance function (HUD repeater only). Load 23.5 HUD A3 OFF EICAS message triggered when the aircraft is not equipped with HGS A3 guidance function.1/23. No HUD A3 OFF EICAS message triggered when the aircraft is not equipped with HGS A3 guidance function. the HUD A3 OFF EICAS message is not displayed when the aircraft is not equipped with HGS A3 guidance function.4/21.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – HUD A3 OFF EICAS message. 1-20 Page 14 LOAD 23.1/23. Per LOAD 21.2.4/21. Load 21.2 Affected manual sections: N/A.2 REVISION 19 ACFOG-2247 .

1/23. Load 23.4/21. − Direct distance to destination is less than 50 NM. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21. takeoff speeds entered by the crew will not disappear or be replaced by the landing speeds. even if the direct distance to destination is less than 50 NM.1/23. ACFOG-2247 1-20 REVISION 21 LOAD 23. If the crew had previously entered landing speeds.1/23. and − The FMS considers the airplane airborne (15 seconds after reaching 40 kt of groundspeed). the takeoff speed bugs on the PFD disappear when the following conditions occur simultaneously: − The difference between the airplane pressure altitude and field elevation exceeds 100 ft.4/21. Per LOAD 23. Load 21.5. Takeoff speed bugs will not be replaced by the landing speed bugs during takeoff. if the direct distance to destination is less than 50 NM.2.5 Takeoff speed bugs may be replaced by the landing speed bugs during takeoff.2 Affected manual sections: N/A. the takeoff speeds entered by the crew disappears and are replaced by landing speeds bugs.2 Page 15 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – Takeoff speeds replaced by landing speeds.

4/21. is not necessary. XPDR 1(2) IN STBY EICAS message is also displayed during the transition from XPDR 1 to XPDR 2.1/23.1/23. These EICAS messages are inhibited during K1. Per LOAD 23. PFD or EICAS. whenever transponder is at STBY mode in flight. QRH Affected manual sections: AOM 14-15-10.2. K2b. is necessary after selecting ABS in the Zoom Menu. the selection of display. Load 21.1/23. the selection of absolute altitude for TCAS Map Overlay is only possible if the displays selection keys on the CCD are changed to PFD or EICAS after the selection of ABS in the Zoom Menu. the Absolute Mode is available for TCAS Map Overlay after this mode is selected in the TCAS Menu and transitioning from TCAS Zoom Display to TCAS Map Overlay.4/21.1/23. Load 21. An EICAS CAUTION message XPDR 1(2) IN STBY is displayed whenever transponder is at STBY mode. Therefore. 6 – XPDR 1 (2) IN STBY EICAS message. or vice versa.5 Load 23. PFD or EICAS.5. it is necessary to return to MFD to enable the TCAS in the TCAS Map Overlay. Per LOAD 21. an EICAS CAUTION message XPDR 1(2) IN STBY is displayed. Per LOAD 23.1/23. Affected manual sections: N/A.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – TCAS Map Overlay .Absolute Altitude Selection.2 REVISION 21 ACFOG-2247 .2. 1-20 Page 16 LOAD 23. K2a. 14-09-35 and EAP0.2 The selection of another display. K3 and K5 flight phases.4/21. PFD or EICAS.5 Load 23.2 N/A. The selection of another display. is not necessary after selecting ABS in the Zoom Menu. In this case.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – XPDR On-Ground Logic.

PRIMUS EPIC SYSTEM SOFTWARE

Per LOAD 21.4/21.5, transponder takes approximately 90 sec to change from In Air to On-Ground status after landing at airports where Mode S based multilateration system has been implemented. The current logic considers: − Airspeed lower than 50 KIAS; − Thrust Levers lower than 50 deg; and − 60 sec of debounce after Airspeed becomes lower than 80 KIAS. Due to the last condition, the Transponder transition to On-Ground status occurs some time after touchdown. Per LOAD 23.1/23.2, new air-to-ground transition logic for the transponder considers Weight-On-Wheels and Airspeed lower than 50 KIAS to On-Ground status. With this new logic, the transponder will transmit On-Ground status as soon as the airspeed is below 50 KIAS, after the touchdown. Load 21.4/21.5 Load 23.1/23.2 Transponder takes some time On-Ground status after touchdown. to change to

Transponder transmits On-Ground status as soon as the airspeed is below 50 KIAS, after the touchdown.

Affected manual sections: N/A.

ACFOG-2247

1-20
REVISION 19

LOAD 23.1/23.2

Page 17

PRIMUS EPIC SYSTEM SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

8 – Waypoints disappearing from the MFD. Per LOAD 21.4/21.5, during departure with specific procedures, all the information related to flight plan is lost from both MFD`s. The investigation showed that, in Load 21.2/21.4/21.5 software, an anomaly exists when the FMS computes a true course between 359.9995 to 360 degrees (literally within 5 ten thousandths of one degree). Per LOAD 23.1/23.2, if the computed true course value from a published procedure contained in the navigation database or pilot entered FMS flight plan modification is within the anomaly range, the flight plan data is correctly displayed on MFD. Load 21.4/21.5 Load 23.1/23.2 Flight plan data is removed from both MFD`s during departure with specific procedures. Flight plan data is correctly displayed on MFD.

Affected manual sections: N/A.

9 – Weather Radar inadvertently transmitting on ground. Per LOAD 21.4/21.5, during ground operations the weather radar may inadvertently transmit while either WX or STANDBY mode is selected on the radar virtual controller panel during Weather Radar warm-up period (approximately 90 seconds). Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-004/09. Per LOAD 23.1/23.2, logic improvement was implemented, but weather radar may receive commands during weather radar warmup period. Load 21.4/21.5 Load 23.1/23.2 Weather Radar may inadvertently transmit on ground. Logic improvement was implemented, but weather radar may inadvertently transmit on ground.

Affected manual sections: OB 170-004/09.
ACFOG-2247

1-20
Page 18 LOAD 23.1/23.2
REVISION 23

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 10 – CMF Stuck – VDL mode 2.

PRIMUS EPIC SYSTEM SOFTWARE

Per LOAD 21.4/21.5, sometimes ACARS communication gets stuck on AOA (VDL MOD 2) due to a combination of events. Per LOAD 23.1/23.2, software logic is updated and the eventual stuck is fixed. Load 21.4/21.5 Load 23.1/23.2 ACARS transmission may not be operative on AOA (VDL mode 2). ACARS transmission remains operative on AOA (VDL mode 2).

Affected manual sections: N/A.

11 – DATALINK NO COMM scratchpad message during VDL mode transitions. Per LOAD 21.4/21.5, VDL mode 2 radio may operate in either Mode A or Mode 2 datalink depending on the service provider coverage. Per LOAD 23.1/23.2, during normal VDL mode transitions, the DATALINK NO COMM scratchpad message is temporarily displayed on the MCDU. This scenario may result in 1 to 5 minutes of NO COMM condition. During the transition period, the messages are buffered to be sent when the COMM is reestablished. Load 21.4/21.5 Load 23.1/23.2 VDL mode 2 radio may operate in either Mode A or Mode 2 datalink. During normal VDL mode transitions, the DATALINK NO COMM scratchpad message is temporarily displayed on the MCDU.

Affected manual sections: N/A.

ACFOG-2247

1-20
REVISION 20

LOAD 23.1/23.2

Page 18A

PRIMUS EPIC SYSTEM SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

INTENTIONALLY BLANK

1-20
Page 18B LOAD 23.1/23.2
REVISION 20

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

PRIMUS EPIC SYSTEM SOFTWARE

ENGINE
1 – A-I ENG 1 (2) FAIL EICAS message. Per LOAD 21.4/21.5, A-I ENG 1 (2) FAIL EICAS messages may be triggered simultaneously on ground when the Thrust Data Set on the MCDU is set to ENG or ALL. This system misbehavior is due to an interaction problem between the ECS controller and the FADEC. Per LOAD 23.1/23.2, no spurious A-I ENG 1 (2) FAIL EICAS message is displayed. Load 21.4/21.5 Load 23.1/23.2 Spurious A-I ENG 1 (2) FAIL EICAS message may be displayed. No spurious A-I ENG 1 (2) FAIL EICAS message is displayed.

Affected manual sections: AOM 14-15-10.

ACFOG-2247

1-20
REVISION 19

LOAD 23.1/23.2

Page 19

PRIMUS EPIC SYSTEM SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

2 – ENG REF ECS DISAG EICAS message. Per LOAD 21.4/21.5, ENG REF ECS DISAG EICAS message is displayed for a few seconds just after both engines are started and with ENG REF ECS set to ON. The logic of this message does not consider that the Flow Control Valve took a little longer to open, after both engines are started. Therefore, in some cases the message may be triggered for a few seconds until the pack airflow is reestablished. Per LOAD 23.1/23.2, the delay for ENG REF ECS DISAG EICAS message to be trigged will be extended from 20 to 40 seconds. Additionally, this message will be inhibited during K2B phase. Load 21.4/21.5 The delay for ENG REF ECS DISAG EICAS message to be trigged is 20 seconds and the message is not inhibited during K2B phase. The delay for ENG REF ECS DISAG EICAS message to be trigged is 40 seconds and the message is inhibited during K2B phase.

Load 23.1/23.2

Affected manual sections: AOM 14-15-10.

1-20
Page 20 LOAD 23.1/23.2
REVISION 19

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

PRIMUS EPIC SYSTEM SOFTWARE

FCS
1 – FLAP/SLAT indication on surface jamming. Per LOAD 21.4/21.5, if FLAP/SLAT surface stops before reaching a valid detent angle, amber dashes are displayed on SLAT/FLAP READOUT on EICAS. Per LOAD 23.1/23.2, if FLAP/SLAT surface stops in an intermediate position, the SLAT/FLAP READOUT will display the more retracted surface position. Load 21.4/21.5 Load 23.1/23.2 Amber dashes displayed on EICAS if the surface stops before reaching a valid detent angle. More retracted surface position displayed on EICAS if the surface stops in an intermediate position.

Affected manual sections: AOM 14-08-05. 2 – FLT CTRL NO DISPATCH after MAU power is cycled. Per LOAD 21.4/21.5, FLT CTRL NO DISPATCH can be displayed on the EICAS after cycling the power CBs from MAU1 or MAU3 due to P-ACE part number mismatch monitor. Per LOAD 23.1/23.2, software logic correction is implemented. Load 21.4/21.5 Load 23.1/23.2 FLT CTRL NO DISPATCH message displayed after cycling the power CBs from MAU1 or MAU3. No FLT CTRL NO DISPATCH message displayed after cycling the power CBs from MAU1 or MAU3.

Affected manual sections: N/A.

ACFOG-2247

1-20
REVISION 19

LOAD 23.1/23.2

Page 21

PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – PITCH TRIM FAIL EICAS message.1/23.2 REVISION 19 ACFOG-2247 .5 EICAS message PITCH TRIM FAIL is not displayed for AP/Trim Quick Disconnect Button stuck to the active position.4/21. 1-20 Page 22 LOAD 23. Per LOAD 23. Per LOAD 21.5.1/23.1/23. an autopilot trim quick disconnect button stuck to the active position does not trigger EICAS message PITCH TRIM FAIL resulting in a non annunciated failure of all trim systems (roll. Load 21. EICAS message PITCH TRIM FAIL is displayed for AP/Trim Quick Disconnect Button stuck to the active position.4/21. EICAS message PITCH TRIM FAIL will be triggered in case the affected quick disconnect button is maintained activated for more than 11 seconds.2 Affected manual sections: AOM 14-08-45. yaw and pitch).2. Load 23.

5 Load 23.2 Page 23 .Optimum and maximum cruise altitudes and cruise speeds for Long Range Cruise (LRC) and Maximum Endurance (MAX END) selection. Load 21. Thus. MACH or IAS/MACH pair.2 Affected manual sections: N/A. It shows IAS until FL 290.Optimum and maximum cruise altitudes for manual IAS/Mach inputs. ACFOG-2247 1-20 REVISION 20 LOAD 23. The optimum altitude and cruise speeds are not based NOTE : on tabular data for Maximum speed (MAX SPD) and Maximum reserve speed (MXR SPD) selection.5.4/21. Load 23 introduces a new FMS performance database (aircraft database) based on Embraer tabular data for all Engine conditions. FMS Cruise Altitude and Speeds match AOM data.1/23. For optimum and ceiling altitude. the cruise speed information on the PERF INIT 2/3 must be LRC.Maximum cruise altitude for Maximum speed (MAX SPD) and Maximum reserve speed (MXR SPD) selection.4/21.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FMS 1 – AOM Cruise Altitude and Speed tables.LRC and Maximum Endurance) values differ from AOM performance data. the parameters mentioned above will not match AOM figures.1/23. some information as follow are now computed by the FMS based on tabular data: . For operators that use only IAS values. Per LOAD 21. NOTE : This functionality can be disabled via a dedicated Service Bulletin if the airline policy does not follow Embraer AOM Altitude Capability performance tables. The long range cruise speed is selected via PERF INIT 1/3. N/A. and cruise speeds (Long Range Cruise . At this flight level or above it shows Mach number. FMS will not apply any wind model to modify LRC value. .78. . the Ceiling (maximum) and optimum altitudes. In this case. Embraer recommends to insert MACH 0. thus better reflecting the AOM numbers.

Per LOAD 21. Autotune should select the ILS frequency whenever the aircraft is within 25 NM of the destination if the arrival is inserted on the flight plan.2 The FMS Autotuning is 25 NM of the destination.5. if the procedure in the database (arrival) is coded like: ILS-_.1/23.5 Load 23. Once the FMS autotune selects the ILS frequency.1/23.2. the Autotune is not selecting the ILS frequency.4/21. even after the Activate Vectors is performed. Affected manual sections: N/A. Per LOAD 21. Autotune should select the ILS frequency whenever the aircraft is within 30 NM of the destination if the arrival is inserted on the flight plan. ILS frequency is autotuned within 30 NM of the destination.4/21.2.2 ILS frequency is not being autotuned if the procedure is coded like: ILS-_. the FMS autotune keeps the ILS frequency without any further autotune frequency change. Affected manual sections: AOM 14-03-10. Per LOAD 23. 1-20 Page 24 LOAD 23. Per LOAD 23.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – Autotuning Logic.4/21.5. Load 21.1/23.1/23.2 REVISION 19 ACFOG-2247 .4/21. Load 21.1/23. 3 – Multiple ILS Autotune. Autotune should select the ILS frequency whenever the aircraft is within 30 NM of the destination if the arrival is inserted on the flight plan.5 Load 23. The FMS Autotuning is 30 NM of the destination.

When the internal counter reaches 255.2 Page 25 . an infinite loop is created in the software providing repetitive messages of acknowledgement to the ground station.1/23. This behavior may occur only on airplanes equipped with Load 21.5 and on.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – Data Downlink. Load 21. An infinite loop is not created in the software and repetitive messages of acknowledgement are not sent to the ground station.4/21. Load 23.1/23.2.5.2 Affected manual sections: NA.4/21. this infinite loop is not created in the software and repetitive messages of acknowledgement are not sent to the ground station.1/23. Per LOAD 23. ACFOG-2247 1-20 REVISION 19 LOAD 23. the ACARS channel may be overflowed since the FMS software has a counter for downlink messages which expires when it reaches the value 255.5 An infinite loop is created in the software and repetitive messages of acknowledgement are sent to the ground station. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21.4/21.

1/23. the EOSID is defined to be associated with a specific departure runway.2 This functionality is only available for airplanes equipped with a customized company route database.1/23. tailored procedure should be provided to Honeywell.4/21. No EOSID functionality available. Per Load 23. An EOSID is a customized departure procedure to be used when an engine out occurs after departure. Engine Out Standard Instrument Departure (EOSID) shall be provided.2.4/21. the EOSID is available for selection. an EOSID modified flight plan is automatically created allowing the crew to check the procedure and activate it if desired. Moreover. EOSID functionality enabled.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – Engine Out SID displayed on the FMS.1/23. if an EOSID is defined for that runway. 1-20 Page 26 LOAD 23. Affected manual sections: N/A. Upon enabling this option. Customized company route database provided by Honeywell is necessary. NOTE: Load 21. the FMS does not support Standard Instrument Departure (SID) for engine out operations. When a departure runway is selected.2 REVISION 19 ACFOG-2247 . Per Load 21.5 Load 23.5. After confirmation of an engine out condition.

