Taxi +(2,9-3,1t w 1 H)

+1,8/h+
ok 0,6
1h
ok 400-600

MRW

(MTOW+160)

MTOW

EMB 170
STD
-DD

LR DE-

361
50

37360

EMB 175
LR

35990 ( 36 t
10

MLW
Center TO LDG
of gravity FLIGHT
MZFW
PAX ( + Cocpit/ Cabin)

MAX USABLE FUEL kg

(l) czerwona/ta
* na zbiornik
(max fuel capacity)

EMB
195
LR

38950
38790

Flaps 2 . 215 KIAS

50790

(38,8)

(50,8)

Flaps
Flaps
Flaps
Flaps

32800
34000
7% - 27 % MAC
4% - 27 % MAC
29600
31700

45000
10 -31 %
7 -32.5
42500

82 (+3/3)

112 (+3/4)

2*6550
= 13100
kg

2*4714 = 9428 kg
*300 600
9496

*400 800
13192

46 kg*2

Unusable per tank

34 kg *2

Max imbalance
Max
diff
press

Above
37000 ft

Up to 37000
ft
Max diff overpress
Safety valve
LOAD FACTOR [G] FLAPS

UP
FLAPS
DOWN
Max diff neg press/

T/O& LDG
AP Minim engage H
Cruise & Descent
AP
min
use
heigh
t

App

VMO

above 10000ft
STD/MMO

Xfeed Sel. Knob must be set OFF

during T/O and LDG

8.4 psi
8.3 psi

8.6 psi

STD
OPERAT.V LE
EXTEN V LO
wypu
RETRA V LO
chowan

8.77 psi

Positive 2.50
Negative - 1.00
2.00
0.00

- 0.5 psi / 0.20 psi

400 ft
1000 ft
50 ft

3 .. 200 KIAS
4 .. 180 KIAS
5 . 180 KIAS
Full...165 KIAS

MAX ALTITUDE FOR FLAPS EXTENDED 20.000

ft
MAX TIRE GROUND SPEED
195 kt (225
mph)
MAX WINDSHIELD WIPER OPER 253 KIAS
MAX TO OPEN D. VISION WINDOW 160 KIAS
IDG 115V/400 nHz/8kVA TRU 29,2V/68A
Accumul. min for dispatch 22,5 norm ok
Volt/28,6V/7oC
Dla orientacji szacunkowo:

E170 Zu. 1500ft/39000kg/A-I ON/V210 =770kg/H/ENG

E175=>ASL/38000kg/30oC/2-eng/T/O-2/Fl2=>13,65%
grad
APP/Climb Grad 53(2-eng)100C/34000kg/A-I
ON=>3,22%
E 195 =>FL53 (%1-eng)48000kg/ASL/15o/ A-I
OFF=>3,76%;
Full4 =2,92%; *10o/A-I ON=1,52%

OXYGE
N
3 crew
2 crew

Max
pressure

1850

psi ( 21 oC)

butla 77

>1150
psi
>842<1
150

Operation not
allowed

RUNWAY Slope ... -2% TO +2% ... PAVED

MAGNETIC CUT-OUT REGIONS LATITUDE LONGITUDE
73,125N - North 82N 80W - 130W
North of 82N 0 - 180W/E
South 60S and 82S 120E and 160E
South of 82S 0 and 180W/E
NOTE: Whenever operating within North or South
magnetic polar cut-out regions, current airplane heading
must be referenced to true heading, if not already
selected. Otherwise, the Heading Failure Indication flag
will be displayed.
IRS - The airplanes may be operated within the North
and South magnetic polar cut-out regions specified in the
table below, but IRS magnetic heading and track angle
magnetic data will not be available.
FUEL TYPE LOW TEMP. LIMIT
: JET A -37 C, JET A1 -44 C; TS-1 -47 C
Warning: When operating with the TS-1 and RT fuel, the fuel
quantity indicator may display a fuel quantity 1,2% greater than
the actual amount of fuel loaded in the airplane. Before engine
start, check the fuel tank temperature is below 42C if using
Russian or Ukrainian fuel.