4/21. spurious EXCEEDS CERT CEILING scratchpad message should be displayed on the MCDU when a cruise altitude above FL 370 is selected. the FMS may miscalculate the ceiling altitude during system transitions (engine start or shutdown.1/23. Load 21. ACFOG-2247 1-20 REVISION 19 LOAD 23. Per LOAD 23.1/23. No spurious EXCEEDS CERT CEILING scratchpad message displayed when cruise altitude above FL 370 is selected.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 6 – EXCEED CEILING ALT scratchpad message.1/23. no spurious EXCEED CEILING ALTITUDE scratchpad message is displayed. for example) resulting in spurious EXCEED CEILING ALTITUDE scratchpad message display. Per LOAD 23. The EXCEED CEILING message is inhibited.1/23.4/21.5.2. Guidelines on how to proceed when the message is displayed are addressed in OB 170-006/08. 7 – EXCEEDS CERT CEILING message.5.4/21. After the transition. ALTITUDE scratchpad Affected manual sections: N/A. the ceiling altitude is then correctly computed.2 Spurious EXCEED CEILING ALTITUDE scratchpad message being displayed with no evident reason.5 Load 23.2 Affected manual: OB 170-006/08.2.1/23. but the scratchpad message remains displayed until it is cleared by the pilot.5 Spurious EXCEEDS CERT CEILING scratchpad message displayed when cruise altitude above FL 370 is selected. Load 23. Load 21. Per LOAD 21. Per LOAD 21. the FMS accepts altitude inputs above FL370 and EXCEEDS CERT CEILING scratchpad message is not displayed when cruise altitude above FL 370 is selected.2 Page 27 .4/21.

from FMS automatically. Affected manual sections: N/A. with leading zeros. the FMS 1-2 TIMEOUT scratchpad message is not displayed on the MCDU when a TAKEOFF or LANDING page is in use.4/21. Operators requested Embraer to have FMS/XPDR Flight ID automatically available to ACARS. therefore the pilot will not have to complete the ACARS Flight ID independently. Load 21. FMS 1-2 TIMEOUT scratchpad message not displayed when a TAKEOFF or LANDING page is selected.4/21.1/23.1/23.1/23. Affected manual sections: N/A.1/23.2.1/23. Automatic CMF Flight ID filling from FMS flight ID implemented.2 N/A. Per LOAD 21.2. For example: if ACA010X is entered. ACFOG-2247 1-20 Page 28 LOAD 23.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 8 – Flight ID available to ACARS.2 FMS 1-2 TIMEOUT scratchpad message displayed when a TAKEOFF or LANDING page is selected. Route page ACARS Route page ACARS ACA1 0001 AC128 0128 AC10 0010 AC12345 1234 ACA10 0010 ACBCD 0000 Load 21.5. CMF receives the Flight number characters.5 Load 23.2 REVISION 19 . 9 – FMS1-2 TIMEOUT when TAKEOFF or LANDING page selected.5 Load 23. Per LOAD 23. Per LOAD 23.4/21. the FMS 1-2 TIMEOUT scratchpad message may be displayed on the MCDU in use when the other MCDU has a TAKEOFF or LANDING page selected. the ACARS will read as 010X.

when entering Direct DSM. when the path angle during a VERTICAL DIRECT-TO is less than one degree. erroneous display of route information is corrected in the RTE page. Affected manual sections: N/A. Affected manual sections: N/A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 10 – FMS Unexpected Behavior – Path Less Than One Degree.5.2 Page 29 . Load 21.4/21.2. incorrect airways may be displayed on the RTE page.5. it is displayed the clearance J10 OBH. RTE page erroneous display is corrected. The VERT DIR UNDER MIN ANG message is displayed when a vertical direct-to is performed with path angle less than one degree.1/23. Per LOAD 21. ACFOG-2247 1-20 REVISION 19 LOAD 23.5 Load 23.ELJAY in the RTE page.4/21. when a Vertical DIRECT-TO is performed with path angle less than one degree the VERT DIR UNDER MIN ANG message is displayed on MCDU scratchpad. the VERT DIR UNDER MIN ANG message is not displayed on MCDU scratchpad and the FMS accepts the Vertical DIRECT-TO. 11 – Unexpected RTE Page behavior.1/23. Per LOAD 21. with Departure on KPSP airport and Destination on KDEN Airport. the RTE page incorrectly displays J10 ELJAY. It occurs because ELJAY is the first waypoint after the intersection between J10 and J100. Load 21. deleting J100.2 RTE page may incorrectly display airways. but when the LANDR5 arrival is inserted with the ELJAY transition. For example. Per LOAD 23.4/21.1/23.OBH and J100.1/23.4/21. FMS considers the ELJAY waypoint as it belonged to J10 airway.5 Load 23. J100 ELJAY correctly. J10. Per LOAD 23.1/23.2.2 The VERT DIR UNDER MIN ANG message is not displayed when a vertical direct-to is performed with path angle less than one degree.

Load 21. the VGP sub mode is reverted to FPA (Flight Path Angle) mode with "FD VERT MODE OFF" EICAS message when the following conditions occur simultaneously: − − − − Flight level at the Final Approach Fix normal altitude. 1-20 Page 30 LOAD 23. Affected manual sections: N/A.5 Load 23. the FMS maintains the VGP mode in the above scenario. VGP armed. Compensated altitude higher than the no compensated altitude by more than 80 ft.1/23. Temperature compensation activated. The FMS maintains in VGP mode.1/23.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 12 – VGP dropping with temperature compensation activation.2 The VGP mode is dropped to Flight Path Angle with "FD VERT MODE OFF" EICAS message.4/21. Per LOAD 23.2. Per LOAD 21.4/21.2 REVISION 19 ACFOG-2247 .1/23.5.

2 Page 31 . the performance data is recalculated as expected.4/21. WHAT-IF INIT page 3/3 does not properly display performance data for wind and temperature manual entry. The performance data is recalculated for any entry of cruise altitude level both above and below the value displayed.1/23. ACFOG-2247 1-20 REVISION 23 5 LOAD 23. it was observed an error of roughly 3 minutes on calculated performance data.4/21. the performance data is recalculated in WHAT-IF DATA page for pilot’s entry of cruise altitude level both above and below the value displayed. the FMS will consider the arrival runway altitude elevation.5 Load 23. if the pilot’s entry for cruise altitude in WHATIF DATA page (LSK 1L) is a flight level value above the value displayed.2. if the pilot’s entry is a flight level value below the FL CRZ value currently displayed.1/23. NOTE: Load 21. Affected manual sections: N/A. WHAT-IF performance data for FL CRZ values below the current displayed is calculated erroneously. However. as reference. the performance data is recalculated considering.1/23. Per LOAD 23. Moreover. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21. NOT the altitude of the flight level entered by the pilot. the altitude of the nearest waypoint associated with an altitude constraint along the route.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 13 – FMS WHAT-IF function.5.2 During additional tests. If no waypoint associated with an altitude constraint is found along the entered route.

2. if exists at least one Hold pattern defined on the database for that waypoint.2 N/A. if exists a hold pattern defined on the database.1/23.1/23.5 Load 23. when the pilot selects the desired holding fix waypoint on the ACTIVE FLT PLAN page. Affected manual sections: N/A. Per LOAD 23. Per LOAD 21.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 14 – New SELECT HOLD page. the HOLDING PATTERN page is displayed with a standard default holding pattern at the designated holding fix with the inbound course set to the flight plan course into the holding fix.4/21.4/21. the page SELECT HOLD AT “waypoint” is displayed in order to allow the pilot to load the HOLD previously defined on database. No entry is permitted on this page.5. The new page SELECT HOLD AT “waypoint” is displayed. SELECT CRS/DIR 315 /R O HOLD AT SJC INBND RNP 1.2 REVISION 20 ACFOG-2247 .1/23. when the pilot selects the desired holding fix waypoint on the ACTIVE FLT PLAN page. Load 21. On line select key 6L the “<DEFAULT” shall be displayed. Selection of this line shall display the Holding Patterns page with default values.0 MIN 1/1 FL050 A DEFAULT 320/R EM170AOM141099A.DGN 1-20 Page 32 LOAD 23.

if the direct to is performed to a waypoint located on the cruise phase and far away the TOC (Top Of Climb). missed approach and departure phases. Load 21.1/23. missed approach and departure phases.5° /s will be applicable until the direct to waypoint is transitioned. as well the transition of the direct to waypoint in case a different heading is defined after the transition.5° /s.2 Page 32A .5. in some cases the FMS is not able to maintain track in the RNP corridor with these gains.2. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 21.5° /s is applicable for this scenario.1/23. Per LOAD 23. Thus. NOTE: When a DIRECT TO is performed from a waypoint on the departure to another waypoint outside the departure the FMS consider the direct to waypoint as a departure waypoint and the maximum roll rate of 5. The LNAV maximum roll rate is 5.3 approaches. the LNAV gains were changed for RNP at or below 0. In this case.2 The LNAV maximum roll rate is 3° /s for approach phase. then the roll rate of 5.5° /s for RNP approach. ACFOG-2247 1-20 REVISION 21 5 LOAD 23. the new maximum roll rate is 5.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 15 – LNAV approach gain change.5 Load 23. However.4/21.1/23. the LNAV gains in the FMS are based on FMS being in approach phase or not and the maximum roll rate is 3° /s. Affected manual sections: N/A.4/21. affecting OFFSET activation or canceling.

the brake differential temperature is effectively monitored.4/21. LANDING GEAR AND BRAKES 1 – Difference of temperature between the brakes of the same landing gear leg. Affected manual sections: N/A.2.4/21. Per LOAD 21. Per LOAD 21. Per LOAD 23.4/21. Fuel Used indication on the MFD may be lost after a left or right engine start during flight.2 REVISION 21 . EICAS message LG NO DISPATCH is displayed when the difference of temperature between the brakes of the same landing gear leg is above 200ºC. the Brake Temperature Monitoring System (BTMS) does not monitor the difference of temperature between the brakes of the same landing gear leg.1/23. ACFOG-2247 1-20 Page 32B LOAD 23.4/21.2 N/A.5 Load 23.1/23. the Fuel Used indication on the MFD is displayed properly even in case of an engine start during flight.5 Load 23. Load 21.5.1/23.5.1/23. Affected manual sections: N/A. The Fuel Used indication on the MFD is displayed properly in case of an engine start during flight. Per LOAD 23.1/23. A difference above 200° C in brakes of the same leg triggers LG NO DISPATCH message (no Latch condition).PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FUEL 1 – Invalid Fuel Used indication after engine start during flight.2 The Fuel Used indication on the MFD may be lost in case of an engine start during flight.2. Load 21.

− FMS position starts slewing back to the selected sensor positions.2. − UNABLE RNP message will display on the MCDU scratchpad. Per Load 23.2 Page 33 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE MISBEHAVIOR 1 – FMS position jump. Large IRS bias is caused by a normalization error when computing the difference between FMS longitude and IRS longitude.5 Load 23. − When the FMS position change occurs: − The CDI will deflect indicating the offset from the desired lateral and vertical path based on the changed position. − If autopilot is coupled and LNAV is engaged. 1-20 REVISION 19 5 LOAD 23. the FMS position computation anomaly/Large IRS bias occur when crossing the 180 degrees Meridian line while using IRS for navigation. FMS position computation anomaly. − Caution CAS message “FMS1(2)-GPS POS DISAG” will be displayed. − For map display in north up. − For map display in heading up.1/23. The operational impacts of this anomaly are: − The FMS position longitude calculation was biased by approximately 180 degrees. The IRS and GPS are still outputting valid and correct data.2 ACFOG-2247 N/A.1/23. the aircraft symbol will disappear from the map and move to the new FMS position.1/23. Load 21. This issue only affects the FMS. the airplane will execute a bank maneuver to intercept the TO waypoint in the flight plan.4/21. map display will move to the new FMS position. Guidelines on how to proceed in order to avoid this misbehavior is addressed in OB 170-006/09. in the middle of the Pacific Ocean. Affected manual: OB 170-006/09.

2 REVISION 21 . Per Load 23. ACFOG-2247 1-20 Page 34 LOAD 23.5 Load 23. the FMS no longer accepts the Autotune activation through the NAV page (FMS AUTO set to ON). Once this message appears. Affected manual sections: N/A.2. The scratchpad message NAV 1/2 FMS AUTO CHG FAIL may be posted following the Autotune deactivation through the NAV page (FMS AUTO set to OFF). if a manual NAV frequency is entered on the MCDU RADIO page or on the PROGRESS page.1/23.2 N/A. thus deactivating the Autotune. the Autotune activation through the NAV page is no longer possible. Load 21.1/23. Embraer recommends the operators with Load 23 installed to only activate the AUTOTUNE function via the FMS PROGRESS page.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – Autotune activation through the NAV page. FMS AUTO selection (ON/OFF) misbehavior on NAV page.4/21.1/23.

Affected manual: OB 170-001/10. Guidelines on how to proceed in order to avoid this misbehavior is addressed in OB 170-001/10.1/23.5 Load 23. The MCDU shows a discontinuity to the destination.4/21. − The Horizontal Track Line is removed from the MFD MAP page. if a runway change is performed when the airplane is flying to a runway which neither has an arrival nor an approach procedure selected in the FMS ARRIVAL page and when the selected runway is the last and active waypoint on the flight planning the following is observed: − The new runway becomes the “From” waypoint.1/23. Load 21. Per Load 23. FMS misbehavior upon runway change when no arrival or approach procedure selected.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 3 – FMS misbehavior upon runway change when no arrival or approach procedure selected. ACFOG-2247 1-20 REVISION 21 5 LOAD 23.2 Page 35 . − The LNAV mode is disengaged and the FD LATERAL MODE OFF caution message is displayed on the EICAS and.2.1/23.2 N/A.

if the DIRECT TO/COURSE INTERCEPT is performed a second time before the last waypoint of the first DIRECT TO/COURSE INTERCEPT the FD drops to basic mode. the flight director (FD) drops to basic lateral mode (ROLL) and FD LATERAL MODE OFF EICAS message is displayed.2 Affected manual sections: N/A. Per LOAD 23.4/21.2 REVISION 21 ACFOG-2247 . Per LOAD 21.2.1/23.5.1/23.1/23.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – DIRECT TO/COURSE INTERCEPT functions. Load 21. FD LATERAL MODE OFF message displayed if a second DIRECT TO/COURSE INTERCEPT is performed before the airplane has crossed the last waypoint of the first DIRECT TO/COURSE INTERCEPT. No FD LATERAL MODE OFF message displayed if a second DIRECT TO/COURSE INTERCEPT is performed before the airplane has crossed the last waypoint of the first DIRECT TO/COURSE INTERCEPT.5 Load 23. 1-20 Page 36 LOAD 23. if the DIRECT TO/COURSE INTERCEPT is performed a second time before the last waypoint of the first DIRECT TO/COURSE INTERCEPT.4/21. but the FD LATERAL MODE OFF message is not displayed anymore.

However it was observed that dust accumulation in the MAU 3 cabinet (where the Custom I/O is installed) could increase the temperature in one of the sensors causing spurious indication of abnormal condition (delta of temperature higher than 8ºC). the brake differential temperature is monitored by the Brake Temperature Monitoring System (BTMS). Affected manual sections: N/A. Load 21. EICAS message LG NO DISPATCH is displayed.2.5 Load 23. Load 21. Affected manual sections: N/A. The BTMS also takes into accounting the comparison of temperature between the Custom I/O sensors. However.1/23.2 N/A. Per LOAD 23. If the differential of temperature is higher than 8ºC.1/23.4/21. the constraint can be entered manually on the waypoint and the message is corrected. The UNABLE NEXT ALT scratchpad message is not displayed on the MCDU when there is a window altitude constraint present in the flight plan. the UNABLE NEXT ALT scratchpad message is not displayed on the MCDU when there is a window altitude constraint present in the flight plan.1/23.1/23. EICAS message LG NO DISPATCH may be displayed due to dust accumulation in the MAU 3. Per LOAD 23. 6 – UNABLE NEXT ALT scratchpad message.2 Page 37 . A difference above 200° C in brakes of the same leg triggers LG NO DISPATCH message. ACFOG-2247 1-20 REVISION 21 5 LOAD 23.2.1/23.5 Load 23.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 5 – EICAS message LG NO DISPATCH displayed due to dust accumulation in the MAU.2 N/A.4/21.

it was observed that only few closest airports is being displayed on the MFD.2. Only few closest airports are displayed on the MFD. Per LOAD 23.5 Load 23. 1-20 Page 38 LOAD 23. It should not occur for at-or-above climb constraints. unexpected VTA indications may be issued in departure procedures whenever this condition is met.1/23. Per LOAD 23. By doing so.4/21. the Airport Symbol and Airport Identifier show the relative location of up to 10 closest airports (within the display of up to 640 NM) that are not on the flight plan. the EDS logic was changed in order to fix the duplicating airport issue. however.2 Up to 10 closest airports are displayed on MFD.1/23. Affected manual sections: N/A. Load 21. 8 – Few Closest Airports Displayed on MFD. the EDS logic was duplicating some airports.2 N/A.2. Affected manual sections: N/A. However. Per LOAD 21.4/21. the logic to trigger the VTA was changed when the airplane is predicted to be within 1000 ft to 200 ft of capturing an altitude constraint.2 REVISION 21 ACFOG-2247 .1/23.5. Load 21. Unexpected VTA indications may be issued in departure procedures whenever condition described above is met.5 Load 23.4/21.1/23.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – Vertical Track Alert (VTA) triggered during takeoff.1/23.

1/23. Hence. prior to touchdown FD VERT MODE OFF may be displayed on EICAS with flight director vertical mode reverting to FPA (basic vertical mode). a modification in the glide slope (G/S) signal monitoring may result in vertical flight director mode unexpectedly dropping below 100 ft AGL during ILS CAT I or CAT II operations. As this EICAS message is inhibited below 50 ft. Depending on the ILS beam instability.2 N/A. The same is valid for CAT I and CAT II approaches performed with Autoland. Per LOAD 23. the airplane antenna may lose the G/S signal thus invalidating the G/S monitoring by the AFCS. Load 21.4/21. it is only displayed if disconnection occurs between 100 ft and 50 ft AGL. This misbehavior may occur only on airplanes equipped with dual glide slope antennas (CAT III capable or with provisions).2. CAT III operations performed with Autoland or HUD A3 are not susceptible to this vertical flight director mode disconnection. Affected manual sections: N/A.5 Load 23. ACFOG-2247 1-20 REVISION 21 5 LOAD 23.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 9 – Unexpected FD VERT MODE OFF displayed on EICAS below 100 ft AGL during ILS CAT I or CAT II Operations.1/23.2 Page 39 .1/23. FD VERT MODE OFF may be displayed on EICAS during ILS CAT I or CAT II Operations between 100 ft and 50 ft AGL.