320 KIAS/0.82 M
300 KIAS
265 KIAS
250 KIAS

max 20 kt

FL 410- FL 100 for 22min/at FL100-98 m

auto deployment >14000 ft

7.80 psi

CAT IIIa DH Minimum Use Height (MUH) w/o

Autoland

below 8000ft
LAND
ING
GEAR

360 kg

GUST]

50950

70 (+3/2)

MAXIMUM FLAP EXTENDED SPEED

(VFE)
Flaps 1 . 230 KIAS Vapp=Vref+[1/2 stady HW +

265 KIAS
235 KIAS

AIRPORT HANDLING All active. are prohibited if the

wind. 40 kt.
Max wind for passenger door oper. 65 kt
Max wind for cargo door opening. 40 kt
Cargo door must be closed, before wind exceed 65 kt.
LOT kat poarowa ERJ 170/190 kat wym 5; kat rekom. 6
MIN. EQUIPM. FOR AUTOLAND To meet the
airworthiness requirements of CS-AWO for a failpassive automatic landing system, the following
must be installed and operative:- 2 IRS; 2 FD
Syst.; 2 PFD; 1 Windshield Wiper;2 independent
VOR/ILS NAV System (VOR/ILS Data Link Level A);
1 VHF/COMM Sys.; 2 RAlt.; 1 EGPWS; 2 ADS; 1 AP
Channel;

RWY state message

coefficient

Fraction

95=good
00 = 0,00 ; 01 =
0,01
94=medium/good
0,4
93=medium
?? 0,35
92=medium/poor
0,26
91=poor
99=unreliable; 77 = Runway 27R (+50 for
right)
// = not reported e.g. runway closed
MAX RECOM. TURBULENT
AIR : <10000 At or above
10000 ft
Aircrafts ALTITUDE ft

250 KIAS
270 KIAS/ 0.76 wchichever is lower

-2000 up to 10000

Max Difference Between ADS 1/2;

ADS 2/3;ADS 1/3
50 feet

10000 up to 20000
20000 up to 41000

120 feet
180 feet

ALTIMETE
R MISC.
TOLER

AUTOLAND GENERAL The following operations are prohibited:- MLS; - ILS beam not coincident
with the central axis of the runway; - Autoland for an ILS CAT I, unless explicitly authorized by
the appropriate regulatory authority. The max & min GS angles 3.25 O & 2.5 O respectively.
MINIMUM DECISION HEIGHT The Autoland system was demonstrated to meet the necessary
requirements under the following conditions: Minimum DH 50 ft. Runway Slops -1% +1%.
Autoland 1 must be with flaps 5. MAXIMUM AIRPORT ELEVATION for autoland operation is 7340
ft. APPROACH AND LANDING FLAPS CAT II / IIIa app & ldg. must be with flaps 5. NOTE: Coupled
goaround height loss may be 50 ft.
Recomm. min braking coef. for T/O and LDG 0,3?0,26 (B/A MEDIUM) good>0,4 >med-good>medium
> medium to poor
RVSM ALTIMETER CROSS CHECK LIMITS before T/O maximum difference among the tree altimeters
indication must not exceed 75 ft. The maximum allowable in-flight difference between Cpt and F/O
altitude displays for RVSM operation is 180 feet select ADS 3 ( przepisy mwi 200), While changing
FL do not over/undershoot 150 ft.
MIN EQP: 2 RVSM Compliant ADS;- 1 AP with Alt. Hold Mode oper.;- 1 Alt. Alerter;- 1 Transp.
SE ALT distance OKOO [nm] : ERJ 170-313 nm; ERJ 175-301;
Maximum Headwind Max
ERJ 195-323
Headw. 40 kt
Max Approach Tailwind
Meteo : Alt T/O +/- 1h;
ALT DEST +/- 1h; DEST +/-1 h lub 2
Max Landing Tailwind (Max T/O
ALT;
com)
400>75 =LVTO (HUD 75) 125 gdy HIRCL 15m or less; 150Maximum Crosswind
300; bez LVTO 400-500
DEMO. XWIND max LDG 28 kts. Not
CAT RVR[m] DH [ft]
AT 1-ENG ALTER
limiting NOTE: Due to engine
Circling
circling
compressor stall possib. static takeoff
NPA
750 250
NPA+1000 m +200 ft (jeli bez CDFA
is not recom. with crosswind 25
+400 do 5000)
STOPEND 75
MIDPOINT 125
I
550 200
x
v
NPA
II
300 200-100
x
v
CAT I
IIIA
200 100- 50
x
v
CAT I