1/23. 1-20 Page 40 LOAD 23. Airplane touchdown impact and further landing roll vibration can lead to a miscompare between both radios processing data.1/23. EICAS message FD VERT MODE OFF may be displayed during landing roll due to a modification in the glide slope (G/S) signal monitoring.2.2 REVISION 21 ACFOG-2247 . Based on Automatic Flight Control System Architecture. Glide slope signal is received by the G/S antenna through 2 radios. Per LOAD 23.4/21. FD VERT MODE OFF may be displayed on EICAS during landing roll. invalidating the AFCS G/S monitoring and consequently triggering FD VERT MODE OFF message on EICAS.1/23.2 N/A. Affected manual sections: N/A.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 10 – Unexpected FD VERT MODE OFF displayed on EICAS after touchdown. EICAS caution message FD VERT MODE OFF should be displayed in case of vertical flight director mode disconnection due to invalid conditions. Load 21.5 Load 23.

1/23.4/21. the FMS may overshoot the ILS when it connects a STAR to an approach that bypasses the approach transition and when an approach contains a common waypoint. As a result. PRIMUS EPIC SYSTEM SOFTWARE Per Load 23. Only ILS approaches with a course change greater than 70° are affected. incorrect map display and lateral guidance occurrences when: − A right turn direction arc leg terminates a procedure (for example. − First leg of following procedure (for example.1/23.5 Load 23. STAR). even if the LOC is armed well before the final approach center line. ACFOG-2247 1-20 REVISION 23 5 LOAD 23. The FMS inhibits the LOC capture (while in LNAV) until the course change is less than 70°. the FMS will inhibit the LOC capture until the airplane track is within 70° of the final approach course.2 Page 41 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 11 – Arc Melding.2.4/21. Affected manual sections: OB 170-004/11. FMS overshot the ILS instead of turning inbound. 12 – ILS overshoot. Affected manual sections: OB 170-002/11. approach) begins with arc termination. Load 21. − ARC leg becomes active.5 Load 23. Per Load 23. lateral guidance is incorrect.1/23.2 N/A. Possibility of incorrect map display and lateral guidance when transitioning procedures melded by arc legs.1/23.2 N/A. Load 21.2.1/23.

5 Load 23. This excludes holding patterns and procedure turns.2. Load 21.1/23. − If missed approach is activated by the pilot on the MCDU. FMS may command an incorrect turn direction during the missed approach.1/23. Affected manual sections: OB 170-004/11.1/23. FMS may command an incorrect lateral guidance and display an incorrect map when transitioning into arc legs. Per Load 23. which are flown correctly: − Last leg of a procedure contains a course change of 180° or greater.1/23. Incorrect turn direction during the missed approach. Load 21.2 REVISION 23 ACFOG-2247 . Incorrect lateral guidance and map display when transitioning into arc legs. − Last waypoint common in connecting procedures.2 N/A.2. the FMS will change the turn direction displayed on the MCDU. The anomaly occurs under procedures containing a course change of 180° or more. − Last leg has a turn direction specified in the navigation database. − Any of the following combinations: track/course/direct to a fix leg (TF/CF/DF) preceding a CF/DF in a missed approach procedure.4/21.4/21. Missed approach activation: − Procedures with course change of 180° or greater.2 N/A. 14 – Turn Direction changes after Missed Approach. Per Load 23. 1-20 Page 42 LOAD 23.1/23.5 Load 23.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 13 – Course change near 180°. Affected manual sections: OB 170-004/11.

0. all of which offer some impact in the operation of EMBRAER 170/175 airplanes.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE SOFTWARE LOAD 25. Primus Epic System Software Previous Version LOAD 23.1.1 The table below shows the previous and the current versions of the Primus Epic System Software.1 is exclusively compatible with Pentium M configuration.0.2 Current Version LOAD 25. The LOAD 25.1 Page 1 .1 The information that follows is a list of the items implemented in these current software versions.1.1. ACFOG-2247 1-21 REVISION 22 LOAD 25.1.0.1/23.0.

1.0.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AFCS 1 – AFCS FAULT during AFCS PBIT due to power interruption.1.1/23. Per LOAD 25.1/23.2.0. AFCS FAULT not displayed on EICAS during AFCS PBIT in case of power interruption. 1-21 Page 2 LOAD 25.0.2 LOAD 25. logic is included in AFCS PBIT to retry the test 5 times before it is actually declared failed.1 AFCS FAULT may be displayed on EICAS during AFCS PBIT due to power interruption. if the AFCS PBIT is interrupted due to power interruption the message AFCS FAULT is displayed on EICAS until another power up is performed. Load 23.1 REVISION 23 ACFOG-2247 .1.1. Affected manual sections: N/A. Per Load 23.

FD VERT MODE OFF not displayed on EICAS during ILS CAT I or CAT II Operations below 100 ft.1/23. ACFOG-2247 1-21 REVISION 23 LOAD 25.2. As this EICAS message is inhibited below 50 ft.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE 2 – Unexpected FD VERT MODE OFF displayed on EICAS below 100 ft AGL during ILS CAT I or CAT II Operations. it is only displayed if disconnection occurs between 100 ft and 50 ft AGL.2 LOAD 25.1.1/23. Hence.1. The same is valid for CAT I and CAT II approaches performed with Autoland. CAT III operations performed with Autoland or HUD A3 are not susceptible to this vertical flight director mode disconnection.1 Page 3 .1. This misbehavior may occur only on airplanes equipped with dual glide slope antennas (CAT III capable or with provisions).0. Per LOAD 25. the FD VERT MODE OFF EICAS message is inhibited for altitudes below 100 ft. Affected manual sections: N/A. prior to touchdown FD VERT MODE OFF may be displayed on EICAS with flight director vertical mode reverting to FPA (basic vertical mode).0. the airplane antenna may lose the G/S signal thus invalidating the G/S monitoring by the AFCS. Per LOAD 23. Depending on the ILS beam instability.1. a modification in the glide slope (G/S) signal monitoring may result in vertical flight director mode unexpectedly dropping below 100 ft AGL during ILS CAT I or CAT II operations. Load 23.0.1 FD VERT MODE OFF may be displayed on EICAS during ILS CAT I or CAT II Operations between 100 ft and 50 ft AGL.

EICAS caution message FD VERT MODE OFF should be displayed in case of vertical flight director mode disconnection due to invalid conditions.0. 1-21 Page 4 LOAD 25. Per LOAD 25. the FD VERT MODE OFF EICAS message is inhibited for altitudes below 100 ft. Load 23.1. Glide slope signal is received by the G/S antenna through 2 radios.1.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Unexpected FD VERT MODE OFF displayed on EICAS after touchdown.1 FD VERT MODE OFF may be displayed on EICAS during landing roll. Per LOAD 23. invalidating the AFCS G/S monitoring and consequently triggering FD VERT MODE OFF message on EICAS.1.1.1/23. FD VERT MODE OFF not displayed on EICAS during landing roll. Affected manual sections: N/A.2.1 REVISION 23 ACFOG-2247 .1/23.2 LOAD 25. EICAS message FD VERT MODE OFF may be displayed during landing roll due to a modification in the glide slope (G/S) signal monitoring. Airplane touchdown impact and further landing roll vibration can lead to a miscompare between both radios processing data. Based on Automatic Flight Control System Architecture.0.0.

2 LOAD 25.1 Page 5 . unexpected Autobrake aural warning is triggering after lift off. ACFOG-2247 1-21 REVISION 22 LOAD 25. at least. Load 23. software logic correction is implemented to inhibit AUTOBRAKE aural warning whenever.1.0.1/23.1 Unexpected Autobrake aural warning is triggering after lift off. Per LOAD 25.0.1.1/23.0. Per Load 23. one MLG WOW indicates AIR.2. AUTOBRAKE aural warning is not triggering after liftoff.1.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE AUTOBRAKE 1 – Autobrake aural warning. Affected manual sections: N/A.1.

O.1/23.O. Affected manual sections: N/A.O.1.0.1.2 CHECK T. or takeoff flap position. This message should be provided only when a take-off v-speed has not been entered in the MCDU. − Any of the existing CHECK T.O. CONFIG condition logic is monitored by AFCS.O.O. Vsi. CHECK T. SPEEDS scratchpad message. Per Load 23. CONFIG and CHECK T. − The MCDU entered takeoff flap position is not equal the actual flap setting and the takeoff configuration button is active.O. SPEEDS scratchpad displayed due to flap mismatch. DATA scratchpad message is replacing CHECK T. Per LOAD 25.0.1.O. CONFIG and CHECK T. SPEEDS were removed and a new message CHECK T.1 A new CHECK T. SPEEDS messages. message LOAD 25.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AVIONICS 1 – CHECK T. Load 23. 1-21 Page 6 LOAD 25. SPEEDS scratchpad message is displayed after T/O button is pressed if a configuration mismatch exists between MCDU flap selection and flap lever. CHECK T.1/23. CONFIG conditions are active. NOTE: The existing CHECK T. the scratchpad messages CHECK T.O.1. CONFIG is active when the takeoff mode is not available when requested to engage (via TOGA button) due to lack of valid data for V2.0. DATA is displayed when: − Any of the takeoff v-speeds have not been entered and the takeoff configuration button is active.O. pointing the pilot to any missing information on the Takeoff Data page.2.O.O.1 REVISION 22 ACFOG-2247 .

the VNAV requires a vertical direct-to in order to keep the correct vertical path.2.0. Load 23. the defined descent angle resumes. − FMS commands a maximum of the defined descent angle plus 1.2 LOAD 25.1. VNAV logic is updated so flight plan changes when in VPATH mode results in predictable descent path capture criteria during FMS recalculations: − FMS commands a maximum of half of the defined descent angle to capture the new path if current airplane position is below the recomputed path or. VNAV logic is updated.1/23.1 VNAV can not properly keep the correct path on descent whenever a lateral change is activated or an altitude constraint is changed in VPTH mode.5° to capture the new path if current airplane position is above the recomputed path.1/23. ACFOG-2247 1-21 REVISION 22 LOAD 25.1. whenever a lateral change is activated or an altitude constraint is changed while descending in VPTH mode.0.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – VNAV Redesign. thus avoiding incorrect path capture during FMS recalculation.1. Per LOAD 25.1.1 Page 7 . Once the path is intercepted. PRIMUS EPIC SYSTEM SOFTWARE Per Load 23. Affected manual sections: N/A.0.

Per LOAD 25. FMS computes the TOD correctly. and − The altitude pre-selector value must be below the equal AT constraint altitudes.1 FMS may incorrectly place the TOD and descend prematurely when there are two AT altitude constraints at the same altitude.1/23. Guidelines on how to proceed in order to avoid this misbehavior are addressed in OB 170-004/10. FMS software logic is updated.0.2 LOAD 25.2.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – VPATH capturing an incorrect TOD. Per Load 23. FMS may incorrectly computes TOD and descend prematurely when there are two AT altitude constraints followed by a lower AT altitude constraint at the same altitude/flight level. thus preventing the misplaced TOD calculation. − Two or more equal AT constraints followed by a lower AT altitude constraint are in the flight plan. 1-21 Page 8 LOAD 25.1.1 REVISION 22 ACFOG-2247 . − The airplane must be in VALT level flight at the same altitude as the first AT constraint.1/23. The top of descent (TOD) computation from the FMS may cause an early descent prior to the second AT constraint only if all the following circumstances are met: − The airplane is in descent or approach phase. Load 23.1.0. Affected manual sections: OB 170-004/10.1.0.1.

2 LOAD 25. MCDU HF and VHF3 self tests indicate PASS if the test is performed successfully and FAIL if the test fails. 5 – HF and VHF3 self tests.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – CMF 1(2) FAIL EICAS ADVISORY message.1/23.0. MCDU HF and VHF3 self tests does not indicate PASS or FAIL status after test.1/23.0. PRIMUS EPIC SYSTEM SOFTWARE Per Load 23.1.2.1 CMF 1(2) FAIL EICAS message displayed.1. ACFOG-2247 1-21 REVISION 23 LOAD 25. DATALINK 1 FAIL EICAS message displayed.1/23.0. CMF 1(2) FAIL EICAS message is displayed when the respective CMF has failed. DATALINK 1 FAIL EICAS message is displayed when the DATALINK function of CMF 1 has failed.1 Page 9 . Per LOAD 25. PASS or FAIL messages displayed on MCDU HF and VHF3 self tests.1. Per Load 23.2.1.1. Load 23.1.2 LOAD 25. Per LOAD 25.0. Load 23.1/23. Affected manual sections: N/A.0.1.1 No message displayed on MCDU HF and VHF3 self tests. 14-15-10. Affected manual sections: AOM 14-09-35.

Affected manual sections: N/A.1.0.0.0.1/23.2. Per LOAD 25. software logic improvement is implemented to avoid appearance of PRINT JOB FAIL scratchpad message on the MCDU.1.0. Load 23.2.1. 1-21 Page 10 LOAD 25.1. Load 23. the FMS may improperly drop the arc leg and commence flight to the leg following the arc. Per Load 23. STAR or Approach procedure contains an Arc to a Fix leg (ARINC 424 AF) with a course change greater than 180°.2 LOAD 25. No incorrect map display and lateral guidance when transitioning into arc legs greater than 180°. The root cause for this behavior is a design error in the LNAV sequence mechanism not handling this geometry.1 Spurious PRINT JOB FAIL scratchpad message.1 REVISION 22 ACFOG-2247 . if a SID.1. Per Load 23.1.0.1/23.1/23. Per LOAD 25.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 6 – PRINT JOB FAIL scratchpad message. 7 – Early Sequence of Arcs greater than 180°.2 LOAD 25. software logic is updated to recognize the case above and sequence the arc leg correctly.1 Possibility of incorrect map display and lateral guidance when transitioning into arc legs greater than 180°. spurious PRINT JOB FAIL scratchpad message is displayed on the MCDU. No spurious PRINT JOB FAIL scratchpad message.1. Affected manual sections: N/A.1/23.

software logic is updated to recognize the case above and sequence the arc leg correctly.1.2 LOAD 25.1/23. LNAV F/D and CDI provide correct indications. Load 23.1 Incorrect map display.0. PRIMUS EPIC SYSTEM SOFTWARE Per Load 23.1 Possibility of incorrect map display and lateral guidance when transitioning procedures melded by arc legs. new software includes the logic in the FMS to flyover the path/terminator preceding a VI/CI leg.0.1 Page 11 .1.2 LOAD 25. ACFOG-2247 1-21 REVISION 23 LOAD 25. − First leg of following procedure (for example.1. FMS can incorrectly display on MFD map a procedure that contains a heading to intercept a course leg.0.1/23.1.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 8 – Arc Melding. Per Load 23.1.2. incorrect map display and lateral guidance occurrences when: − A right turn direction arc leg terminates a procedure (for example.2. Affected manual sections: N/A.0. lateral guidance is incorrect. − ARC leg becomes active. 9 – Incorrect Display of FMS Course Line on MFD map.1.0.1/23.1/23. Correct map display. approach) begins with arc termination. Per LOAD 25. STAR). Load 23. A software change incorrectly removed the logic in the FMS to flyover paths/terminators that are followed by a VI/CI leg.1. Per LOAD 25. Affected manual sections: Terminating action for OB 170-002/11. No incorrect map display and lateral guidance when transitioning into arc legs.

1. Affected manual sections: AOM 14-15-10.1. the ENG 1(2) OIL LO LEVEL message is inhibited during flight phases K3. Per Load 23.1.1/23.2. 1-21 Page 12 LOAD 25. Affected manual sections: AOM 14-15-10.2 LOAD 25.0. No ENG 1(2) REV TLA FAIL EICAS CAUTION spurious message.0.1/23.1 REVISION 22 ACFOG-2247 . Per LOAD 25. the ENG 1(2) OIL LO LEVEL message is inhibited during flight phases K2b. the debounce time is increased from 5 to 20 seconds and the ENG 1(2) REV TLA FAIL EICAS message is inhibited during K2b flight phase.1.1. K4 and K5. In case that happens for 5 seconds the EICAS CAUTION message ENG 1(2) REV TLA FAIL is triggered.1 ENG 1(2) REV TLA FAIL EICAS CAUTION spurious message.1 ENG 1(2) OIL LO LEVEL message not inhibited during K2b flight phase.2.0. Load 23.1/23. Load 23.1. Per LOAD 25.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE ENGINE 1 – ENG 1(2) REV TLA FAIL EICAS CAUTION message.2 LOAD 25.1. ENG 1(2) OIL LO LEVEL message inhibited during K2b flight phase. K4 and K5. K3.0. Per Load 23. 2 – ENG 1(2) OIL LO LEVEL EICAS CAUTION message.1/23.0. a pre-load on the triggers caused by pilot action to pull the thrust reverser when approaching to land causes the idle lock hook inside the Thrust Control Quadrant to be stuck when airplane touches down.

2.1.0.1.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE FCS 1 – PITCH TRIM BKUP FL EICAS ADVISORY message.1 PITCH TRIM BKUP FL EICAS message displayed. with no abbreviation for FAIL.0.2 LOAD 25. Affected manual sections: AOM 14-08-45. if backup pitch trim switch is inoperative the EICAS message PITCH TRIM BKUP FL is displayed. Load 23.1 Page 13 .0. Per LOAD 23.1. if backup pitch trim switch is inoperative the EICAS message PITCH TRIM BKUP FAIL is displayed.1. Per LOAD 25.1/23. PITCH TRIM BKUP FAIL EICAS message displayed.1/23. ACFOG-2247 1-21 REVISION 22 LOAD 25.

Per LOAD 23. the message is not displayed. ACFOG-2247 Affected manual sections: N/A. If no departure runway is available for the takeoff runway. If a departure runway is selected on the FMS DEPARTURE page and the runway heading is not changed.0.2 airplane is between 15000 ft and 25000 ft during climb or descent. In this situation.1. If the alternate flight plan is inserted on the RTE pages or on the FLT PLAN pages the message is not displayed.1 REVISION 22 . In this situation. if no departure runway is selected on the FMS or the runway heading is manually inserted by the pilot on the TAKEOFF page. the FMS behavior is the same described above. EXCEEDS P ALTITUDE LIMIT scratchpad message is inhibited during flight.1/23. Per LOAD 25. based on ELEV and altimeter setting (B SET).1.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FMS 1 – EXCEEDS P ALTITUDE LIMIT scratchpad message. either the P ALT or ELEV may be manually inserted on the TAKEOFF page 1/3 to prevent the message display. the scratchpad message Load EXCEEDS P ALTITUDE LIMIT is displayed when the 23. and P ALT displayed is also a fixed value.1.0.2. LOAD 25. the FMS updates the runway elevation (ELEV) and the pressure altitude (P ALT) values on the FMS TAKEOFF page 1/3 based on actual airplane pressure altitude measured by the Air Data System. In this situation ELEV and P ALT remain the same and the message is not displayed. The ELEV and P ALT prompts on the FMS TAKEOFF page 1/3 are updated based on the airplane pressure altitude. In this case. the runway elevation (ELEV) displayed on the TAKEOFF page is obtained from the FMS Navigation Database. If a flight plan is selected on the FLT PLAN LIST page to be flown as an alternate flight plan. In this situation. either the P ALT or ELEV may be manually inserted. 1-21 Page 14 LOAD 25.0.1. the EXCEEDS P ALTITUDE LIMIT scratchpad message is displayed on the MCDU when the airplane is between 15000 ft and 25000 ft during climb or descent.1 EXCEEDS P ALTITUDE LIMIT scratchpad message is inhibited during flight.1/23.

the airplane will execute a bank maneuver to intercept the TO waypoint in the flight plan.1. The operational impacts of this anomaly are: − The FMS position longitude calculation was biased by approximately 180°.1. The IRS and GPS are still outputting valid and correct data. − Caution CAS message “FMS1(2)-GPS POS DISAG” will be displayed. Load 23. − UNABLE RNP message will display on the MCDU scratchpad.1.1 Page 15 .0.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – FMS position jump. ACFOG-2247 1-21 REVISION 22 LOAD 25. Large IRS bias is caused by a normalization error when computing the difference between FMS longitude and IRS longitude. in the middle of the Pacific Ocean. the airplane symbol will disappear from the map and move to the new FMS position. − FMS position starts slewing back to the selected sensor positions.1 FMS position computation anomaly. the FMS position computation anomaly/Large IRS bias occur when crossing the 180° Meridian line while using IRS for navigation. This issue only affects the FMS. − If autopilot is coupled and LNAV is engaged. Per LOAD 25.0.1. − When the FMS position change occurs: − The CDI will deflect indicating the offset from the desired lateral and vertical path based on the changed position. − For map display in north up.1/23.2 LOAD 25.0. software logic correction is implemented. PRIMUS EPIC SYSTEM SOFTWARE Per Load 23. map display will move to the new FMS position.2.1/23. Affected manual sections: Terminating action for OB 170-006/09. No FMS position computation anomaly. − For map display in heading up.

0. − The LNAV mode is disengaged and the FD LATERAL MODE OFF caution message is displayed on the EICAS and.1 FMS misbehavior upon runway change when no arrival or approach procedure selected.1/23.1. software logic correction is implemented.1. Affected manual sections: Terminating action for OB 170-001/10.0.1 REVISION 22 ACFOG-2247 .PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – FMS misbehavior upon runway change when no arrival or approach procedure selected.1/23.2 LOAD 25.2. No FMS misbehavior upon runway change when no arrival or approach procedure selected. if a runway change is performed when the airplane is flying to a runway which neither has an arrival nor an approach procedure selected in the FMS ARRIVAL page and when the selected runway is the last and active waypoint on the flight planning the following is observed: − The new runway becomes the “From” waypoint. Per Load 23.0. − The Horizontal Track Line is removed from the MFD MAP page. The MCDU shows a discontinuity to the destination. Per LOAD 25. Load 23.1.1. 1-21 Page 16 LOAD 25.

Landing V-Speeds are not cleared after takeoff.0.0. a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the Landing VSpeeds were not inserted on the LANDING page whenever at least one of the following conditions is met: − the airplane is within 50 NM radial distance from the destination. Landing V-Speeds are deleted 15 minutes after takeoff.1/232. if they are not being displayed the PFD and a CHECK LDG SPEEDS scratchpad message is displayed to alert the flight crew that the Landing V-Speeds were not input.1 Affected manual sections: N/A.1 Page 17 .1.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 4 – CHECK LDG SPEEDS scratchpad message. Per LOAD 25.1. they are deleted on the FMS 15 minutes after takeoff.1/23.2 LOAD 25.1.1.0. Landing V-Speeds logic has changed to not clear the landing speeds after takeoff. if the Landing V-Speeds inserted on the LANDING page before the takeoff are not being displayed on the PFD. ACFOG-2247 1-21 REVISION 22 LOAD 25. If no speeds are entered the logic for the scratchpad message CHECK LANDING SPEEDS is maintained. Load 23. Additionally. − the Slat/Flap is not retracted. PRIMUS EPIC SYSTEM SOFTWARE Per LOAD 23. or − the landing gear is down.

1/23. Affected manual sections: N/A.1. NAV 1(2) FMS AUTO CHG FAIL scratchpad message is displayed when the FMS failed to tune.1.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – Approach Flaps on Landing page.2. NAV 1(2) FMS AUTO CHG FAIL scratchpad message displayed.1 REVISION 22 ACFOG-2247 . Load 23.2 LOAD 25.0. the approach flap can be customized for FAA (flap 2 and 4) and EASA (flap 3 and 4). The parameter should be located in the APM settings to allow the airline customization at any time according the use. Per Load 23.0.1 NAV 1(2) FMS AUTO CHANGE FA scratchpad message displayed.1.0. Load 23. NAV 1(2) FMS AUTO CHANGE FA scratchpad message is displayed when the FMS failed to tune.1/23.0.1.1.2 LOAD 25.1. 1-21 Page 18 LOAD 25. Landing Page 1/2 shows correctly the Go Around Flaps 3 for EASA operators.1. the approach flap setting on Landing Page 1/2 allows select flap 2 or flap 4.1/23. Per LOAD 25.0.1 Landing Page 1/2 shows Go Around Flaps 2 for all operators.2. Per LOAD 25. Affected manual sections: N/A.1/23. 6 – NAV 1(2) FMS AUTO CHANGE FA scratchpad message. Per LOAD 23.

1. Per LOAD 25.1. and the airplane levels off or changes to FLCH mode. Whenever TOGA button is pressed it will automatically activate this profile on the lateral navigation. the lateral missed approach procedure is not appended to the active flight plan when a missed approach is initiated prior to 2 NM from the FAF (APPR annunciation).1/23. following the correct waypoints sequencing on the MCDU. a new logic is implemented which does not relate the activation of the lateral profile of the missed approach procedure with the distance to the FAF.1. Additionally a new prompt is displayed on the FPL MISSED APPROCH page allowing missed approach lateral profile activation after the IAF (Initial Approach Fix) without pressing the TOGA button. so pilots will be responsible to work with the vertical modes on the FMA. This new missed approach prompt only activates the lateral part of it.0. PRIMUS EPIC SYSTEM SOFTWARE Per Load 23.2.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – Missed Approach profile activation. MISSED APPROACH 2/3 - RW15 327 o 13NM 0945Z OR CLB - * ALT02 FLY 240 o ---/2520A ---/------ - AS ASSIGNED MISSED APPR LANDING - (Continued) ACFOG-2247 1-21 REVISION 22 LOAD 25.1 Page 19 .0.

2 The lateral part of the missed approach procedure is not activated on the flight plan if the GA mode is not active on the FMA within 2 NM from the FAF or far from it. which are flown correctly: − Last leg of a procedure contains a course change of 180° or greater.0.0. Per LOAD 25.1. Correct lateral guidance and map display when transitioning into arc legs. This excludes holding patterns and procedure turns. Affected manual sections: OB 170-004/11.1.0. FMS may command an incorrect lateral guidance and display an incorrect map when transitioning into arc legs.2.1/23. − Last waypoint common in connecting procedures.1 Incorrect lateral guidance and map display when transitioning into arc legs.1/23. 8 – Course change near 180°.1.1 Affected manual sections: N/A.0.1/23. The anomaly occurs under procedures containing a course change of 180° or more. FMS commands a correct lateral guidance and map display when transitioning into arc legs under procedures containing a course change of 180° or more. 1-21 Page 20 LOAD 25. − Last leg has a turn direction specified in the navigation database. software logic correction is implemented.1 REVISION 23 ACFOG-2247 .1. Per Load 23. Load 23. LOAD 25. New logic does not relate the activation of the lateral profile with the distance to the FAF.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE (Continued) Load 23.2 LOAD 25.1.

1.2. the brake differential temperature is monitored on the same landing gear. A Brake Temperature Monitoring System (BTMS) failure condition triggers LG NO DISPATCH message (no Latch condition). EICAS message LG NO DISPATCH is displayed when the temperature of one brake unit is lower than 70°C while the 3 remaining brakes temperatures are higher than 175°C. LOAD 25.1/23.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE PRIMUS EPIC SYSTEM SOFTWARE LANDING GEAR AND BRAKES 1 – Difference of temperature between the brakes of the same landing gear leg. Load 23.0. Per LOAD 23.2 EICAS message LG NO DISPATCH is displayed when the difference of temperature between the brakes of the same landing gear leg is above 200°C.1/23.1.0.1.1 Page 21 .1 Affected manual sections: N/A.0.1. ACFOG-2247 1-21 REVISION 22 5 LOAD 25. A BTMS failure condition triggers LG NO DISPATCH message (no Latch condition). the BTMS is monitored by comparison one thermocouple against the other three. Per LOAD 25.

0.1. 1-21 Page 22 LOAD 25.0.2 LOAD 25.1. However it was observed that dust accumulation in the MAU 3 cabinet (where the Custom I/O is installed) could increase the temperature in one of the cold junction point housed in the Custom I/O.0.2.1/23. the EICAS message LG NO DISPATCH is displayed. N/A. causing indication due to this abnormal condition (delta of temperature higher than 8°C).1/23.1. If the differential of temperature is higher than 8°C.1 REVISION 22 ACFOG-2247 . Load 23.1. Per LOAD 23.1 EICAS message LG NO DISPATCH may be displayed due to dust accumulation in the MAU 3. the LG NO DISPATCH EICAS message takes into accounting the comparison of temperature between the Custom I/O cold junctions. the LG NO DISPATCH EICAS message does not monitor the temperature between the Custom I/O cold junctions. Affected manual sections: N/A.PRIMUS EPIC SYSTEM SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – EICAS message LG NO DISPATCH displayed due to dust accumulation in the MAU. Per LOAD 25.

. 06 Communications.................................................................. 02 AMS ....................... 02 Fuel............................... 01 SPDA Software Blocks .............. 2-10......................................................................................... 2-12............. 01 APU ...........................1 ...................................................... 04 Fuel..2 ..... 2-11............................... 2-00...AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SPDA SOFTWARE SECTION 2 SPDA SOFTWARE TABLE OF CONTENTS Block Page Introduction ............................................ 06 Hydraulic .............................................. 2-10....................... 2-10.............................................................. 01 Electrical ...................................................... 01 Secondary Power Distribution Assemblies (SPDA)...... 07 SPDA Block 11....... 07 SPDA Block 10............................................. 2-11.............................. 2-12......... 2-05................... 2-10.................. 03 Electrical ........................ 2-11... 02 Electrical ........................................... 2-12. 02 General Description ............................. 01 SPDA Block 9........................................................... 01 Airplane General............................................1 ................. 2-11......................................... 2-05.............................................................................. 2-11.............................................................................................................. 2-05.......................................... 2-10.... 03 ACFOG-2247 2-00 REVISION 12 Page 1 ..................................................

Auxiliary Integrated Control Center (AICC). The primary load distribution for any of the power sources is through an associated Left Integrated Control Center (LICC). fuses. circuit breakers. Secondary load distribution is accomplished through two Secondary Power Distribution Assemblies. Generator Control Units (GCUs). Right Integrated Control Center (RICC). 2-00 Page 2 REVISION 2 ACFOG-2247 . contactors. and Transformer Rectifier Units (TRUs). External Power Module (EPM). and Emergency Integrated Control Center (EICC). These ICCs house the system distribution buses.SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTRODUCTION The Electrical System generates and distributes both AC and DC power to airplane’s systems.

an ASCB Communication Module. Discrete I/O Modules and AC/DC Power Modules for sourcing and controlling power to airplane systems and components. Each SPDA contains two Processor Modules. four Integrated Control Centers (ICC). SPDAs interface with the Modular Avionics Units (MAU). ACFOG-2247 2-05 REVISION 2 Page 1 . SPDA SOFTWARE BLOCKS SPDA software block is a non-field loadable microprocessor-based software installed in the Processor Module. an ARINC 429 Communication Module. an Analog I/O Module is installed only in the SPDA 1. two Power Supply Modules. and various control/display interfaces in the cockpit and provide the core equipment and software control to integrate airplane electric power distribution and control alongside utility system control. A new SPDA software block requires a new Processor Module identification that must replace the previous module allocated in the SPDA.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SPDA SOFTWARE GENERAL DESCRIPTION SECONDARY POWER DISTRIBUTION ASSEMBLIES (SPDA) Two Secondary Power Distribution Assemblies (SPDAs) are provided in the electrical system. In addition to this.

SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE THIS PAGE INTENTIONALLY LEFT BLANK 2-05 Page 2 REVISION 2 ACFOG-2247 .

2 Page 1 .2 The information that follows is a list of the items implemented in this current software version.2 The table below shows the previous and the current version of the SPDA Software.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SPDA SOFTWARE SOFTWARE BLOCK 9. all of which offer some impact in the operation of EMBRAER 170 airplanes. SPDA Software Previous Version BLOCK 6. ACFOG-2247 2-10 REVISION 2 BLOCK 9.1 Current Version BLOCK 9.

Per BLOCK 6. To start the APU: • Block 6.1. or Wait 3 minutes after display units 2 and 3 are available to turn the APU MASTER selector knob to START the ON (JAA). during POWER UP. select it to ON.2 • Turn the APU MASTER selector to ON. as required: • Turn the APU MASTER selector to ON. Affected manuals pages: SOP 5-13 page 3.2. then to START. AOM 3-09 page 2. or Wait 3 minutes after displays units 2 and 3 are available to turn the APU MASTER selector knob to START the ON (JAA). Per BLOCK 9.2 REVISION 2 ACFOG-2247 . to start the APU: • • Turn the APU MASTER selector to ON then to OFF. 2-10 Page 2 BLOCK 9. After that. then START (CTA/FAA). select it to ON. then to START.1 • Turn the APU MASTER selector to ON then to OFF. AFM 3-05 page 1.SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE APU 1 – APU FADEC POWER. After that. To start the APU: Block 9. then START (CTA/FAA). APU start will normally be conducted.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – APU Cooldown. ACFOG-2247 2-10 REVISION 2 BLOCK 9. Affected manuals pages: N/A. SPDA SOFTWARE Per BLOCK 9.2 Page 3 . Block 6.2 APU generator is disconnected when the APU selector knob is set to OFF. APU generator will remain connected during APU cooldown period.1 Block 9. during APU cooldown period the APU generator will remain connected to the electrical system.2.

GND SVC to APU GEN.2 Affected manual pages: OB 170-007/04 (if applicable). Direct transition from Ground Service Mode to any other electrical mode occurs normally. Block 9. the RAT FAIL and INVERTER FAIL EICAS CAUTION messages may show up if the airplane is transitioned directly from the Ground Service Mode (GND SVC Mode) to any other electrical mode.2. Per BLOCK 9.1 Direct transition from Ground Service Mode to any other electrical mode will trigger the EICAS CAUTION messages RAT FAIL and INVERTER FAIL. GND SVC to GPU.SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE ELECTRICAL 1 – RAT FAIL and INVERTER FAIL EICAS CAUTION message.1. such as: • • • GND SVC to Batteries. SNL 170-24-0001 provides guidelines to avoid RAT FAIL and INVERTER FAIL messages. Block 6. Per BLOCK 6. transition directly from Ground Service Mode to any other electrical mode is possible and no messages will be displayed.2 REVISION 2 ACFOG-2247 . 2-10 Page 4 BLOCK 9. Furthermore.

when the airplane is transitioned from GND SVC mode to a normal mode such as: • • GND SVC to Batteries.2. Block 9.1.1 Inadvertent RAT deployment between the 30th and the 35th second after transitioning the airplane from GND SVC mode to any other electrical mode. Block 6.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – RAT inadvertent deployment.2 Affected manual pages: N/A. No inadvertent RAT deployment between the 30th and the 35th second after transitioning the airplane from GND SVC mode to any other electrical mode. SPDA SOFTWARE Per BLOCK 6. transitioning the airplane directly from GND SVC mode to any other electrical mode occurs without inadvertent RAT deployment. Per BLOCK 9. ACFOG-2247 2-10 REVISION 2 BLOCK 9.2 Page 5 . The RAT may deploy if this transition occurs between the 30th and the 35th second from the moment the GND SVC mode was activated. GND SVC to GPU.