GE CF3410E5
PARAMETE
R

99,5 %
99,4 %

N1
N2

815 C

NOR
MAL
T/O
and
MAXI
MUM
T/O
and
GA

965 C

MAXI
CONT
INU

960 C

(first 2 min of the total 5 min

limit)

949 C(remaining 3 min of the total

5 min limit)

1006 C

(first 2 min of the total 5

min limit)

990 C(remaining 3 min of the total

5 min limit)

MI
N

59.
3%

WITHOUT
AUTOLAND FOR
APPROACH

E170/175
25 kt

12 kt

APPROACH WITH
AUTOLAND cat.
I/II/IIIa

37 kt

25 kt
10 kt

16 kt

15 kt

MAX

100 %
100 %

Ground
START
Inflight
START

740 C

945C

MAXIUM
CONTIN
U

COMPANY WIND
LIMITATION FOR

E-195

15 kt
10 kt

NORMAL
MAXIMUM
G/A TAKEOFF
TAKEOFF and
and

STAR
T

58,
5%

MAX

GO AROUND

ITT

N1
N2

MI
N

ITT

GE
CF348E
PARAME
TER

RECOMMENDED
COMPANY WIND
LIMITATION

875 C
(Time limited to 5 minutes) (ITT transients
above the nominal ITT limits are allowed to Normaland

5.5C for 2 sec, 4.4C

for 5 s, 3.6C for 15 s and 2.4C fo r
Maximum T/O, up to

983 C (Time limited to 5 minutes)

(Automatically engaged mode in one engine

inoperative or windshear conditions, when the
thrust lever is in the TOGA position) (ITT
transients above the nominal ITT limits are
allowed to Normal and Maximum T/O, up to

5.5C for 2 s(seconds), 4.4C

960C

95 psi

PRESSU
RE

psi

155 C

TRANSIE
NT

163 C

TEMP

CONTINU
OUS

OIL

PRESSURE
TEMP

OIL

25

CON
TINU
OUS

155 C

STOPPED) /
OPERATIO
N HOURS

36
[H]
26
11
6

-Full tank
9,8-4,2
opera
Fill below
7,6
Consum

0,19/h
START
APU

TEMPERATU
RE

SUNDS
TRAND
APS
2300

ALTITUDE

54

(3)

30.000
ft

TEMPERATU
RE
ALTITUDE

(3)

(3)
33.000
ft

ELECTRICAL
GEN

33.000

BLEED

15.000

ft
ft

TO ASSIST
ENGINE
START

21.000
ft

ROTOR SPEED
EGT (1)(2)
START

108 %
1032 C
717 C

CONTIN
UOUS

QUANTIT
Y
(ENGINE
STOPPED
)/
OPERATI
ON
HOURS

13,8 l
( 14,6qt)
11,8
(12,5)
8,8 (9,4)
7,1 (7,5)

The total thrust reduction must not exceed

25% of the full takeoff thrust. Operators must
periodically perform a not reduced thrust
takeoff, in regular intervals.
NOTE: Takeoff with ATTCS OFF is available in
unusual situation only after receiving
confirmation and the performance data for this
configuration from LOT Operation Center. Powerback is prohibited.

STARTING

Maximum Time

Cool-Down
Time

90 sec (on ground) 120 sec (inflight)

90 sec (on ground) 120 sec (inflight)