2 Spurious FUEL 1(2) FEED FAULT EICAS CAUTION message during engine start. there have been some FUEL 1(2) FEED FAULT EICAS CAUTION message events during engine start. Affected manual pages: N/A. This message was caused due to a low pressure condition detected in the fuel system during the transient from AC FUEL PUMP 1 and 2 fuel supply to ejector pumps fuel supply.SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FUEL 1 – FUEL 1(2) FEED FAULT EICAS CAUTION message. which occurs during engine start and at approximately 60% of N1.2 REVISION 2 ACFOG-2247 .1. Per BLOCK 6.1 Block 9. 2-10 Page 6 BLOCK 9. No Spurious FUEL 1(2) FEED FAULT EICAS CAUTION message during engine start. Block 6.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

SPDA SOFTWARE

HYDRAULIC
1 – Inadvertent Electric Hydraulic Pumps Start during POWER UP. The FLT CTRL BIT EXPIRED EICAS CAUTION message appears after 20 hours has passed since the last successful PBIT ran. The flight controls built-in-test is interrupted if any hydraulic pump is turned ON while the test is running. Per BLOCK 6.1, inadvertent electric hydraulic pumps 1 and 2 start during power up was interrupting the flight controls power up built in test, which might cause the display of FLT CTRL BIT EXPIRED EICAS CAUTION message. Per BLOCK 9.2, a time delay in the SPDA logic inhibits this inadvertent electric hydraulic pumps 1 and 2 start during power up. Block 6.1 Block 9.2 Inadvertent electric hydraulic pumps 1 and 2 start during power up. Inadvertent electric hydraulic pumps 1 and 2 start during power up no longer occurs.

Affected manual pages: N/A.

ACFOG-2247

2-10
REVISION 2

BLOCK 9.2

Page 7

SPDA SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

THIS PAGE INTENTIONALLY LEFT BLANK

2-10
Page 8 BLOCK 9.2
REVISION 2

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

SPDA SOFTWARE

SOFTWARE BLOCK 10.1
The table below shows the previous and the current version of the SPDA Software. SPDA Software Previous Version BLOCK 9.2 Current Version BLOCK 10.1

The information that follows is a list of the items implemented in this current software version, all of which offer some impact in the operation of EMBRAER 170 airplanes.

ACFOG-2247

2-11
REVISION 7

BLOCK 10.1

Page 1

SPDA SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

AIRPLANE GENERAL
1 – Freeze Protection Kit (FPK). Per SPDA Block 10.1, freeze protection kit (FPK) functionality was enabled. The FPK is a water and waste system optional that provides freezing protection for the water and waste system components when the airplane is exposed to icing during in flight or parked operations. Block 9.2 Freeze protection kit functionality disabled.

Block 10.1 Freeze protection kit functionality enabled. Affected manual pages: AOM 14-12-10 page 6 code 2.

2-11
Page 2 BLOCK 10.1
REVISION 7

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

SPDA SOFTWARE

AMS
1 – Recirculation fans “X” indication on ECS synoptic page. Per Block 9.2, the recirculation fans indication on the ECS synoptic page may be displayed with an amber “X” during airplane powerup. Currently, while the DC BUSES are not energized, the AMS controller receives a false status from the SPDA indicating that the recirculation fans are ON even if they are OFF. If there is a disagreement between status and command for more than 60 seconds, the fault is set and can only be cleared after waiting 60 seconds with the RECIRC switch on the OFF position. Per Block 10.1, the recirculation fans monitor for status and command disagreement has the setting time increased from 60 to 120 seconds. In addition, the reset time required to clear the “X” indication with RECIRC OFF has decreased from 60 to 5 seconds. This change avoids spurious recirculation fans indications and allows faster fault reset. Block 9.2 Block 10.1 Spurious FAILED synoptic page. depiction indication on ECS

No spurious FAILED depiction indication on ECS synoptic page.

Affected manual pages: N/A.

ACFOG-2247

2-11
REVISION 7

BLOCK 10.1

Page 3

SPDA SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

2 – Spurious AMS EICAS messages during power up. Per Block 9.2, the following messages/indications may be displayed during power up: • • • • • CENTER (FWD) EBAY FANS FAIL; CRG FWD VENT FAIL, with FWD cargo bay recirculation fan and shutoff valves beneath an amber cross; ICE DETECTOR 1(2) FAIL; RAM AIR FAULT and/or RAM AIR indication beneath an amber cross; RECIRC SMK DET FAIL.

Per Block 10.1, the AMS controller receives electrical buses status from the SPDA in order to inhibit these spurious messages. Block 9.2 Block 10.1 Spurious AMS EICAS messages may be displayed during power up. No spurious AMS EICAS messages displayed during power up.

Affected manual pages: N/A.

2-11
Page 4 BLOCK 10.1
REVISION 7

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – AMS CTRL FAULT EICAS CAUTION message.

SPDA SOFTWARE

Due to a loss in AMS controller 1, the APU FADEC does not receive information from AMS controller 2 and APU bleed valve closes displaying the AMS CTRL FAULT EICAS CAUTION message. Per Block 10.1 a communication path between AMS controller 2 and SPDA was implemented in order to solve this problem. Block 9.2 AMS CTRL FAULT EICAS CAUTION message displaying due to lack of communication between AMS controller 2 and SPDA.

A communication path between AMS controller 2 and SPDA was implemented and the EICAS CAUTION Block 10.1 message AMS CTRL FAULT no longer displays after AMS controller 1 loss. Affected manual pages: N/A.

ACFOG-2247

2-11
REVISION 7

BLOCK 10.1

Page 5

disconnection of IDG 1 and 2 due to batteries discharge will no longer occur even if batteries are fully discharged. Affected manual pages: N/A. When the airplane is on ground with batteries being used as the only electrical power source. 2-11 Page 6 BLOCK 10. Block 9.1 No IDG disconnection due to batteries discharge.2 IDG disconnection due to batteries discharge. its discharge causes an inadvertent IDG 1 and IDG 2 disconnection after batteries voltage decreases down to a specific threshold.1.1 REVISION 7 ACFOG-2247 .SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE ELECTRICAL 1 – On ground IDG disconnection due to batteries discharge. Per Block 10. Block 10.

Airplanes equipped with SATCOM may present problems with SATCOM FAIL EICAS ADVISORY message caused by the 10A SATCOM High Power Amplifier (HPA) Solid State Power Controlers (SSPC) tripping.2 SATCOM available only on MCDU #1 and CB pages available only on MCDU #2. Block 9. 2 – SPDA CBs inadvertently commanded through SATCOM page. In order to avoid this inadvertent CB command. Affected manual pages: N/A.2 and lower. ACFOG-2247 2-11 REVISION 7 BLOCK 10.1 SATCOM FAIL EICAS ADVISORY message caused by the 10A SATCOM HPA SSPC tripping.1. Block 9. Block 10. Per Block 9. SATCOM page is available only on MCDU #1 while SPDA CB pages are available only on MCDU #2. A placard installed on the airplane informs the crew about this configuration.1. Affected manual pages: N/A. SATCOM HPA SSPC will be modified from a 10A to 15A CB in order to eliminate the problem. SPDA software complies with ARINC 739 protocol. SSPCs are electronic CBs incorporated inside the SPDA. SPDA CBs are inadvertently commanded by the crew when SATCOM page is in use due to a non compliance of ARINC 739 protocol.1 Page 7 .1 SATCOM and CBs pages available on both MCDUs. Per Block10. Per Block 10.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SPDA SOFTWARE COMMUNICATIONS 1 – SATCOM FAIL EICAS ADVISORY MESSAGE.2 Block 10. No SATCOM FAIL EICAS ADVISORY caused by SATCOM HPA SSPC tripping.

SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 2-11 Page 8 BLOCK 10.1 REVISION 7 ACFOG-2247 .

1 Current Version BLOCK 11.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SPDA SOFTWARE SOFTWARE BLOCK 11. SPDA Software Previous Version BLOCK 10. all of which offer some impact in the operation of EMBRAER 170/175 airplanes. ACFOG-2247 2-12 REVISION 12 BLOCK 11.1 The table below shows the previous and the current version of the SPDA Software.1 Page 1 .1 The information that follows is a list of the items implemented in this current software version.

1. SPDA FAIL EICAS message is cleared after the SPDA channel is restored. Per Block 11. Block 10. RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages may be spuriously displayed during SPDA power up. Per Block 10. Per Block 11. Block 10.1 Affected manual pages: N/A.1.1 Affected manual pages: N/A. RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages occurrence minimized during SPDA power up. Block 11. 3 – Spurious RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages.1 SPDA FAIL EICAS message remains displayed after the SPDA channel is restored.SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE ELECTRICAL 1 – SPDA FAIL EICAS message. ACFOG-2247 2-12 Page 2 BLOCK 11. SPDA logic was improved to minimize the occurrences of RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages during SPDA power up. SPDA FAIL EICAS message remains displayed after the SPDA channel is restored. Per Block 10.1 Block 11.1 REVISION 12 . RAT FAIL and WINDSHIELD HTR 1(2) FAIL EICAS messages may be spuriously displayed during SPDA power up. SPDA FAIL EICAS message is cleared after the SPDA channel is restored.1.1.

Fuel AC Pumps 1 and 2 AUTO logic updated to avoid spurious FUEL FEED 1(2) FAULT EICAS messages.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE SPDA SOFTWARE FUEL 1 – Spurious FUEL FEED 1(2) FAULT EICAS message. spurious FUEL FEED 1(2) FAULT EICAS messages may be displayed during taxi due to AC PUMP 1(2) activation logic characteristics. Block 11. Block 10.1 Page 3 .1 FUEL FEED 1(2) FAULT EICAS messages may be spuriously displayed during taxi. ACFOG-2247 2-12 REVISION 12 BLOCK 11. Per Block 11. Per Block 10.1 Affected manual pages: SOPM 5-29.1.1. the Fuel AC Pumps 1 and 2 AUTO logic was updated to avoid spurious FUEL FEED 1(2) FAULT EICAS messages.

SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 2-12 Page 4 BLOCK 11.1 REVISION 12 ACFOG-2247 .

................... 3-11................................................................................. 01 Engine...... 01 Engine.......... 03 ACFOG-2247 3-00 REVISION 14 Page 1 ....................40................................ 3-12........................ 01 FADEC Software Version ...................................................... 02 FADEC Version 5........................................20............. 3-05....................... 01 AFCS ...................... 01 Full Authority Digital Electronic Control (FADEC) ............................. 3-11.... 3-00............................................. 02 Engine............................................ 3-10.....................30..... 3-05......................... 3-12............................................................................................................. 3-12............................... 3-10.... 3-05........ 02 General Description ................. 01 FADEC Version 5................................................................................AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FADEC SOFTWARE SECTION 3 FADEC SOFTWARE TABLE OF CONTENTS Block Page Introduction .... 02 FADEC Version 5....

Engine is controlled via a dual channel FADEC system that provides flexible engine operation and reduced workload. 3-00 Page 2 REVISION 2 ACFOG-2247 . fully integrated with a nacelle and thrust reverser.SPDA SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTRODUCTION Two wing-mounted General Electric CF34-8E engines power the airplane. The General Electric CF34-8E is a high-bypass and dual rotor turbofan.

ignition and also providing engine limit protection during ground starts. thrust reverser actuation. The other channel operates as a standby unit and processes all inputs and software. performance and efficiency characteristics of the engine through full authority control over the engine fuel metering unit. ACFOG-2247 3-05 REVISION 2 Page 1 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FADEC SOFTWARE GENERAL DESCRIPTION FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC) The FADEC controls the operation. software logic will alternate the channel in control of each engine start. One FADEC channel operates as the in-control channel and provides electronic control outputs. operability bleed valve. During operation with two capable FADEC channels. variable geometry control. engine starting. T2 sensor heater. Built in test features shutdown of a channel whenever a critical internal component’s malfunction is detected. FADEC SOFTWARE VERSION The FADEC software “version” package is within the FADEC software disk and should be uploaded to the FADEC by maintenance personnel. taking control upon failure of the active channel. The FADEC has two identical isolated channels.

FADEC SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE THIS PAGE INTENTIONALLY LEFT BLANK 3-05 Page 2 REVISION 2 ACFOG-2247 .

12 Current Version Version 5.20 The information that follows is a list of the items implemented in this current software version. all of which offer some impact in the operation of EMBRAER 170 airplanes. FADEC Software Previous Version Version 4.20 Page 1 . ACFOG-2247 3-10 REVISION 2 VERSION 5.20 The table below shows the previous and the current version of the FADEC software.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FADEC SOFTWARE FADEC VERSION 5.

the “FAIL” indication and the EICAS message disappear.12. Per VERSION 5. after N2 has dropped below 30%.20. The amber boxed “FAIL” indication is displayed in the center of the N1 dial when an engine has flamed out or shut down without pilot action.FADEC SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE ENGINE 1 – Engine FAIL annunciation and EICAS message latch.12 Version 5.20 REVISION 2 ACFOG-2247 . Per VERSION 4. Version 4. together with the ENG 1(2) FAIL CAUTION EICAS message. and will only be cleared after the START/STOP selector knob is set to “STOP” position. 3-10 Page 2 VERSION 5. “FAIL” indication and EICAS message latched after an uncommanded engine shutdown. the “FAIL” indication and the EICAS message are latched. These indications should be latched on until the START/STOP selector knob is set to “STOP” position.20 “FAIL” indication and EICAS message is not latched after an uncommanded engine shutdown. Affected manual pages: N/A.

The assumed temperature is set on the MCDU takeoff page. . Affected manual pages: AOM 5-20 pages 8 to 11. 3 – Flexible Takeoff improvement. There have been some fleet reports where ENG 1(2) REV PROT FAULT EICAS CAUTION message may appear if the thrust levers are positioned between the IDLE and MIN REV positions for more than 5 sec.12 Version 5. Per VERSION 4. ACFOG-2247 3-10 REVISION 2 VERSION 5. Version 4.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FADEC SOFTWARE 2 – ENG 1(2) REV PROT FAULT CAUTION EICAS SPURIOUS MESSAGE. maximum Flex Reduction is limited to: .12.20 ENG 1(2) REV PROT FAULT EICAS CAUTION spurious message.20. Usage of Flex Reduction limits such that higher maximum assumed temperatures may be used. Per VERSION 5.CLB-1 for TO-1 and CLB-2 for TO-2 (CF34-8E5 engines). In this case. AOM 14-06-30 page 4.20 Page 3 . No ENG 1(2) REV PROT FAULT EICAS CAUTION spurious message.20 Maximum assumed temperature is determined by CLB-1 or CLB-2 thrust limits.CLB-1 for TO-1 and TO-2. maximum Flex Reduction limits have been modified so that it is now possible to reach up to 25% of maximum rated takeoff thrust reduction (for all engine models). this EICAS message is considered spurious. Affected manual pages: OB 170-005/04. Flexible takeoff is a reduced takeoff thrust setting that is employed when based on assumed temperature. Version 4. and CLB-2 for TO-3 (CF34-8E5A1 engines).12 Version 5.

FADEC SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

4 – Radio Altimeter Signal. The MAU receives radio altimeter signal via ARINC 429 BUS at the Generic I/O Module. This data is then sent to the FADEC. Per VERSION 4.12, the FADEC does not differentiate a failed from a non-computed radio altimeter signal from the MAU, the FADEC consequently defaults the signal to 2500 ft – in any case. In the event of radio altimeter 1 failure, the FADEC may understand that the airplane is always above 1200 ft from the ground, and never set Final Approach idle. If the A/I is ON, idle thrust will be higher than the one used for landing performance calculations. Per VERSION 5.20, the FADEC is able to differentiate a noncomputed from a failed signal, and if the radio altimeter fails, Final Approach idle will be set as soon as Approach is set. Version 4.12 Version 5.20 FADEC does not differentiate a failed from a noncomputed radio altimeter signal from the MAU. FADEC does differentiate a failed from a noncomputed radio altimeter signal from the MAU.

Affected manual pages: MMEL page 34-3.

3-10
Page 4 VERSION 5.20
REVISION 2

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – ITT overshoot.

FADEC SOFTWARE

Per VERSION 4.12, when FADEC commands packs off signal it immediately increases N1 by removing the N1 ECS decrement. Due to delays in the system, the pack valves take approximately 7 seconds to actually close, causing an ITT overshoot in the order of 10ºC. Per VERSION 5.20, a 5-second time delay was added after the packs off command and before increasing N1 to ECS OFF levels. Version 4.12 ITT overshoot of 10°C. No ITT overshoot due to a 5 seconds time delay Version 5.20 after packs off commands and N1 increasing to ECS OFF. Affected manual pages: N/A.

ACFOG-2247

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REVISION 2

VERSION 5.20

Page 5

FADEC SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

6 – TO-2 RSV Rating Selection. Per VERSION 4.12, if engine enters T/O-2 RSV mode, the N1 data used corresponds to T/O-1 RSV mode (higher than expected). Per VERSION 5.20, T/O-2 RSV mode uses the correct N1 tables. Version 4.12 T/O-1 RSV data used in T/O-2 RSV mode. Version 5.20 Correct tables used in T/O-2 RSV mode. Affected manual pages: AFM CTA S1-05 pages 1, 2 and 3; S1-15 page 1; S1-20 pages 1 and 2; S2-15 pages 1, 2 and 3; S3-15 pages 1, 2 and 3; S7-15 page 1; S8-15 page 1. AFM FAA S1-05 page 1; S1-20 page 1; S2-15 pages 1 and 2; S3-15 pages 1 and 2. AFM JAA S1-05 pages 1 and 2; S1-15 page 1; S1-20 pages 1 and 2; S2-15 pages 1 and 2; S3-15 pages 1 and 2; S7-15 page 1; S8-15 page 1.

3-10
Page 6 VERSION 5.20
REVISION 2

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

FADEC SOFTWARE

FADEC VERSION 5.30
The table below shows the previous and the current version of the FADEC software. FADEC Software Previous Version Version 5.20 Current Version Version 5.30

The information that follows is a list of the items implemented in this current software version, all of which offer some impact in the operation of EMBRAER 170 airplanes.

ACFOG-2247

3-11
REVISION 7

VERSION 5.30

Page 1

FADEC SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

ENGINE
1 – ENG EXCEEDANCE CAUTION EICAS MESSAGE. Several instances of ENG EXCEEDANCE EICAS CAUTION message occurred due to high transient vibration levels in the field operation. According to GE recommendations, these events do not require any maintenance actions to be taken due to their transient nature. Per VERSION 5.20, latched ENG EXCEEDANCE EICAS CAUTION message is triggered by either LP (Low Pressure) or HP (High Pressure) high transient vibration when no other engine parameter is exceeded. Per VERSION 5.30, high transient LP or HP vibration levels - on ground or in-flight - do not trigger ENG EXCEEDANCE EICAS CAUTION message when no other engine parameter is exceeded. The EICAS vibration indication remains unchanged and is displayed amber any time the vibration is 4 airplane units or higher. The CMC reporting for vibration exceedances will not be affected. ENG EXCEEDANCE EICAS CAUTION message is Version 5.20 set for LP or HP vibration exceedances - on ground or in-flight. ENG EXCEEDANCE EICAS CAUTION message is Version 5.30 neither set for LP or HP vibration exceedances neither on ground nor in-flight. Affected manual pages: OB170-004/06.

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Page 2 VERSION 5.30
REVISION 7

ACFOG-2247

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – ENG NO DISPATCH MESSAGES. and

FADEC SOFTWARE

ENG REV PROT FAULT

EICAS

Per VERSION 5.20, when Thrust Levers are moved forward to IDLE during Thrust Reverser deployment before it reaches 10% of total deployment, the FADEC does not recognize the reverser as unstowed and de-energizes the Hydraulic Isolation Control Unit (ICU) stopping the Thrust Reverser out of the fully stowed position, triggering ENG NO DISPATCH and ENG REV PROT FAULT EICAS messages. In this condition the reverser is not locked. Per VERSION 5.30, FADEC software uses lock switches signals to determine if the reverser is stowed, avoiding the above scenario. Thrust Reverser is de-pressurized in an unlocked condition in the scenario described above, Version 5.20 triggering ENG NO DISPATCH and ENG REV PROT FAULT EICAS Messages. Thrust Reverser is locked as expected in the Version 5.30 scenario described and no EICAS messages are generated. Affected manual pages: OB 170-001/06.

ACFOG-2247

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REVISION 7

VERSION 5.30

Page 3

FADEC SOFTWARE

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE

INTENTIONALLY BLANK

3-11
Page 4 VERSION 5.30
REVISION 7

ACFOG-2247

40 The table below shows the previous and the current version of the FADEC software. all of which offer some impact in the operation of EMBRAER 170 airplanes.40 The information that follows is a list of the items implemented in this current software version.40 Page 1 . ACFOG-2247 3-12 REVISION 14 VERSION 5.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FADEC SOFTWARE FADEC VERSION 5. FADEC Software Previous Version Version 5.30 Current Version Version 5.

40 REVISION 14 ACFOG-2247 .30 Spurious AT FAIL EICAS message during initial climb following AT disconnection. the required thrust reduction from TO mode to CLB mode is too small and AT may not be able to perform this small thrust reduction.40. If this behavior affects only one thrust lever. 3-12 Page 2 VERSION 5.FADEC SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AFCS 1 – AT FAIL EICAS message during thrust reduction after a Flex Takeoff. Per Version 5. Per Version 5. Version 5. resulting in greater required thrust reduction. resulting in a TLA difference grater than 8° and consequently in AT disconnection and AT FAIL EICAS message.3% N1. when performing a Flex takeoff with takeoff thrust close to the lower limit of CLB-2 + 0. thus preventing AT disconnection during thrust reduction from TO mode to CLB.5% to Version 5.40 avoid spurious AT FAIL EICAS message during initial climb. Affected manual pages: AOM 05-20. AOM 14-06-30. Flex Takeoff reduction is limited to CLB-2 + 0. AT commands only the other thrust lever.5% N1.30. Flex Takeoff reduction is limited to CLB-2 + 0.

with the airplane on ground. − One engine failure during takeoff. − Windshear detection. the ATTCS automatically commands RSV whenever it is armed. Per Version 5. Per Version 5. − One engine failure during go-around. An E-Jet operator experienced an inadvertent ATTCS activation during takeoff due to asymmetrical engine acceleration caused by slight asymmetry between thrust levers. ACFOG-2247 3-12 REVISION 14 VERSION 5.40 Affected manual pages: AOM 14-06-30. and the ATTCS will be activated only if the “slower” engine acceleration is below expected for a healthy engine. thrust levers are at TOGA position. the ATTCS logic also considers the “slower” engine acceleration in case of difference between both engine N1 values greater than 15%.30 Inadvertent ATTCS activation during takeoff may occur due to asymmetrical engine acceleration.40 Page 3 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FADEC SOFTWARE ENGINE 1 – ATTCS activation logic.40.30. Version 5. ATTCS is activated only if the “slower” engine acceleration is below expected. and one of following conditions occurs: − Difference between both engine N1 values is greater than 15%. Version 5.

3 – Intermittent ITT limit in flight. Invalid Flex Temperature inputs result ENG NO TAKEOFF DATA EICAS message.30 Intermittent ITT limit line. Per Version 5.40.40 REVISION 14 ACFOG-2247 . Flex Temperature inputs greater than 99°C or lower than -99°C are considered invalid. Per Version 5.40 in Affected manual pages: N/A.40. in Version 5. Per Version 5. invalid Flex Temperature inputs result in CHANGE NOT ACCEPTED scratchpad. Version 5. invalid Flex Temperature inputs result in ENG NO TAKEOFF DATA EICAS message.30 Invalid Flex Temperature inputs result CHANGE NOT ACCEPTED scratchpad. Per Version 5. ITT limit display logic updated to avoid ITT red/amber line fluctuation.40 Steady ITT limit line. 3-12 Page 4 VERSION 5.30. Version 5. Version 5.30. Affected manual pages: N/A.FADEC SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – ENG NO TAKEOFF DATA EICAS message due to invalid Flex Temperature input. ITT limit red/amber line may spuriously fluctuate and change its’ color in level flight if MAX CON and GO-AROUND N1 speeds are similar to each other.

Version 5.40 Affected manual pages: N/A. Version 5.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FADEC SOFTWARE 4 – On-ground engine shutdown with Thrust Lever slightly above IDLE. Normal on-ground engine shutdown is possible with thrust lever slightly above IDLE.30 Thrust Levers must be at IDLE position to shutdown the engines on ground. the FADEC does not shutdown the and ENG 1(2) TLA NOT IDLE EICAS status message is displayed. ACFOG-2247 3-12 REVISION 15 VERSION 5. normal on-ground engine shutdown is possible with thrust lever slightly (5°) above IDLE.40 Page 5 .30.40. Per Version 5. but the ENG 1(2) TLA NOT IDLE EICAS status message is still displayed. Per Version 5. if the START/STOP selector is set to STOP with the respective thrust lever above IDLE position.

0. engine vibration indications on EICAS (LP and HP) are displayed as 0. ENG 1(2) NO DISPATCH or ENG 1(2) SHORT DISPATCH EICAS messages.0 when engines are not running and no fault is detected. and after engine start.FADEC SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – Vibration indication displayed as amber dashes. If an internal fault is detected. engine vibration indication on EICAS (LP or HP) is displayed as amber dashes. and ENG 1(2) NO DISPATCH or ENG 1(2) SHORT DISPATCH EICAS messages is displayed before engine start.40 REVISION 15 ACFOG-2247 . FADEC displays engine vibration indication on EICAS (LP or HP) as amber dashes. Affected manual pages: N/A.30. Engine vibration indications on EICAS (LP and HP) Version 5. but no fault is detected. when engine vibration information is not available when engines are not running. Version 5. Per Version 5. 3-12 Page 6 VERSION 5.40 are displayed as 0. Per Version 5.30 Vibration indication displayed as amber dashes when engines are not running. when engine vibration information is not available when engines are not running.40.

.................................................................................... 4-13.............. 02 Software Black Label 11............. 01 Air Management System (AMS).................... 4-11.............. 4-14....... 02 General Description....................................... 4-11................................AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE SECTION 4 AMS CONTROLLER SOFTWARE TABLE OF CONTENTS Block Page Introduction ............................................................................................................................. 01 Air Management System (AMS)...................1........................ 02 ACFOG-2247 4-00 REVISION 21 Page 1 .0.............. 4-05..... 4-00.. 02 Software Black Label 9................................ 01 Air Management System (AMS)........0.................................. 4-05. 01 Software Black Label 7....... 4-10.............................................. 02 Software Black Label 10...............................0.. 4-14.. 4-12............... 4-05.. 02 Software Black Label 8..... 4-13............... 4-10......................................................................... 01 AMS Controller ..... 01 Air Management System (AMS)...... 01 AMS Controller Software Black Label ................................. 4-12...................................................... 01 Air Management System (AMS)........

air conditioning and anti-ice system. The AMS controller has two channels. The AMS controller also interfaces with the smoke detector and provide fault detection. wing ice protection and engine anti-ice. environmental control. The Cabin Pressure Control System (CPCS) is also part of the AMS. which control the respective onside system. In case of a channel failure. AMS Controller provide primary control for various airplane subsystems such as bleed control.ECS. crew oxygen monitoring. hot air leak detection. isolation. 4-00 Page 2 REVISION 4 ACFOG-2247 . although it has a separate controller. the other channel is able to control the entire pneumatic. Environmental Control System . and reporting.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTRODUCTION The Air Management System (AMS) consist of: • • Pneumatic System.

ACFOG-2247 4-05 REVISION 4 Page 1 . Several features in terms of system reconfiguration are used so that the system is fault tolerant. An AMS Controller shipset consists of eight cards. The SPDA 2 Rack is located in mid E-Bay. One AMS Controller Motor Driver Card. the processor board identification is updated to its new part number. Each channel is identical to the other and is composed of four modular electronic cards: • • • One AMS Controller Processor Card. fault isolation. The eight AMS controller cards are integrated and housed in the SPDA 2. fault storage and fault reporting. One channel of the AMS controller is responsible for controlling the entire AMS (with the other channel serving as a redundant on-line spare channel). In addition to the control functions. At each airplane power-up cycle the channel in command is switched. the interconnecting mother board and communication links for the cards. Two identical dual channels provide all control and BIT functions through embedded software control. Two identical low level AMS Controller I/O Cards. which provides the necessary sources of power.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE GENERAL DESCRIPTION AIR MANAGEMENT SYSTEM (AMS) CONTROLLER The electronic control architecture is dual channel for redundancy (left channel and right channel). each channel perform self-tests to provide fault detection. Once a new software version is loaded. AMS CONTROLLER SOFTWARE BLACK LABEL The AMS Controller software Black Label is a field loadable software installed in the processor board modules located in the SPDA 2.

AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 4-05 Page 2 REVISION 4 ACFOG-2247 .

0 The information that follows is a list of the items implemented in this current software version. all of which offer some impact in the operation of EMBRAER 170 airplanes.0 Page 1 . AMS Controller Software Previous Version BLACK LABEL 6.0 The table below shows the previous and the current version of the AMS Controller Software.0 Current Version BLACK LABEL 7. ACFOG-2247 4-10 REVISION 4 BLACK LABEL 7.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE SOFTWARE BLACK LABEL 7.

4-10 Page 2 BLACK LABEL 7. Per BLACK LABEL 7.0 Affected manual pages: SNL 170-36-0008 and SNL 190-36-0005. was only implemented for the AMS channel incontrol. so that the non-controlling channel continues to use the previous value.0 Black Label 7. Bleed temperatures higher than 455°F for 2 minutes during wing anti-ice operation triggers the BLEED 1(2) FAIL message and does not close the respective bleed. when the bleed manifold temperature is above 455°F for 2 minutes during wing anti-ice operation. Hence.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AIR MANAGEMENT SYSTEM (AMS) 1 – BLEED 1(2) FAIL message on icing conditions.0. Per BLACK LABEL 6. the BLEED 1(2) FAIL message will be displayed on the EICAS by the non-controlling channel. the bleed overtemperature monitor on both AMS channels use the increased parameter of 475°F and any BLEED 1(2) FAIL occurrence automatically closes the associated bleed system. Bleed temperatures higher than 475°F for 2 minutes during wing anti-ice operation triggers the BLEED 1(2) FAIL message and closes the respective bleed.0 REVISION 4 ACFOG-2247 . This parameter however. Black Label 6. but will not shut down the respective bleed system.0. the limit for bleed overtemperature during wing anti-ice operation was increased from 455°F to 475°F.

0 Cross bleed opening logic disregards bleed pressure.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 2 – Cross Bleed Valve opening logic. For single bleed operation.0 Black Label 7. the cross bleed valve may be commanded to open.0. if the wing anti-ice system is activated while the pressure is above 90 psig. In the event of a bleed overpressure on one side. ACFOG-2247 4-10 REVISION 4 BLACK LABEL 7.0 Page 3 . leading to the loss of both bleed sources. the cross bleed valve will close and the wing anti-ice valves will be allowed to open for 5 seconds. the manifold pressure on both bleed sides should be lower than 90 psig to allow an opening command by the cross bleed valve logic. Black Label 6. Otherwise it will remain closed. the cross bleed valve opens when one side of the bleed system provides manifold pressure and there is no bleed air source on the opposite side.0. AMS CONTROLLER SOFTWARE Per BLACK LABEL 6. If the pressure does not drop below 90 psig the system will be deactivated and the cross bleed valve will remain closed. Per BLACK LABEL 7. Bleed pressure on both sides should be lower than 90 psig to allow an opening command by the cross bleed valve logic. Affected manual pages: AOM 14-02-20 page 5.

4-10 Page 4 BLACK LABEL 7. Black Label 6.0 BLEED 1(2) LEAK message may be displayed if overpressure condition lasts for more than 3 seconds. After a bleed overpressure condition is detected. a bleed overpressure event may generate the BLEED 1(2) LEAK message if the bleed pressure remains above 100 psig for more than 3 seconds. Per BLACK LABEL 6.0 Affected manual pages: OB 170-003/06.0. Black Label 7.0 REVISION 4 ACFOG-2247 .5 will completely segregate bleed leak from bleed overpressure events. the amber light on the bleed pushbutton will only be illuminated in a true leak event. MAU LOAD 17.0. Per BLACK LABEL 7. but the manifold pressure may take some time to decrease. Amber leak bar is also illuminated. In this case. BLEED 1(2) LEAK message is not posted due to overpressure event if pressure has already decreased below 100 psig when bleed button is deselected. the BLEED 1(2) OVERPRESS message is displayed and the respective bleed valve is instantaneously commanded to close.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Bleed Leak message associated to bleed overpressure events. the bleed pressure should be higher than 100 psig for more than 4 seconds to generate the leak input signal to the MAU and the BLEED 1(2) LEAK message will not be displayed if the pressure has already decreased below 100 psig at the moment the affected bleed button is pushed out. the amber leak bar on the push button will illuminate and the BLEED 1(2) LEAK message will be displayed after the affected bleed button is pushed out. SNL 170-36-0010 and SNL 190-36-0006. In addition. Amber leak bar illuminates only due to true leak events.

the packs failure will be set.0 Black Label 7. TAT will also be updated when the actual ambient temperature reading is lower than the previously stored value. Black Label 6. Hence. Otherwise. if TAT reading is warmer than 25°F (-4°C) and condenser inlet temperature is below 32°F (0°C).7°C). The AMS updates the stored value with the actual TAT reading 10 minutes after both engines are shutdown. SNL 170-21-0013 and SNL 190-21-0005. Per BLACK LABEL 6. The protection logic monitors TAT as the ambient temperature reference. the AMS controller memorizes TAT reading just before engine start or before landing. Affected manual pages: OB 170-006/06. Per BLACK LABEL 7. the logic will shutdown the packs to avoid freezing of the condenser.0 Page 5 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE 4 – Pack Temperature monitor for cold weather operation. and the PACK 1(2) FAIL messages will be displayed. the software will use the stored temperature. ACFOG-2247 4-10 REVISION 4 BLACK LABEL 7.0 Inadvertent packs shutdown may occur due to condenser inlet temperature monitor logic affected by probe heating on cold weather operation. as it may be affected by probes heating and there is no air speed. and if TAT is warmer than 25°F (-4°C). New logic for condenser inlet temperature monitor avoids inadvertent packs shut down. TAT readings on ground are not accurate. The logic has also been revised to inhibit pack failure if both left and right condenser inlet temperatures are below 32°F (0°C) or whenever the left or right slat temperature is below 25°F (-4°C) or whenever the ambient temperature is below 35°F (1. the stored TAT value is used until airplane takeoff or the engines are stopped longer than 10 minutes. In this case.0.0. the TAT value will only be updated 2 hours after both engines have been shutdown and if TAT value has been stable and lower than 135°F (57°C). The Air Cycle Machine (ACM) has a protection logic that is activated on the ground when the pack condenser inlet temperature is lower than 32°F (0°C).