10 sec

Time

2 through 5
(1)
after 5th
cycle

90
sec
30
sec

24,75
[H]
19,5
11,75
filling

-Full tank
13,7-7,11opera
Fill bel 9,47
Consu 0,38 l/h

Although FADEC provides automatic overtemperature protection

Manually when:
- no positive oil pressure indication within 10 ceconds after N2 speed stards to increase
- no ITT indication 30 seconds after the FADEC commands both ignitors on and fuel is reapplied . Start clock at fule reintroduction. Abort start up if no ITT indication within 15 sec after
reapplied or 90 sec cumulative starter run.
- during engine start with tailwind, if a positive increase of N1 is not indicated before starter
cutout 50% N2. Reposition airplane before next start.
- ITT exceeds start limit (815 ; 740 oC Hot Start).
- If oil pressure stabilizes below the engine limits
- N1 and/or N2 failing to accelerate to stabile idle speed (hung start)
- An intermittent electrical pneumatic or starter malfunction occurs before the starter run.
NOTE:
- 1) In flight, there is no automatic shutdown if EGT exceeds the limits.
- 2) There is no time limitation for operating the APU on ground or in flight in the amber range
between 662C and 717C.
- 3) APU temperature matches the Airplane Operational Envelope temperature.
N2
7% N2 : IGNITION
10 s N2 OIL PRESSURE
N1 / 50% n2: IDN A(B) OUT
STABILIZIED

APU
Cooling period after
STARTER
each starting
LIMITS
attempt:
First and
60 SECONDS OFF
Second
Attempts
Third Cycle 5 MINUTES OFF
STARTER LIMITS
- DRY
MOTORING
Motoring
Maxi
CoolMotoring
Number
Time Down
Number
1

During starts with oil temperature below

-22C the min oil pressure is 5 psi, time
limited to 2 min.

(above 155C limited to 15 minutes)

9,9 l
( 10,5qt)
8,0 (8,5)
5,2 (5,5)
4,2 (4,5)

QUANTITY
(ENGINE

OPERATION

25
psi

5 min

1 and 2

5 min

3 through 5

15 min

NOTE: - For ground starts, the maximum cumulative starter run time per start attempt is 90 sec (motoring
plus start time) / - For in-flight starts, the max -**- is 120 sec / - An intermittent (przerwany) elec. Pneum. or
starter malf. occurs before the starter disengage.

5 min

Szeroko 100 =>26,0 m; 200 => 27,5; 195 =>31,2

OPERATIONS ON WET OR CONTAMINATED RUNWAYS LIMITATIONS
A runway is considered to be contaminated when it is covered with:
- Standing water to a depth exceeding 3 mm.
- Slush or loose snow to a depth equivalent to more than 3 mm of water.
- Compact snow or ice (including wet ice).
MAXIMUM allowable CONTAMINANT water equival. DEPTH of contaminant for T/O operation is

19 mm ( EMB-170/175 ); 25.4 mm

( EMB-195 )
When using the CAFM to calculate performance in contaminated runways and the contaminant depth option is WED (Water Equivalent Depth), the
Precipitation Specific Gravity window must be set at 1.0. When using the precipitation depth feature with surface contaminants, the following
Precipitation Specific Gravities should be used: Standing Water..1.00 ; Slush ... 0.85 ; Wet Snow.......0.50 ; Dry Snow... 0.20
OPERATION IN ICING CONDITIONS
There is no temperature limitation for anti-icing system automatic operation.
On ground:
- The TO DATASET MENU on the MCDU must be set to ENG in the following case when OAT is between +5C and +10C and:
- If there is any possibility of encountering visible moisture up to 1700 ft AFE, or
- When operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on
engines, nacelles, or engine sensor probes.
- The TO DATASET MENU on the MCDU must be set to ALL in the following case when OAT is below +5C and:
- If there is any possibility of encountering visible moisture up to 1700 ft AFE, or
- When operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on
engines, nacelles, or engine sensor probes.
In flight:
- The engine and wing anti-ice systems operate automatically, in case of ice encounter when the ice protection mode selector is in the AUTO
position. If either one or both ice detectors are failed, the crew must set the mode selector to ON when icing conditions exist or are anticipated
below 10C TAT with visible moisture.
NOTE: Icing conditions may exist whenever the Outside Air Temperature (OAT) on the ground or for takeoff, or Total Air Temperature (TAT) inflight, is
+10C or below and visible moisture in a ny form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice
crystals).
- Icing conditions may also exist when the OAT on the ground and for takeoff is +10C or below when op erating on ramps, taxiways, or runways
where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on engines, nacelles or engine sensor probes.CAUTION: ON GROUND, DO NOT RELY ON VISUAL ICING EVIDENCE OR ICE DETECTOR ACTUATION TO TURN ON THE ANTI-ICING SYSTEM. USE THE
TEMPERATURE AND VISUAL MOISTURE CRITERIA AS SPECIFIED ABOVE. DELAYING THE USE OF THE ANTI-ICING SYSTEM UNTIL ICE BUILD-UP IS
VISIBLE FROM THE COCKPIT MAY RESULT IN ICE INGESTION AND POSSIBLE ENGINE DAMAGE OR FLAME-OUT.
NAV / COMM EQUIPMENT
- TAS, TAT and SAT information are only valid above 60 KIAS.
- While transmitting in VHF1 the standby magnetic compass indication is not valid.
- Baro altimeter minimums must be used for all Cat I approaches.
- Back course approaches using IESS is prohibited.
- The ACARS is limited to the transmission and receipt of messages that will not create an unsafe condition if the message is improperly received,
unless they are verified per approved operational procedure.