To cope with autopilot accuracy.0 APU bleed oscillations when flying at 15000 ft.0 Black Label 7. Black Label 6. the airplane has to be exactly below 15000 ft to provide proper bleed air supply. As the autopilot has an accuracy of ± 100 ft. Therefore. No APU bleed oscillations when flying at 15000 ft.0 REVISION 4 ACFOG-2247 . 4-10 Page 6 BLACK LABEL 7. the airplane can not be kept stable at 15000 ft. Affected manual pages: N/A. the APU bleed supply limit has been changed to 15200 ft while climbing and 15100 ft while descending. oscillations on APU Bleed supply may occur when flying at this altitude due to AP accuracy. Per BLACK LABEL 7. when APU bleed is the bleed source. Per BLACK LABEL 6.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – APU Bleed oscillations.0. a hysteresis has been implemented on the logic to prevent APU bleed cycling when flying at 15000 ft.0.

Black Label 7. Per BLACK LABEL 6.0 Affected manual pages: N/A. Black Label 6.0. which may result in cabin pressure peaks. ACFOG-2247 4-10 REVISION 4 BLACK LABEL 7. Controlled cabin pressure rate during early descent phase and from dual to single pack operation transition. These pressure peaks may also occur during transition from dual to single pack operation. FCV command logic has been improved and as result the cabin pressure rates are controlled within comfortable levels during bleed transition from LP to HP stages.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE 6 – Cabin pressure peaks during bleed compression stage transition.0 Cabin pressure peaks may occur during early descent phase. It may also happen during transition from dual to single pack operation. When the throttle is reduced during initial airplane descent. during bleed transition from LP to HP stage. Per BLACK LABEL 7.0 Page 7 . the bleed pressure and flow momentarily reduces until HPSOV is opened and bleed supply switches to the high pressure (HP) stage of the engines.0. the bleed system is normally supplied by the low pressure (LP) stage of the engine bleeds. During cruise flight phase. the pack Flow Control Valve (FCV) does not react fast enough to compensate the momentary flow increase. and also from dual do single pack operation transition.

Black Label 6. Recirculation fans “X” indication is displayed if status and command disagreement is longer than 120 seconds. If there is a disagreement between status and command for more than 60 seconds. Recirculation fans “X” indication is displayed if status and command disagreement is longer than 60 seconds. the recirculation fans monitor for status and command disagreement has the setting time increased from 60 to 120 seconds. the recirculation fans indication on the ECS synoptic page may be displayed with an amber “X” during airplane power-up.0. Fault is cleared by setting RECIRC OFF for 5 seconds.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 –Recirculation fans “X” indication on ECS synoptic page. the reset time required to clear the “X” indication with RECIRC OFF has decreased from 60 to 5 seconds. SPDA BLOCK 10 will completely eliminate the spurious amber “X” indication during airplane power-up. 4-10 Page 8 BLACK LABEL 7. the fault is set and can only be cleared after waiting 60 seconds with the RECIRC switch on the OFF position. while the DC BUSES are not energized. Per BLACK LABEL 6. Fault is cleared by setting RECIRC OFF for 60 seconds.0 REVISION 4 ACFOG-2247 . This change avoids spurious recirculation fans indications and allows faster fault reset. In addition.0. the AMS controller receives a false status from the SPDA indicating that the recirculation fans are ON even if they are OFF. Per BLACK LABEL 7.0 Black Label 7.0 Affected manual pages: SNL 170-21-0012 and SNL 190-21-0004. Currently.

0 The table below shows the previous and the current version of the AMS Controller Software. AMS Controller Software Previous Version BLACK LABEL 7. all of which offer some impact in the operation of EMBRAER 170 airplanes.0 Current Version BLACK LABEL 8.0 Page 1 . ACFOG-2247 4-11 REVISION 8 BLACK LABEL 8.0 The information that follows is a list of the items implemented in this current software version.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE SOFTWARE BLACK LABEL 8.

Black Label 7. After the correct temperature is calculated. Without a reference temperature. there were some reports of insulated cold air in the cockpit just after the engine start.0.0 REVISION 8 ACFOG-2247 . While the packs are off.0 Black Label 8. keeping the pack bypass valve at the last position before engine start and eliminating the insulated cold air just after the engine start. the packs are turned off according to the FADEC logic. the pack bypass valve closes after pack turn on and only cold air is insulated in the cabin. Insulated cold air just after the engine start eliminated.0. Per BLACK LABEL 8. Affected manual pages: N/A.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AIR MANAGEMENT SYSTEM (AMS) 1 – Cold air insulated in the cabin after engine start. the zone duct temperature reference does not reset.0 logic reset the zone duct temperature. During engine start. Per BLACK LABEL 7. the BLACK LABEL 7. 4-11 Page 2 BLACK LABEL 8. causing discomfort for the pilots.0 Cold air is insulated in the cabin after engine start for some seconds causing pilot discomfort. the bypass vales are opened blowing air at the correct temperature.

Black Label 7.0 Black Label 8. The AMS is able to control the cabin zone temperature in case of a failed temperature sensor. the crew was not able to control the cabin temperature due duct temperature sensor reset to 60°F.0 The AMS is not able to control the cabin temperature in case of a failed cabin zone temperature sensor due duct temperature sensor reset to 60°F. The AMS controller temperature should be reset only in case of two sensors failure. causing discomfort depending on cabin temperature. the duct temperature sensor is not reset in case of a failed cabin zone temperature sensor and the AMS is able to control the cabin temperature.0 Page 3 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE 2 – Cabin temperature control with the cabin temperature sensor failed. the AMS must be able to control the temperature with the remaining sensor. the cabin zone temperature sensor and the duct temperature sensor. It was verified that when the cabin temperature sensor failed. The cabin temperature is controlled by two sensors. Affected manual pages: N/A. Per BLACK LABEL 8. In case of one sensor failure. with some restrictions due one sensor inoperative.0. ACFOG-2247 4-11 REVISION 8 BLACK LABEL 8.

Black Label 8. Black Label 7. Based on this scenario it was concluded that the smoke detector sensor was retaining the “smoke detected” alarm signal after the completed BIT for sufficient time to trigger the RECIRC SMOKE message.0 REVISION 8 ACFOG-2247 . According to the reports. After the BIT is completed the recirculation smoke detector must stop sending the alarm output signal to AMS controller. The detectors were replaced twice and the problem was solved. During the BIT of the recirculation bay smoke detector. indicating that is a problem with the smoke sensor. One minute after pushing out the recirculation push button the message was cleared. the message had appeared approximately 3 minutes after landing.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Spurious RECIRC SMOKE EICAS CAUTION message after smoke detector built in test (BIT). after BIT. the AMS controller continued receiving the alarm signal from the smoke detector sensor for more than 10 seconds. Some occurrences of RECIRC SMOKE EICAS CAUTION message after landing were reported.0 Spurious RECIRC SMOKE EICAS CAUTION message displayed after smoke detector BIT instead of RECIRC SMK DET FAIL EICAS CAUTION message. and to display the correct message in case of a sensor failure. The logic concerning the message displaying was changed for the BIT after landing and. the AMS controller receives a “smoke detected” alarm signal from the smoke detector simulating a smoke situation. for the BIT after power up to avoid a spurious message to be displayed. also. No spurious RECIRC SMOKE EICAS CAUTION message and the applicable message RECIRC SMK DET FAIL EICAS CAUTION displays in case of abnormal smoke detector operation. which occurs after landing. Also. triggering the RECIRC SMOKE EICAS CAUTION message. 4-11 Page 4 BLACK LABEL 8. In the reported occurrences. the EICAS message that should be triggered is RECIRC SMK DET FAIL.0 Affected manual pages: N/A.

0. ACFOG-2247 4-11 REVISION 8 BLACK LABEL 8. Black Label 7.0 Black Label 8. avoiding the spurious ICE DETECTOR 1(2) FAIL EICAS CAUTION message. Affected manual pages: N/A. Field operation reports have shown some occurrences of spurious ICE DETECTOR 1(2) FAIL EICAS CAUTION message triggered by the ice detector IBIT after landing.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE 4 – ICE DETECTOR 1 (2) FAIL EICAS CAUTION message during in-flight built in test (IBIT). Ice detector IBIT will run only after no ice is detected by the ice detector. When there is real ice detected. the ice detector ignores the test command which leads to a spurious failure detection.0 Page 5 . the implemented change will delay the IBIT as long as ice is detected. Data analysis indicates that this always happens when ice is still detected while the IBIT runs. Per BLACK LABEL 8.0 Spurious ICE DETECTOR 1 (2) FAIL EICAS CAUTION messages after landing. due to ice still being detected by the detector during IBIT.

It was observed a spurious CRG FWD VENT FAIL EICAS CAUTION message after landing. Data analysis indicated that the root cause was the spring being unable to keep the valve closed when there was no bleed source. The disagreement between the closing command and the not closed position of the valve triggered the message. Per BLACK LABEL 8. A stiffer spring which demands a higher pressure to start opening the valve was developed. Therefore the new logic for the fail closed monitor will only set the CRG FWD VENT FAIL message if there is bleed source (APU or engine dual bleed) and a disagreement between the closing command and the not closed position of the valve. 4-11 Page 6 BLACK LABEL 8.0 REVISION 8 ACFOG-2247 . The FWD CARGO VENT FAIL EICAS CAUTION message will display only when there is a bleed source and there is also a disagreement between the closing command and the not closed position of the valve.0.0 Black Label 8.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 5 – CRG FWD VENT FAIL EICAS CAUTION message with no bleed source. Black Label 7. Spurious FWD CARGO VENT FAIL EICAS CAUTION message displayed due to the combination of no bleed source and a disagreement between the closing command and the not closed position of the valve.0 Affected manual pages: N/A. the FWD CARGO VENT FAIL EICAS CAUTION message will not display if there is not enough pressure available.

0 Black Label 7. PACK 1(2) OFF EICAS ADVISORY message will properly display once the total pack flow is used to confirm the FCV position. the FCV is confirmed closed if the total pack flow is less than 5 parts per million.0 PACK 1(2) OFF EICAS ADVISORY message not being displayed even if the FCV is effectively closed. Thus.0 Page 7 . ACFOG-2247 4-11 REVISION 8 BLACK LABEL 8. Sometimes under low manifold pressure conditions. The PACK 1(2) OFF EICAS ADVISORY message will properly display once the total pack flow is used to confirm the FCV position. Per BLACK LABEL 8. a disagreement between the closing command and the not closed position of the Flow Control Valve (FCV) results in PACK 1(2) OFF EICAS ADVISORY message not being displayed even if the FCV is effectively closed. Affected manual pages: N/A. Black Label 6.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE 6 – No PACK 1 (2) OFF EICAS ADVISORY message when packs are selected off.0 a total pack flow check was added to the PACK 1(2) OFF EICAS ADVISORY message logic.

these BITs may display spurious EICAS messages depending on the electrical power available on the SPDA buses. RAM AIR FAULT and/or RAM AIR indication beneath an amber cross.1) in order to inhibit these spurious messages. No spurious AMS EICAS displayed during power up. CRG FWD VENT FAIL. The spurious messages which may be displayed are: • • • • • CENTER (FWD) EBAY FANS FAIL.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 7 – Spurious EICAS messages during power up.0 REVISION 8 ACFOG-2247 .0. messages may be Affected manual pages: N/A. Black Label 7. with FWD cargo bay recirculation fan and shutoff valves beneath an amber cross. 4-11 Page 8 BLACK LABEL 8. ICE DETECTOR 1(2) FAIL. Per BLACK LABEL 8. Sometimes.0 Black Label 8. There are some built in tests that run after power up. the AMS controller receives electrical buses status from SPDA (Block 10.0 Spurious AMS EICAS messages may be displayed during power up. RECIRC SMK DET FAIL.

AMS Controller Software Previous Version BLACK LABEL 8.0 The table below shows the previous and the current version of the AMS Controller Software. all of which offer some impact in the operation of the airplanes. ACFOG-2247 4-12 REVISION 17 BLACK LABEL 9.0 Page 1 .0 The information that follows is a list of the items implemented in this current software version.0 Current Version BLACK LABEL 9.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE SOFTWARE BLACK LABEL 9.

it is not possible to clear A-I WING FAIL EICAS CAUTION message following QRH procedure. Per BLACK LABEL 9. if a wing anti-ice system failure has been detected during SAI IBIT.0 Black Label 9.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AIR MANAGEMENT SYSTEM (AMS) 1 – A-I WING FAIL EICAS CAUTION message during slat anti-ice in-flight built in test (SAI IBIT).0. Per BLACK LABEL 8. Black Label 8. A-I WING FAIL EICAS CAUTION message triggered during the SAI IBIT may be cleared in flight. the implemented change will allow to clear in flight A-I WING FAIL EICAS CAUTION messages triggered during the SAI IBIT following QRH procedure. Affected manual pages: N/A.0 A-I WING FAIL EICAS CAUTION message triggered during the SAI IBIT is not cleared in flight.0.0 REVISION 17 ACFOG-2247 . 4-12 Page 2 BLACK LABEL 9.

0 Affected manual pages: N/A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE 2 – BLEED 1 (2) FAIL EICAS CAUTION message logic during icing conditions.0. during icing conditions. there is a great possibility to have the A-I WING FAIL EICAS CAUTION messages being triggered instead of BLEED 1 (2) FAIL EICAS CAUTION message. the implemented change will allow the aircraft to operate mono bleed but with the Wing A-I System enabled.0 Page 3 . BLEED 1 (2) FAIL EICAS CAUTION message is triggered when the HPSOV fails closed or the FAMV fails opened. A-I WING FAIL EICAS CAUTION message is triggered when the HPSOV fails closed or the FAMV fails opened. Black Label 8. during icing conditions. Per BLACK LABEL 9. when the High Pressure Shut Off Valve (HPSOV) fails closed or the Fan Air Modulating Valve (FAMV) fails opened. during icing conditions.0 Black Label 9. ACFOG-2247 4-12 REVISION 17 BLACK LABEL 9. Per BLACK LABEL 8.0.

Per BLACK LABEL 9. The Chiller vent valve is commanded to close only during single pack operation. 4-12 Page 4 BLACK LABEL 9. the packs are turned off according to the FADEC logic. During engine start.0 REVISION 17 ACFOG-2247 . the Chiller vent valve will be commanded to close. When both packs are selected off.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE 3 – Chiller vent valve command when packs are selected off (If applicable).0 Black Label 9. the BLACK LABEL 8. the Chiller vent valve is commanded to close when packs are selected off avoiding high cabin pressure rates. While the packs are off.0.0 logic does not command the chiller vent valve (optional item) to close causing a high cabin pressure rate. Affected manual pages: N/A. the Chiller vent valve is not commanded to close.0 When both packs are selected off. Black Label 8.

Affected manual pages: AOM 14-12-10 (if applicable). This modification is enabled in LOAD 23 and it shall be provided as a customer option.0. if an icing condition is detected during flight.0 The Slat Anti-ice operation time is 5 minutes. the ice detectors command the wing and engine anti-ice valves to open and remain activated for 5 min after the icing condition is no longer detected. Per BLACK LABEL 8. ACFOG-2247 4-12 REVISION 17 BLACK LABEL 9.0. the duration of bleed air extraction for slat anti-ice operation after exiting icing conditions shall be reduced from 5 min to 2 min. The implemented change will allow a fuel consumption reduction.0 Black Label 9. Black Label 8.0 Page 5 . The Slat Anti-ice operation time is 2 minutes. Per BLACK LABEL 9.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE 4 – Reduction of Slat Anti-ice operation time (If applicable).

0 REVISION 17 ACFOG-2247 .AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK 4-12 Page 6 BLACK LABEL 9.

0 Current Version BLACK LABEL 10.1 The table below shows the previous and the current version of the AMS Controller Software.1 Page 1 . all of which offer some impact in the operation of the airplanes. AMS Controller Software Previous Version BLACK LABEL 9. ACFOG-2247 4-13 REVISION 20 BLACK LABEL 10.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE SOFTWARE BLACK LABEL 10.1 The information that follows is a list of the items implemented in this current software version.

BLACK LABEL 9. Affected manual pages: Terminating action for OB170-005-09.0 Black Label 10. new logic does not erroneously consider HPSOV failed on described scenario. single engine taxi or one bleed on MEL).1. However. Embraer identified that this pressure condition may be achieved during normal operations when configured with single bleed/dual pack and the engine is in idle (e. a CMC message is triggered and the HPSOV of the affected bleed system is considered unavailable by the AMS software. When the bleed duct pressure drops below a certain set point this logic is triggered. When this pressure is achieved.1 REVISION 20 ACFOG-2247 .AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AIR MANAGEMENT SYSTEM (AMS) 1 – HPSOV spuriously declared failed. New logic does not erroneously consider HPSOV failed on described scenario. 4-13 Page 2 BLACK LABEL 10.0 introduces logic to recognize the HPSOV inoperative.1 Fault detection logic may consider the HPSOV unavailable on certain scenarios. Black Label 9. Per BLACK LABEL 10.g.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AMS CONTROLLER SOFTWARE SOFTWARE BLACK LABEL 11 The table below shows the previous and the current version of the AMS Controller Software. AMS Controller Software Previous Version BLACK LABEL 10.1 Current Version BLACK LABEL 11 The information that follows is a list of the items implemented in this current software version. all of which offer some impact in the operation of the airplanes. ACFOG-2247 4-14 REVISION 21 BLACK LABEL 11 Page 1 .

1.AMS CONTROLLER SOFTWARE AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AIR MANAGEMENT SYSTEM (AMS) 1 – ENGINE 2 STALL DUE TO BACKPRESSURE FROM APU BLEED. due to a crossbleed valve closing command delay. new APU bleed valve command logic was implemented to prevent APU shutoff valve from opening before the crossbleed valve has closed. This backpressure may cause an engine stall if the thrust lever is near the IDLE position. Affected manual pages: Terminating action for OB170-001-09. Per BLACK LABEL 11. whenever the bleed system logic commands engine 2 to provide bleed for the right side and the APU for the left side. Black Label 10. Per BLACK LABEL 10. a backpressure on engine 2 may occur.1 Black Label 11 Crossbleed valve closing command delay may cause the engine 2 stall. New APU bleed valve command logic prevents APU shutoff valve from opening before the crossbleed valve has closed. right after APU bleed becomes available on the left side. 4-14 Page 2 BLACK LABEL 11 REVISION 21 ACFOG-2247 .

..... 02 Optimum V2.... AP1-05 ..... 09 Automatic Dependent Surveillance Broadcast – ADS-B OUT .. AP1-05 ...............................RAAS.... AP1-05 ........................ AP1-05 ... AP1-05 ..... AP1-05 ...................................... AP1-00 .. 15 ACFOG-2247 AP1-00 REVISION 19 Page 1 ......... 06 Steep Approach Mode.................................................... 13 FMS Altitude Capability Performance Tables..................... 12 Airplane Performance Monitoring (APM) Reports.............................. AP1-05 ..... AP1-05 ...................................................................................... AP1-05 ............................... 08 Autoland 2 .......EMBRAER 175 ...................................................... AP1-05 ........ 10 RNP AR ......................... 03 Electronic Checklist (ECL)................................. 07 Autoland 1 .......................................................... 01 Autoland 1 .... AP1-05 ............ 01 Freeze Protection Kit ........... 11 DUAL HF DVDR RECORDING ......AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS APPENDIX 1 MISCELLANEOUS TABLE OF CONTENTS Block Page Introduction .. 08 Runway Awareness and Advisory System ... AP1-05 .................................................................... 02 Autobrake .EMBRAER 170 ....................................... AP1-05 ..........................................................................EMBRAER 170 ................. AP1-05 ..........................................

AP1-00 Page 2 REVISION 3 ACFOG-2247 .MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTRODUCTION The MISCELLANEOUS appendix presents information regarding changes implemented in the airplane that are not necessarily related to a specific software version. and somehow have an impact upon the pilot-airplane interface.

(if applicable) SOP Section 6. AOM 14-13-20. AFM S-9 (EASA Certification). LOAD 15. Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS AUTOBRAKE The AUTOBRAKE functionality was enabled.2 Load 17. AUTOBRAKE functionality enabled. The AUTOLAND 1 functionality is enabled in LOAD 17. AFM 4-26.3. AOM 14-1305. Affected manuals sections: AFM 3-13. enabled for the Affected manuals sections: AFM S-10 (CTA Certification).3 Load 15.EMBRAER 170 The AUTOLAND 1 enables approach. This is accomplished with the capture of localizer and glideslope during an ILS approach (CAT I.3 AUTOBRAKE functionality disabled. ACFOG-2247 AP1-05 REVISION 18 Page 1 . Load 13. CAT II and CAT III). AOM 14-13-30. touchdown and 5 seconds of rollout with the autopilot engaged.3 enables the interface between Primus Epic and Autobrake module. AUTOLAND 1 functionality EMBRAER 170.3 AUTOLAND 1 functionality disabled. (if applicable) AUTOLAND 1 . AOM 14-03-10 AOM 14-03-30.

MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE FREEZE PROTECTION KIT Per SPDA Block 10. The FPK is a water and waste system optional that provides freezing protection for the water and waste system components when the airplane is exposed to icing during in flight or parked operations.1.2 Freeze protection kit functionality disabled. freeze protection kit (FPK) functionality was enabled. Block 10. Affected manuals sections: AOM 14-12-10. AP1-05 Page 2 REVISION 18 ACFOG-2247 . Block 9.1 Freeze protection kit functionality enabled.

AOM 14-03-10. The “NO TAKEOFF FLAPS” aural warning logic is updated to crosscheck the flap setting input on the FMS TAKEOFF page 2/3 and the actual flap position.5 Load 19. and the T/O PITCH must be checked on the FMS TAKEOFF page 3/3. Per LOAD 19. TO guidance angle computation changed to prepare the system for optimum V2 takeoff. the takeoff guidance angle depends on takeoff slat/flap setting only.3 TO guidance angle depends on takeoff flaps only. where the takeoff guidance angle reference is varied according to V2. The Takeoff Weight.3. ACFOG-2247 AP1-05 REVISION 18 Page 3 . AOM 14-09-2. Load 17.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS OPTIMUM V2 Per LOAD 17.5. SLAT/FLAP setting and takeoff weight. Affected manuals sections: AFM 3-09. the takeoff FLAP and the V2 must be entered on the FMS TAKEOFF pages. the takeoff guidance angle computation was updated to prepare the system for optimum V2 takeoff.

WGT 1R 2R 3R 4R 5R 6R EM170AOM940071A.0 % RWY CONDITION 11 OR 1 DRY PERF DATA WET T.92 RWY SLOPE 2031 WIND --> 1.SUURFACE ---> C / +52 F 150 / 12 ELEV P ALT/B SET 2031/29.DGN 155 +11 SAT 27443 KG WIND <--. DATA TAKEOFF PAGE 1/3 TAKEOFF FLAPS 1L 2L 3L 4L 5L 6L PERF DATA 2 / 3 FLAPS-1 MODE <--DATASET--> TO-1 OR ATTCS 1R 2R 3R 4R 5R OFF T.DGN AP1-05 Page 4 REVISION 9 ACFOG-2247 TAKEOFF PAGE 2/3 .O.MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE TAKEOFF RWY HDG 1L 2L 3L 4L 5L 6L 1 / 3 T. DATA 6R EM170AOM940070A.O.O.

DGN 123 V2 135 VFS 170 LANDING TAKEOFF PAGE 3/3 ACFOG-2247 AP1-05 REVISION 9 Page 5 .5 CLIMB 5R 6R EM170AOM940069A.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS TAKEOFF V1 1L 2L 3L 4L 5L 6L 3 / 3 110 VR 1R 2R 3R 4R T/O PITCH 10.

and display only the steps that must be performed according to the option (YES or NO) selected with the Touch Pad or the Tuning Knob on the CCD. Affected manuals sections: AFM 2-20. AP1-05 Page 6 REVISION 18 ACFOG-2247 . which automatically starts a countdown after the previous item is checked and displays the time remaining. − Timer item. The ECL presents some smart features. which allow the ECL split the procedure. To use this function.3 No ECL available. abnormal and emergency checklists except those which cause loss of the MAU 3B or both MFDs after the failure. or during the procedure. ECL enabled.5 Load 19. such as: − Closed loop items. which are shortcuts to a specific synoptic page on the MFD. AOM 14-01-25.MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE ELECTRONIC CHECKLIST (ECL) The Electronic Checklist was designed to reduce flight crew workload and may be used to perform normal. which allows the ECL to automatically check a procedure item if the corresponding selector/button is in the appropriate position for normal checklists only. a valid ECL Database must be uploaded on the airplane and the flight crew must be properly trained. Load 17. − Hyperlinks to synoptic pages. and − Active EICAS messages list on the ECL provide easy access to emergency/abnormal checklists. − Branch items. like the question-boxes on the paper QRH.

3 N/A. The offset values presented below are added to the normal Mode 1 boundaries: − 500 ft/min for “SINK RATE”. maintaining flight characteristics. When the Steep Approach Mode is engaged. (if applicable) ACFOG-2247 AP1-05 REVISION 18 Page 7 .5°. AOM 14-08-35. R4 and R5 to work as drag devices in order to increase the sink rate during approach. Mode enabled for the Affected manuals sections: AFM Supplement (ANAC and EASA Certification). L4.5 Load 19.AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS STEEP APPROACH MODE The Steep Approach Mode allows the EMBRAER 170 to perform CAT I approaches with Glide Slope angle up to 5. Steep Approach EMBRAER 170. Load 17. the EGPWS Mode 1 alerts for Excessive Descent Rate are offset to allow steeper than normal approaches with no EGPWS spurious alerts. and − 200 ft/min for “PULL UP”. The Steep Approach Mode is a fly-by-wire feature that commands the deployment of the multi-function spoilers L5.

functionality enabled for Affected manuals sections: AFM Autoland Supplement. Load 19. touchdown and rollout to a safe taxi speed with the autopilot engaged for EMBRAER 170. SOPM (if applicable) Section 6. Load 17. AUTOLAND 2 . AOM 14-03-10. (if applicable) SOPM Section 6.2. This is accomplished with the capture of localizer and glide slope during an ILS approach (CAT I. touchdown and 5 seconds of rollout with the autopilot engaged.MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AUTOLAND 1 . AOM 14-03-30. enabled for for the the Load 19.5 AUTOLAND 1 functionality EMBRAER 170.EMBRAER 175 The AUTOLAND 1 enables approach. CAT II and CAT III). Affected manuals sections: AFM S-10 (ANAC Certification). AOM 1403-10.3. AUTOLAND 2 EMBRAER 170. CAT II and CAT III).4 Load 21. This is accomplished with the capture of localizer and glide slope during an ILS approach (CAT I.2 AUTOLAND 2 functionality disabled. The AUTOLAND 1 functionality is enabled for the EMBRAER 175 in LOAD 19. ACFOG-2247 AP1-05 Page 8 REVISION 18 .3 AUTOLAND 1 functionality enabled EMBRAER 170 and EMBRAER 175. AOM 14-03-30. The AUTOLAND 2 functionality is enabled for the EMBRAER 170 in LOAD 21. AFM S-9 (EASA Certification).EMBRAER 170 AUTOLAND 2 enables approach.

RAAS employs GPS technology and an onboard runway database to monitor the airplane’s location on or near the runway. Landing/rollout operations. RAAS enabled. Final approach. Load 21. ACFOG-2247 AP1-05 REVISION 19 Page 9 . It provides aural advisory messages during: − − − − Taxi.1/23. Takeoff (including rejected takeoffs).AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS RUNWAY AWARENESS AND ADVISORY SYSTEM RAAS Runway Awareness and Advisory System provides improved situational awareness to the flight crew in order to help lower the probability of runway incursion incidents and accidents.4/21. Affected manuals sections: AOM 14-15-30. It will be provided as an optional feature.5 Load 23.2 N/A.

ADS-B Control and Status are done at MCDU RADIO Page. the transponder continues to transmit parameters not related to position from ADS-B OUT.ADS-B OUT ADS-B is a surveillance application which allows broadcasting on-board data to air or ground-based users automatically via datalink.Load modification. ADS-B OUT requires: .5 Load 23. Load 21. AOM 14-15-10. Affected manuals sections: AFM Limitations.MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST . The airplane originating the broadcast has no knowledge of which systems are receiving the broadcast. is degraded. In this case. AP1-05 Page 10 REVISION 19 ACFOG-2247 .2.GPS WAAS + GPS WAAS Antenna.1/23. . ADS-B OUT enabled. The ADS-B OUT functionality is enabled in LOAD 23. It will be provided as an optional feature. . received by transponder.Transponder upgrade to Mode S “extended squitter” (1090 MHz). ADS-B FAIL EICAS ADVISORY message is displayed when GPS fails or GPS position.4/21.1/23.2 N/A. Any air or ground-based user may choose to receive and process this information.

AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS RNP AR RNP AR approaches allow the operators to fly highly accurate flight paths. the Navigation Source is changing to FMS. independent of the airplane radar altitude.3 and missed approach less than 1. It will be provided as an optional feature. the Auto-LNAV function does not work when the airplane is above 2500 ft AGL due to an incorrect interlock.2 N/A. Affected manuals sections: AFM RNP AR Operations Supplement. To support this level of precision on RNP AR certification the following modifications are foreseen: − Changes in the FMS. as well not working if the TOGA is pressed more than once. This shall happen when the GA mode is activated and there is a valid missed approach procedure in the FMS independently if the GA is initiated after an FMS (LNAV/VGP) or an ILS (LOC/GS) approach. Auto-LNAV is available only below 2500 ft AGL. RNP AR 0.1/23. ACFOG-2247 AP1-05 REVISION 22 Page 11 . For airplanes Post-Mod Load 25.4/21.1. Moreover.1. − Upgrade the current GPS to a WAAS sensor providing the condition Select Availability = off. meeting the most severe performance requirements.5 Load 23.0 is certified according FAA AC 90-101 and EASA AMC 20-26. AOM 14-09. EDS and AFCS to incorporate new features in the displays and auto LNAV arming in the Go Around. Load 21. The RNP AR 0.3 enabled. NOTE: For airplanes Pre-Mod Load 25. − Auto-LNAV function automatically arms the LNAV Flight Director Mode after the Go-Around is initiated. when the TOGA button is pressed on ground to engage TO mode to perform a takeoff procedure using VOR. GP-3801. the LNAV arms automatically whenever the GA mode is engaged.

1/23. (if applicable) AP1-05 Page 12 REVISION 19 ACFOG-2247 . Load 21. The DVDRs record PTT signal for both HF 1 and HF 2 transceivers.4/21.2. Per LOAD 23. the DVDRs record PTT signal for both HF 1 and HF 2 transceivers.4/21.5 Load 23. Affected manual sections: AOM 14-09-15.2 The DVDRs record the PTT signal only for HF 1 transceiver.1/23.MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE DUAL HF DVDR RECORDING Per LOAD 21. the DVDRs record the PTT signal only for HF 1 transceiver.5.

002/-0.8 / -0. operators have the ability to generate and transmit APM reports via ACARS depending on the LDI versions released with Epic Load 23. Stabilization Period: Quality A: 180s or Quality B: 120s.6% (+0. <Fuel Quantity>..8% (+0. <Zero Fuel Weight> ACFOG-2247 CONTINUED. <Mach>. APM reports are triggered when all the following conditions are met: − − − − − − Pressure Altitude: 50 ft (+25/-25 ft).0025/-0.9 %). Roll Angle: 1° (absolute). <N1 Quality A>.1/23.8 %) or Quality B: 1. <Mach Quality A>.2.9 / -0. <Pressure Altitude>. APM reports indicate the values in pounds.0025). Mach: Quality A: 0. N1: Quality A: 1.. APM report structure transmitted through ACARS is: ACMF SNAPSHOT REPORT <Current Date & Time> A/C <Aircraft Tail Number> SWVER <Version> APPVER <Version> APPNAME <Name> SIZE <Report Size> <Report File Name> <LDI Version> R <Report Time> T <Report Trigger Time> ----<Anti Ice>.1/23. <Engine2 Fuel Flow>. <Engine1 Fuel Flow>. OAT: 2°C (+1/-1°C). <Engine2 N1>. <CAS>. <Total Air Temperature>. AP1-05 REVISION 23 Page 13 .AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS AIRPLANE PERFORMANCE MONITORING (APM) REPORTS Per LOAD 23.005 (+0.004 (+0.002) or Quality B: 0.2. <Gross weight>. <Engine1 N1>.

1/23. 16889. at the time the report started to be generated.CONTINUED Output values are the average value for each parameter throughout the stabilization period.CSV (Stabilization Period Quality B) Where yyyy = year. mm = month. nn = minute. 1673. 246. 66889.MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE .ACMF SNAPSHOT REPORT 2008NOV13 16:00:52 A/C N636CZ SWVER 19. AP1-05 Page 14 REVISION 19 ACFOG-2247 . 0. 87. dd = day. 1673. -25. APM report file name is: APM_REPORT_A_YYYYMMDDHHNNSSS.780492. 37998.. hh = hour.2-C-V09 R 2008NOV13 16:00:51 T 2008NOV13 16:00:51 ----0. ss = seconds.7.4/21.2 N/A.39.ACM SIZE 528 APM_REPORT_B_20081113160051S.CSV (Stabilization Period Quality A) APM_REPORT_B_YYYYMMDDHHNNSSS.4V19.91. 87. 0.5 Load 23.874.0565.3 APPNAME USER.0646.5629.2 APPVER S. APM Report enabled. Affected manual sections: SNL170-45-0009 and GP-3705. 50000 _ Load 21.CSV 170LDI21.1. 0.. Example: .

erroneous altitude capability data were introduced on the Performance Database and consequently the FMS may calculate lower values of Ceiling Altitudes. to Load 23. Aircraft Database applicable to Load 21. However. thus better reflecting the AOM performance numbers (see item AOM Cruise Altitude and Speed tables). Maximum Endurance (MAX END) and Manual IAS/Mach inputs. ACFOG-2247 AP1-05 REVISION 19 Page 15 .4/21. Erroneous altitude capability data were Performance database applicable introduced on the Performance Database.2 PN 60000692-001-06 Affected manual: OB 170-002/10.5 N/A. Guidelines on how to proceed in order to avoid this misbehavior is addressed in OB 170-002/10.1/23. the FMS computes the Optimum and Maximum Cruise Altitudes for Long Range Cruise (LRC).AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE MISCELLANEOUS FMS ALTITUDE CAPABILITY PERFORMANCE TABLES Load 23 introduces a new FMS Performance Database (Aircraft Database) based on Embraer tabular data. Based on this data. when compared to the data presented in the AOM tables.

MISCELLANEOUS AIRPLANE CHANGES FLIGHT OPERATIONS GUIDE INTENTIONALLY BLANK AP1-05 Page 16 REVISION 19 ACFOG-2247 .

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