METAR runway state group coding

Runway States
Coding Requirements
General format: DRDRCEttBB
Where
DRDR is the runway designator
C is the runway deposits designator
E is the extent of contamination
tt is the depth of the deposit
BB is the friction coefficient or braking action
When runways are affected by snow, slush or other contaminants, an encoded runway state report for
each runway in use is required to be appended to METARs. Ideally, a new report should be prepared for
each change. If a report is not received, the previous message may be repeated once, although it is
important that repeated messages are kept to a minimum.
If a runway inspection is not possible, it is preferable to report changes by general assessment rather
than let a clearly unrepresentative message be repeated, for example, when:
a) Snow is judged to be turning to slush.
Thunderstorm RETS
Freezing rain REFZRA
Freezing drizzle REFZDZ
Moderate or heavy rain RERA
Moderate or heavy snow RESN
Moderate or heavy drizzle REDZ
Moderate or heavy ice pellets REPL
Moderate or heavy snow grains RESG
Moderate or heavy showers of rain RESHRA
Moderate or heavy showers of snow RESHSN
Moderate or heavy shower of small hail RESHGS
Moderate or heavy showers of snow pellets RESHGS
Moderate or heavy showers of hail RESHGR
Moderate or heavy blowing snow REBLSN
Sandstorm RESS

Dust storm REDS

Funnel cloud REFC
Volcanic ash REVA
b) It is apparent that snow depth has increased/decreased.
c) It is considered that braking action is deteriorating.
Appropriate local arrangements should be in place to ensure that a runway state message is available
to the observer in good time for insertion into the next METAR.
NOTE: Data used to compile the runway state group is commonly provided by the aerodrome authority.
The depth of the deposit reported should be the average of the readings for the usable length of the
runway.

Examples of METAR runway state group coding

a) 99421594 A repetition of the last message because no new information received, dry snow is
covering 11% to 25% of the runway to a depth of 15 millimetres. Braking action is medium or good.
b) SNOCLO The aerodrome is closed due to contamination of the runways.
c) 74692225 Runway 24 right has slush covering 51% to 100% of the runway to a depth of 22
millimetres. The friction coefficient has been measured and is 25%.
d) 88CLRD95 Contamination has been cleared from all runways and the braking action is good.

Table Runway state group coding for use in the METAR

DRDR Runway designator
27 = Runway 27 or 27L
77 = Runway 27R (50 added for right)
88 = All runways
99 = A repetition of the last message because no new information received
C Runway deposits
0 = Clear & dry
1 = Damp
2 = Wet
3 = Rime or frost covered
4 = Dry snow
5 = Wet snow

6 = Slush
7 = Ice
8 = Compacted or rolled snow
9 = Frozen ruts or ridges
/ = Not reported due to runway clearance in progress
E Extent of contamination
1 = 10% or less
2 = 11% to 25%
5 = 26% to 50%
9 = 51% to 100%
/ = Not reported due to runway clearance in progress
tt Depth of deposit
00 = <1mm
01 = 1mm etc
thru to
90 = 90mm
91 = not used
92 = 10cm
93 = 15cm
94 = 20cm
95 = 25cm
96 = 30cm
97 = 35cm
98 = 40cm or more
99 = Runways non operational due snow or clearance
// = Not measurable or not significant
BB Friction coefficient / Braking action
28 = Friction coefficient 28%
35 = Friction coefficient 35%
or

91 = Braking action poor

92 = Braking action med/poor
93 = Braking action medium
94 = Braking action med/good
95 = Braking action good
99 = Figures unreliable
// = not reported e.g. runway closed